Chuck Yeager, in his our
words, regarding his experience with the NF-104
Excerpted from an
interview from the Academy of Achievement (www.achievement.org),
1991, in Cedar Ridge, California
Interviewer: There is a fairly exciting chapter in your life
that we didn't cover, back in 1963, your Lockheed
Starfighter experience. Can you
describe, first, the plane's capabilities?
When I was commandant of the astronaut school, we had to
train the guys in a simulated space environment. We took three
F-104As, which was a mach two airplane, and we put a hydrogen
peroxide rocket engine in the tail, above the normal jet engine
[which] gave us an additional 6000 pounds of thrust. And with
this aircraft, we also added 24 inches to the wingtip and two
hydrogen peroxide thrusters, one out the top of each wing tip
and one out the bottom. That's for roll control above the
atmosphere. We extended the nose of the airplane out and put
thrusters in the top and bottom and each side for pitch control
and yaw control of the airplane.
mission that we flew with that airplane, and I flew it 40 some
times working out a profile for the students to fly as a test
pilot on the airplane, we would take off with the afterburner on
the engine, getting airborne. Clean the gear up on the airplane
and the flaps, then accelerate out to climb speed, four to five
hundred miles an hour, climb up to about 36,000 feet, then go
into afterburner which accelerates the airplane out to about
twice the speed of sound. Ease it up to about 45,000 feet, fire
off the hydrogen peroxide rocket and accelerate it out to about
2.4 mach number. Then pull 4 Gs, or
pull the airplane up into about a 70 degree climb angle.
The characteristics of the J-79 engine,
which is in the 104, as you go through about 55,000 feet, the
afterburner blows out because of lack of oxygen. When
this happens you gotta come out of
afterburner position with the throttle in mil power and make the
eyelids close to get more thrust out of the turbine engine. You
gotta keep one eyeball on the tail
pipe temperature, because that engine is going to over-temp at
about 70,000 feet; it is not designed to run any higher. And
when it does, you have to shut it down.
We shut it
down and the hydrogen peroxide rocket takes you on over the top.
We got the airplane up to roughly 118,000 max
altitude. But then you are above 90
percent of the atmosphere, so you have to use these hydrogen
peroxide rockets to change the altitude of the airplane to
follow its flight path. When the airplane leaves say, 100,000
feet going up like this, if you don't do anything, it's going to
come back in that way. So you have to rotate it to make it come
back in nose first.
the 104 had a pitch-up problem, meaning when the airplane
stalled, it pitched up. I was the first military pilot to fly
the 104, on August 3, 1954. I was the test pilot on that
airplane, so I knew it intimately. I spun the airplane a lot,
and stalled it. I knew we had this problem.
were trying to establish was: when this airplane comes back into
the atmosphere at a little higher angle of attack than we want,
at what altitude will this aerodynamic force which causes the
nose to pitch up on the airplane, be more than the thrust of the
hydrogen peroxide thruster in the nose which is pushing the nose
down. We ran a series of flights; I was the pilot on it. Start
at 118,000 feet, 116, 114, 112, coming into the atmosphere at
about a 50-degree angle of attack, open up the thrusters at the
top, push the nose down and then measure the rate. You can plot,
at each altitude, at what rate the airplane recovers. We noticed
it was starting to run into resistance at about 108,000 feet;
106,000 feet was a little slower. If you take the curve and
extrapolate, it looks like we are going to run out of thrust in
this hydrogen peroxide rocket where the aerodynamic pitch up
will be more than the thruster, at about 92,000 feet. So we
thought we were in pretty good shape.
we would run one more. I flew a flight in the morning, with a
pressure suit on, I think at 108,000 feet, and we measured the
rotation. Then I landed and wanted to make another flight after
lunch. I didn't get out of my pressure suit because if you get
out of it, it's wet and you can't get back in. I made another
flight at about 1:30 in the afternoon, at 104,000 feet. For some
reason, we had dual thrusters on the bottom of the nose and dual
thrusters on the top. We don't know, we may have had one
thruster fail, but at 104,000 feet, when I came into the
atmosphere at 50 degrees angle of attack, I couldn't get the
nose down on the airplane. You've already shut your engine down,
and it gradually is slowing down. But the engine is still
turning over, giving you hydraulic pressure, which runs the
horizontal stabilizer for pitch control, the ailerons and the
happened on previous flights, when you re-enter and force the
nose down with the hydrogen peroxide thrusters, the altitude
controllers, then you come back into
the atmosphere nose first. Then you start getting air through
the intake ducts of your airplane, that keeps your engine
windmilling, you bring the airplane
on down to about 40,000 feet, level out, hit the igniter and
then come out of idle, out of stop cock with your throttle into
idle. That gives you fuel and you start you engine up again. But
if it doesn't work, you go on down, dead stick into Rogers Dry
Lake, which I did three or four times.
happened on this flight was that when the airplane came into the
atmosphere, at about a 50-degree angle of attack, I couldn't get
the nose down. The airplane pitched up and went into a flat
spin. Now airplane is in a flat spin and, because there is no
air going through the intake ducts, the engine stops. When that
stops, then you no longer have hydraulic pressure to run the
horizontal stabilizer, the aileron or the rudder. So you are in
a no-win situation. That's exactly what it is. You sit there.
But you have one other alternative, that's eject. I also had a
drag chute on the airplane that we use for landing. The airplane
was in a very flat, slow spin. I had my pressure suit on and it
was inflated. I sat there and watched. I was talking to Bud
Anderson who was chasing me in a T-33. He was down, way down
though, looking at me coming.
talking to the space position branch, where the guys were
recording data. I said, "I got a real problem. There is just no
way of getting this thing out of a spin."
So, as I
went through 30,000 feet, I deployed the drag chute, which you
normally deploy. When I did, the drag chutes comes out and it
popped the nose down on the airplane, but there is a link that
the drag chute is hooked to the airplane with, that is designed
to shear at 180 miles an hour. That's in case the drag chute
comes out accidentally while you are flying, it won't stop the
airplane. It just so happened the nose went down as I went
through 180 miles an hour, the drag chute sheared, the parachute
released and the airplane pitched back flat because 180 miles an
hour going through the intake duct is not going to give you
engine rpm, it takes about three hundred miles an hour. So when
this happened, it flipped back flat. I don't think it
turned, it just fell at one hundred
miles an hour.
you've got the egress systems, you know them intimately and it
pays off, because a lot of times you have to use them in a
semi-conscious state. I knew my rocket seat that I was riding
in, I knew it's capabilities. So, I
rode it down to about 6,000 feet, which is not low, and ejected.
The rocket seat blows you out of the airplane and gives you
about one hundred mile an hour velocity away from the airplane.
It just so happened that the airplane was falling at about 100
miles an hour, so when I used the seat, the airplane just fell
away from the seat. The seat sat there, and then two seconds
after you leave the airplane, the lap belt blows open on the
seat, which is what holds you on the seat. You've got leg
restrainers, cables that hold your heels into the seat for
flailing when you come out at high speed.
I sat and
watched the seat go through a sequencing,
knowing when it was going to happen. Finally the lap belt popped
open, and there is a butt kicker that kicks you out of the seat.
I felt that go and also my cable cutters cut my leg restrainer
cable from me [and] I fell through. When this happened, the F-5
release on your parachute is armed and as you fall through 1400
feet, the chute opens. Well, I was below 1400 feet, so the chute
opened the minute that the F-5 release said to open, and it did.
The problem was, I didn't have enough velocity through the air,
I was just starting to fall again, to
pull that quarter bag which is on the canopy of your parachute.
The reason that bag is on the canopy is that when you eject at
high speeds, four or five hundred miles an hour, it keeps your
canopy on the parachute from popping immediately. The little
pilot chute on that quarter bag needs about sixty miles an hour
to pull it off the quarter bag. I didn't know anything like this
was going on, all I know is that I am free falling, my chute has
released, but I haven't got a canopy slowing me down because I
can feel it flopping in the breeze.
this time, the seat, which kicked me out up here, is also
falling and it became entangled in the shroud lines of the
parachute. I didn't know this either, but this is the way it
happened. Finally I picked up enough speed, sixty or seventy
miles an hour, with the canopy up there following, that quarter
bag came off, the canopy popped and when it popped, the damn
seat that is entangled in the shroud lines flopped me up like
this (hand gestures).
hit me in the face piece of my pressure suit. And what hit me
was the butt end of the rocket on the seat, which still had
glowing propellant burning. When this happened, and you are
feeding 100 percent oxygen. It's like a blow torch.
Fortunately, when this happened, the visor on my pressure suit
was busted and frayed, it cut my eye down and my eye socket
filled with blood, so it didn't hurt my eyeball. I got burned
pretty bad on my neck and shoulder
and it was very difficult to breathe. The only thing I knew, I
was stunned from the blow, I knew I
had to get the visor up on my pressure suit helmet. There is a
button on the right, you push it and then you raise your visor.
It's the way you get your visor up on most pressure suits. I
knew I had to get it off, get that visor up to shut the oxygen
flow from my kit that was in the back of my pressure suit to get
all this fire out. So I did that. Then I swung a couple times
and hit the ground. I couldn't see too much and I was having
trouble breathing because there was a lot of smoke and fire.
worked out, you either do or your don't,
and I didn't get killed in the flat. I stood up and Andy buzzed
me. Since I had been talking to them on the way down, four
minutes from the first spin to impact, they had a helicopter off
with a flight surgeon aboard, a doctor at Edwards. He got out
there, probably within five minutes of the time I landed, picked
me up, gave me a shot of morphine and took me back to the
hospital. They worked on me, cut my pressure suit off and that
was about it.
Interviewer: Normally, somebody else gets you out of the
pressure suit, right? But you had to think fast.
No, I just knew it. See, I wore pressure suits half my life.
Interviewer: It sounds like you had a tough time after that,
dealing with your burns.
Well, they can do a lot of scraping and ultrasonic work on
your skin, a little skin grafting and stuff like that. That was
part of the deal.
Interviewer: You look amazingly well, considering
Your body is a very forgiving thing.
Interviewer: Did you get the feeling that day that some big
aviator in the sky was smiling down on you?
Nope. You waste your time thinking about anything except
Interviewer: But, I bet at some point during that fall, you
weren't sure that you were going to survive.
Well, you are too busy. You don't think about anything like
that. You are too busy trying to survive. Obviously, had I not
known intimately my egress systems, meaning my pressure suit and
ejection seat and parachute, I probably wouldn't have survived.
But I just make it a point to know it and it pays off a lot.
Interviewer: The other thing that is extraordinary, hearing
about this, is your ability to think
under pressure instead of panicking.
Well, you don't talk anything about it. Obviously you can't.
You are too busy working the systems through.
Interviewer: The idea of problem solving -- you were good at
math -- obviously it carried through.
Well, knowing your egress systems is the answer. And also a
little bit of luck was involved.