#as asq | Explore Tumblr Posts and Blogs

Visit Blog

Explore Tumblr blogs with no restrictions, modern design and the best experience.

Fun Fact

1,644 Tumblr posts in 1 second.

askarsjustsoswedish · 2 years

Photo

Alexander Skarsgård - The Northman (2022), The Faces Of Vikings, Amleth - [Exclusive BTS Clip] Screen Rant Plus - YouTube NAKhCaaLWmo dd 6 June ’22.

#alexander skarsgård #alexander skarsgard #the northman '22 #the faces of vikings #amleth #ajss13 #robert eggers #the northman 2022 #dir. robert eggers #the northman #exclusive bts clip #screen rant plus #youtube NAKhCaaLWmo #tnivw #ajssgifs #asq #qas #alex you did it #the northman is one helluva great epic viking movie

264 notes · View notes

eyeoftheheart · 2 months

Text

May It Be Love

"The Sufis created a system of human development grounded in love and using the power of love to awaken and transform human beings. Rumi taught that it is everyone's potential to master the art of loving. Love is the answer to the problem of human existence.

"The Way to God passes through servanthood. The point is to love and be connected with others in that love. The form of Sufi work is typically a group, or spiritual guild. The Sufis created a milieu in which human love was so strong that it naturally elevated itself to the level of cosmic love. All forms of love eventually lead to spiritual love. 'Asq olsun,' they say in Turkish: 'May it become love.' The Sufis cultivated a kindness and refinement in which love fermented into a fine wine. They encouraged service to humanity as an expression of the love they felt. They accepted a rigorous discipline in order to keep the fire of love burning strongly."

— Kabir Helminski, The Knowing Heart

#Kabir Helminski #The Knowing Heart: A Sufi Path of Transformation #Sufi Gnosis #Sufi Philosophy #Love #Cosmic Love #May it become Love #Asq olsun #The Art of Loving #Soul Alchemy #Soul Work #Soulmaking

8 notes · View notes

jenny-from-the-bau · 11 months

Text

Sometimes, I doubt myself and think I'm just pretending to have autism and then:

#Raads-r #Asq #autism #og

7 notes · View notes

teacupsofthoughts · 1 year

Text

low effort drawings of ocs go brrrr

Oc with ponytail: Mystery, she/her

Green dude: Chestnut, he/him

blue oc: Aella, she/her

kid with sword: Eko, they/them

#ASQ #oh and if you recognise these names #no you dont ashdjkhgdl #teacups of ink

2 notes · View notes

springatito-moved · 2 years

Text

also bc its my au and i make the rules cwilb and csap are in fact friends mostly thru tommys need for constant supervision

#wilbur is in the worlds worst predicament (having heard sapnap love ramble abt q for months and then stop soon asq starts ranting to wil)#mall au

4 notes · View notes

pmpcertifications · 3 months

Text

Mastering Excellence: A Comprehensive Guide on How to Become Six Sigma Green Belt Certified

Introduction:

In the world of quality management and process improvement, obtaining Six Sigma Green Belt certification is a significant achievement. This certification not only boosts your professional credibility, but it also provides you with the tools and methodologies needed to make a significant impact on organizational efficiency. In this blog post, we will look at the steps of how to get Six Sigma Green Belt certified professional, highlighting key points and referring to the Certified Six Sigma Green Belt Handbook Second Edition.

Understanding Six Sigma Green Belt Certification:

Before we get into the certification process, let's define Six Sigma and Green Belt certification. Six Sigma is a set of techniques and tools for process improvement that seek to reduce defects and variations in manufacturing and business processes. The Green Belt certification denotes a medium level of expertise, indicating an individual's ability to lead and implement process improvement initiatives.

How to Get Six Sigma Green Belt Certified:

1. Understand the Basics of Six Sigma: To begin the journey toward Six Sigma Green Belt certification, it is critical to have a thorough understanding of the Six Sigma methodology. Learn about key concepts such as DMAIC (Define, Measure, Analyze, Improve, Control), statistical analysis, and process improvement techniques.

2. Choose an Accredited Training Program: Enroll in a reputable Six Sigma Green Belt training course. Look for courses approved by reputable organizations such as the International Association for Six Sigma Certification (IASSC) or the American Society for Quality (ASQ). These programs usually cover the core tools, techniques, and methodologies outlined in the Certified Six Sigma Green Belt Handbook.

3. Attend Training and Complete the Coursework: Actively participate in training sessions and complete all assigned coursework. This will cover both theoretical and practical aspects of Six Sigma, allowing you to apply your knowledge in real-world scenarios.

4. Hands-On Project Work: Hands-on project experience is an important part of the Six Sigma Green Belt certification process. You will be responsible for leading a process improvement project using the DMAIC methodology, guided by a certified Six Sigma Black Belt or Master Black Belt. This hands-on experience is invaluable and ensures that you can apply Six Sigma principles in a real-world organizational setting.

5. Study the Certified Six Sigma Green Belt Handbook: The Certified Six Sigma Green Belt Handbook, Second Edition is a comprehensive resource that covers all Six Sigma concepts in depth. Use this handbook as a resource for your training and project work. It provides valuable insights, case studies, and practical tips to help you better understand and apply Six Sigma principles.

6. Prepare for the Certification Exam: Most certification programs end with a formal exam. Prepare thoroughly by using study materials, practice exams, and knowledge from the handbook. The exam will assess your understanding of Six Sigma concepts as well as your ability to apply them in a variety of scenarios.

7. Pass the Certification Exam: Passing the certification exam is the final step toward becoming a Six Sigma Green Belt certified professional. Achieving this milestone validates your ability and willingness to contribute to process improvement initiatives within your organization.

Conclusion: How to become Six Sigma Green Belt certified, you must be committed to continuous improvement and master the Six Sigma principles. By following the steps outlined, utilizing accredited training programs, and consulting the Certified Six Sigma Green Belt Handbook, you can confidently navigate the certification process and significantly contribute to the success of your organization's process improvement initiatives. With Six Sigma Green Belt certified professional, you can embrace the journey, apply what you've learned, and take your career to the next level.

#projectmanagement #SixSigma #GreenBeltCertification #ProcessImprovement #QualityManagement #DMAIC #SixSigmaMethodology #CareerDevelopment #ContinuousImprovement #CertificationGuide #ProfessionalGrowth #ProjectManagement #ASQ #IASSC

0 notes

bookmycertifications · 9 months

Text

ASQ

BookMycertifications offers ASQ Sample Papers, a crucial resource for exam preparation. These practice tests simulate the actual ASQ certification exams, providing candidates with an authentic exam experience. With BookMycertifications sample papers, aspiring quality professionals can assess their knowledge, identify areas for improvement, and boost their confidence for certification success.

#ASQ

0 notes

asqfortworth · 11 months

Text

Lean Six Sigma Training | Lean Six Sigma Green Belt Training

Message from the Chair: Summer 2022 Howdy! Summer arrived early and all indications are it will be a record setting hot summer. The Fort Worth Section is a record setter too. The Section earned the ASQ 2021 Performance Excellence Program Gold Award for the second year in a row. The Section is one of just five sections worldwide to earn this distinction this year. Many thanks to the many members who contributed to this effort. This is certainly an instance of it takes a village to make it happen. Would you like to be a part of this village effort? After our summer break, there will be a call for Nominations. Do you know a good candidate? Are you interested in participating? There is a wide variety of tasks and tasks with varying levels of required time commitment. Please consider serving. The Section will not hold Professional Development (PD) meetings or webinars in July or August. The next PD meeting will be September 1, 2022. We will be meeting at the UNT HSC until the end of the calendar year. While we will not have Professional Development meetings in July and August, the Leadership Committee (LC) will be working to set the 2023 goals, writing the 2023 Business Plan, and creating our Section’s 2023 Budget. If you have questions or ideas for the Section, please contact me or a Leadership Committee member to discuss. There is more information on these our upcoming acticities in our monthly newsletters; on our Section website, www.asqfortworth.org; and at the ASQ National website, www.asq.org Have a great summer. I’m looking forward to seeing all of you soon. Be safe. Be healthy. Roxanne L. Pillar, PE, CMQ/OE ASQ Fort Worth 1416, Section Chair Roxanne L. Pillar, PE, CMQ/OE, Section Chair

Get More Info : Lean Six Sigma Training | Lean Six Sigma Green Belt Training

#Lean Six Sigma Green Belt Training #American Society For Quality #ASQ Certification Cost #ASQ Certification Preparation Classes #American Society For Quality 2023

0 notes

midwestlascl · 2 years

Text

Asq cssbb salary

#ASQ CSSBB SALARY PDF#

That means knowing the majority of CSSBB content is required because they test randomly on the many subjects available. Click this link to view your nearest location and dates. What is the CSSBB focused on The CSSBB or as it’s also known, the Certified Six Sigma Black Belt, like all tests, there is a bit of freedom on ASQs part to exam an array of subjects. Examinations are conducted Six times a year, every alternate month starting January 2017.Ĭertified Six Sigma Black Belt Excellence exams are conducted at international locations. The examination scheduling instructions in your eligibility letter will direct you to a section of Prometric’s website, where you can select and schedule your examination date and location. 150 questions are scored and 15 are unscored.ĪSQ certification examinations are delivered by ASQ’s testing partner, Prometric. The CSSBB VCE (Test Engine simulator) gives you a better and more flexible way to prepare for your CSSBB exam certification.

#ASQ CSSBB SALARY PDF#

The exam package includes a PDF version of the CSSBB exam with 227 actual questions and answers, an Interactive Test Engine Software (CSSBB VCE) and an Interactive App. The Six Sigma Black Belt examination is a four-and-a-half-hour, 165-question exam, and is offered in English only. CSSBB Braindumps - Twofold Preparatton System. Register with the American Society for Quality to get started.Īpply for ASQ Membership and complete the CSSBB Exam application online form.ĪSQ will review all your documents and notify you of the further steps.Įach certification candidate is required to pass a written examination that consists of multiple-choice questions that measure comprehension of the Body of Knowledge. 3FOLD will provide complete guidance in applying for ASQ Membership, Examination, and Re-certification.

#Asq cssbb salary

0 notes

mertiphsetraininginfo · 2 years

Text

CQE Certification vs Six Sigma Black Belt?|CMQ/OE Training Program|Saudi Arabia

Meritphase) The CQE is definitely not as well known as most Six Sigma certifications, at least in many of the developing economies. However, intelligent hiring managers should see it for what it is, and will realize it is actually a really valuable certification. The certification is more focused than the Six Sigma certifications, for one. There are compelling reasons for someone who wants a career in quality to consider it. The Six Sigma certifications in many places are seen as project and change management credentials.

To talk specifically about manufacturing industries, it is more common to see a use for quality tools in regular quality decision making, than more advanced methods as are to be found in 6 Sigma. Many Black Belt trained manufacturing engineers have to understand a wide range of problem solving concepts and approaches and this does not necessarily apply to quality engineering, which is a bit more focused. Further, since a Black Belt role is for project leaders and managers, there is a chance that a quality engineer may be a contributor to such projects, than a stakeholder or manager.

As someone who holds the CMQ-OE credential, I think ASQ CQE and CMQ are good certifications to have on your resume, especially as ASQ carries weight internationally across manufacturing and other industries. However, recruiters are less well informed about the benefits of these certifications, and better accustomed to hiring Black Belts or Green Belts.

Many institutes give training for the Lean Six Sigma Green Belt and one of them is Meritphase.com

Meritphase Training Provider

Meritphase is one of the fastest growing training facilitator in the world. Currently we cover Africa and Middle East, and trying to serve trainees from North America, Europe and Asia. Spread over 20 Countries and 35 locations, Meritphase has become first choice of trainees who is looking to make career in Financial Modeling, Digital Marketing, VAT, Six Sigma, and Business Analytics.

We do offer these courses in form of classroom learning, online training, and live webinars. All these courses are curated with the help of known academician, and leaders from the respective industry. Our courses are the perfect blend of theoretical and practical knowledge that makes a trainee perfect for professional works.

You won’t regret choosing this certification course. Many of my friends were very satisfied with the end and even got high paid jobs. The course is very good and effective. The concepts are explained with simple and real life examples by the faculty.

Hope this has helped you!

Visit Us: www.meritphase.com

#CMQ/OE #meritphase #sixsigmagreenbelt #six sigma black belt #saudi arabia #training program #jeddah #dammam #oman #asq exam #ASQ Exam Prep #digital marketing

0 notes

askarsjustsoswedish · 1 year

Text

Alexander Skarsgård: We have a son who is eight months old now.

Via Aftonbladet.se https://www.aftonbladet.se/nojesbladet/a/l3rwme/alexander-skarsgard-om-sonen-med-tuva-novotny-och-infinity-pool dd 24 March ‘23, by Jan-Olov Andersson [Google translate]

The Swedish star about the new father's life ● Daring film ● The fake penis

The new movie "Infinity pool" is full of sex and violence scenes.

Privately, Alexander Skarsgård, 46, is busy being a new father.

- It feels good. But it's clear it's a bit unusual, he says.

The Swedish star is doubly current right now.

On Monday, the fourth and final season of the television series "Succession" premieres on HBO Max. Alexander Skarsgård was in some episodes of the last season. Now he is involved significantly more when the Roy family is about to sell their media empire Waystar Royco to the tech billionaire played by Alexander.

- The Lukas Mattson character hangs around and pokes fun at their company. It has been absolutely fantastic to be a part of. To get such a well-written script and to work with so many fantastic actors, he says.

Alexander Skarsgård in "Succession". Photo: Graeme Hunter/HBO

"I laughed loudly"

Already today is the cinema premiere for "Infinity pool", a kind of horror thriller directed by B randon Cronenberg, son of David Cronenberg who has made many well-known films in the genre.

- This was a damn crazy movie, was the first thing I thought when I read the script. It's rare that something is so unique, hysterical and crazy in tone. I laughed out loud many times reading that.

Mia Goth and Alexander Skarsgård in "Infinity pool". Press photo. Photo: UIP

"Infinity pool" is about the writer James Foster who is on vacation with his wife ( Cleopatra Coleman ) on La Tolqa, a paradise island in a fictional dictatorship (in real life Croatia). Another couple, Gabi and Alban ( Mia Goth, Jalil Lespert ), become their new friends and take them on an excursion, where everything goes wrong…

- The writer I play is a wounded bird when we first meet him. A failed writer, his self-confidence is at rock bottom, he questions a lot in life; himself, his talent, his relationship. So he's pretty easy prey for Gabi, all it takes is a little compliment to boost his ego.

Mia Goth and Alexander Skarsgård. Photo: Soeren Stache / AP

Fake penis

Small compliment, yes... the movie's most talked about scene is when she unexpectedly starts masturbating him until it works for him. Everything depicted in close-up.

- The film is satirical, violent and sexy. It's a graphic film in many ways, you could say. I won't go into details, but the scene shows that she is the one holding the leash. That he is at a disadvantage and both scared and attracted and excited. An interesting scene to make…

Alexander Skarsgard. Photo: Pontus Lundahl/TT

In a foreign interview, Alexander has told us that it is a fake penis we see in the picture.

The film is also about certain people being cloned and in one scene a naked Alexander on a dog leash (!) fights with himself.

- I love that scene. Fighting another version of myself and then going into some kind of primal stage and nursing Mia Goth's breasts as she becomes some kind of mother figure to him… I like to dive in headfirst and let go of all inhibitions.

Alexander Skarsgård at the "Succession" premiere. Photo: Charles Sykes/AP

Fatherhood: "Quite unusual"

The last time Alexander and I were spoken to in a Zoom interview, I asked about his relationship with Tuva Novotny . He didn't want to talk about that. It belonged to private life.

But it is no secret that they have had a child together and now I ask how it is to be a new father.

- It feels good. We have a son who is eight months old now. It's going well, although it's quite unusual.

Tuva Novotny. Photo: Anders Wiklund/TT

#alexander skarsgård #alexander skarsgard #tuva novotny #ajss13 #succession 4 pr #infinity pool '23 #fatherhood #aftonbladet.se #24 mar '23 #succession #infinity pool #scn4pr #asq #i'm very happy for them #and glad alex is able to open up a little on their new baby #and that's more than enough for me #long post #google translate #iplpr

44 notes · View notes

moyalucom · 2 years

Text

Zambia, a Confirmed Zealot

During my time managing safari camps in Botswana in the 1980s, I never did get the opportunity to go further north and into Zambia. So with great enthusiasm I left an overheated UK in July bound for the Luangwa Valley. A fan of simple bushcamps, this educational trip had almost been tailor made. It included time with the Bush Camp Company, Robin Pope Safaris, a stay at Shiwa N’gandu and Kutandala…

View On WordPress

#zambia a #zambia a airplanes #zambia a john #zambia amc #zambia anonimage #zambia as #zambia asq #zambia ave

0 notes

tower-of-hana · 5 months

Text

mfs online will say these are symptoms of autism and just list traits that I have, they should be more inclusive of people with ADHD smh

the raads-r will say "I am an autism test" and just list my whole personality and life story, they should be more inclusive of people with ADHD smh

the asq test will say "I am also an autism test" and then give me the exact same score as the average female autistic person, they should be more inclusive of people with ADHD smh

Guys help, we need to beat these evil bigots (also how do they know so much about me?)

#autism #adhd #neurodivergent #shitpost

31 notes · View notes

usafphantom2 · 1 year

Text

MAY 8, 2022

Life and death in the ‘Delta Queen’: My time on the B-58 Hustler supersonic bomber

B-58 (modified).jpg

Fast, accurate and survivable, the Convair B-58 Hustler was a sexy Cold War totem. Its glamour belied the grimness of its intended role as a strategic nuclear bomber, a task it thankfully never performed. As we find out from Colonel George Holt Jr – a Navigator/Bombardier on this Mach 2 monster – the Hustler was a brilliantly engineered and utterly potent aircraft retired in its prime. Holt was part of the B-58–equipped 305th Bomb Wing at Bunker Hill AFB (now Grissom AFB) close to Peru, Indiana from 1960 to 1969.

What was the best thing about the Hustler?

It had a very high probability for penetrating enemy defenses and accurately delivering its weapons on assigned targets.

..and the worst?

My brother, Tech Sergeant John Holt was assigned to B-58 maintenance from 1963 to 1968. He noted that the B-58 experienced excessive downtime after a mission, as discrepancies had to be cleared before the next flight. Before any maintenance could begin on the aircraft, a ground air conditioning unit had to be hooked up and cooling air had to be supplied to the aircraft before he could turn the power switch on. Unlike most bombers, the Hustler was a very tight aircraft and panels had to be removed before most maintenance could begin.

Then there were the ‘Hangar Queens’ those few aircraft that had numerous repeatable maintenance problems that no one could figure out. Quite often, those problems were associated with the Bomb/Nav system. Lt. Colonel Tom Hatch remembers one flight where the Bomb/Nav system started to overheat and the air conditioning was switched to ‘reverse flow’— a condition that forced cooling air into the electronic equipment before entering the crew station area. On one mission, the heat was so unbearable that he had to strip down to his bare chest. However, incidents like this were the exception rather than the norm and in May 1968 the entire fleet of B-58s started receiving an improved version of the AN/ASQ-42 Bomb/Nav system, along with new technical data and spare parts. In my three years of flying in the B-58, I never experienced a ‘reverse flow’ condition.

Some maintenance personnel said they “hated working on this airplane” but in almost the same breath, they would say, “they wouldn’t trade it for the world.” Like the aircrews, the B-58 maintenance folks were an elite group and proud to have worked on the Hustler. They were the best, and the best way to measure their performance is to note that B-58s, on a daily basis, were able to meet their SIOP (war plan) commitment of having 32 alert-ready aircraft, refuelled with weapons loaded and ready to go to war at a moment’s notice.

What was its Cold War tasking?

It was in the bomber component of the United States nuclear triad consisting of land-launched nuclear missiles, nuclear-missile-armed submarines, and strategic aircraft with nuclear bombs and missiles. Each B-58 alert crew stood ready to launch within minutes of a confirmed attack on the U.S. to deliver five weapons on assigned military targets in enemy territory.

What were you first impressions of the B-58?

In the Spring of 1966, my Wing Commander of the 509th Bomb Wing at Pease AFB, New Hampshire asked if I’d like to be reassigned to B-58s. For six years I’d flown as a navigator/bombardier in the B-47, but all B-47s were being retired so it was an honour to have been selected, because the Convair B-58 Hustler was the most sophisticated and technologically advanced aircraft of its day and back then you could not just volunteer for B-58s you had to be selected and recommended by your wing commander.

I was fortunate to be paired up with Major Al Dugard, an outstanding pilot who had been with the 509th for many years. Al successfully passed his F-102 transition training while I was at Mather AFB, CA for B-58 Nav training. Al and our Defensive Systems Operator (DSO), Major Bob McCormack then went to Bunker Hill AFB, Indiana, for flight training in the TB-58.

When I arrived at Bunker Hill (later renamed Grissom AFB) I was quite amazed at my first sight of a B-58. This baby looked fantastic. It was much bigger than I had imagined and you could tell it was built for speed with those four brute-force J-79 engines strung beneath its delta wing. With a sharply tapered needle-nose, it looked ready to break the sound barrier while still on the ground. This racehorse was itching to get out of the stable and run with the wind. I found it hard to believe that I’d be riding this beast in that second cockpit.

Al and Bob had already logged a number of hours in the plane with an instructor pilot, but my first flight meant going up with Al on his first solo ride. It would be a normal mission – high altitude navigation, inflight refuelling with a KC-135 tanker and high and low altitude nav runs with simulated bomb drops being scored by radar bomb scoring sites.

This site is facing a funding shortage and may pause or shut down in June, please consider donating. Our site is absolutely free and we want to keep it that way. If you’ve enjoyed an article you can donate here. Your donations keep this going.

I had some hesitation as we headed out to the aircraft. Something didn’t feel right. I had my helmet and oxygen mask and my Nav kit – but something was missing. My shoulders felt light. Then I realised I didn’t have a parachute. After ten years of flying in tactical and strategic bombers wearing a fairly heavy parachute for hours on end, I suddenly realised those days were over – no parachute required in the Hustler. The escape capsule had its own installed parachute, so this would be shirt-sleeve flying.

The B-58 was also the only bomber aircraft I know of that had a single pilot with two navigators on board – the DSO was a rated navigator. The crew sat in tandem, one behind the other in three isolated cockpits – no standing room available.

I’ll always remember the take-off and climb-out of my first mission. We were sitting on the runway with four engines in full afterburner. Then at brake release I felt pushed back in my seat as we made a rapid roll to lift off and then a climb at 425 knots until we reached altitude. Of course, after takeoff we had to throttle back out of afterburner to prevent this racehorse from running wild.

Its four J79 engines produced 62,400 pounds of thrust, so the B-58 with an empty weight of only 55,650 pounds had an outstanding thrust-to-weight ratio.

People often asked, “Did you become claustrophobic sitting in such a confined space for hours on end?” My reply was always, ”No. I was just too darned busy during the mission to have any time to think about being claustrophobic.”

Describe the B-58 in three words?

Fast, Accurate and Survivable. Let me explain:

Fast: The B-58 was fast and had a range of airspeeds. At its maximum speed of Mach 2.2 (1,452 mph) it was 2½ times faster than the muzzle velocity of a .45 caliber bullet. Although it was a strategic bomber it could outmaneuver, outturn, and out-climb most fighter aircraft of its day. But it was also fast while flying at low level. On the deck we would skirt the treetops just below the speed of sound. This amazing bomber captured numerous international speed records winning five aeronautical trophies: The Thompson, Bleriot, Mackay, Bendix and Harmon trophies. The B-58 Hustler also set 14 world speed records in international competition; and in 1962, a Hustler carried a payload of 11,000 lbs. to an altitude of 85,360 feet.

Accurate: It was unbeatable in navigational and bombing accuracy. Its Doppler, Stellar, and Inertial navigation system was quite unique for its day. Before it was fully combat-ready, a B-58 crew, competing against more experienced B-47 and B-52 crews, did the unthinkable. It took first place for bombing accuracy at the 1960, Strategic Air Command, Bombing Competition. I would often fly “radar silent” going from standby to radar-on just for the few seconds required to position my crosshairs on navigation checkpoints, however the Bomb/Nav system of the Hustler was so accurate that quite often the crosshairs would be laying directly on the checkpoint when radar was turned on.

Survivable: In the 1960s, improvements in Soviet surface to air missiles (SAMs) forced the B-58 from a high-altitude supersonic penetration of enemy airspace to a low-level penetration and a high subsonic speed run to its targets, just below Mach-1. The Hustler adapted to this new profile exceptionally well. The B-52 was also forced to go in at low-level but it had a huge radar image and its lower speed held no comparison to the B-58 whose radar image was virtually undetectable. Flying low and fast it was hard for radar sites to pick us up amongst the radar ground clutter and its ability to fly ‘silent’ with no electromagnetic emissions made it virtually undetectable in enemy territory. I can attest to how the B-58 was like a stealth bomber on low-level bomb runs. Quite often when we approached a Nike bomb scoring site, we were asked to pop up so they could obtain a radar lock-on.

What is a particularly dangerous aircraft?

I would describe a dangerous aircraft as one where you risked life or limb at a much higher probability compared to other aircraft. I flew for six years in the B-47 six-engine jet bomber and never felt comfortable on take-off and landings because I knew if I had to eject at that low altitude, in my navigator’s downward ejection seat, my chance of survival was close to zero.

Tell us about the escape pod.

It was quite a relief to find out that the Hustler, not only had upward ejection seats for all three crew members, but we would also have our own escape capsule. This capsule was amazing. The pilot’s capsule is shown in the closed position. His capsule included the flight control stick allowing him to control the aircraft while encapsulated up to the point of ejection. The B-58 was the first Air Force aircraft to have a capsule ejection system to allow safe ejection at supersonic speed. And it worked at any airspeed from 100 knots to above Mach 2 and from ground level to 70,000 feet. This capsule would get you out of the aircraft safely. It had an independent pressurisation and oxygen supply system, shock absorbers to ease the impact on touchdown, and it even floated on water.

Do you think it was more survivable than the B-52?

It was much more survivable than the B-52 for a number of reasons. If we had to go to war, it could take off much faster than the B-52. At low level, it could penetrate enemy defenses at a much higher speed and coped much better in heavy turbulence. Most of all it was much harder to detect on enemy radars.

The Studies and Analysis Directorate at the Pentagon ran computer simulations comparing the B-58 with the B-52. They concluded that the B-58’s speed advantage and its very low radar signature gave the Hustler a higher probability of evading detection by enemy radars. This held true even when the B-58 was programmed to fly at a higher altitude than the B-52 during low-level penetration to the target. In comparing radar signature differences, I remember one of the evaluators saying, “The difference between the B-58 and the B-52 was like comparing a postage stamp to a barn door.”

Here’s how my former B-58 pilot compared the two aircraft when I asked him which was more survivable. “I have over 3500 hours in the B-47, close to 1,000 hours in the B-52, with 350 in combat missions in Vietnam, including flights over Hanoi and Haiphong. As a weapons machine for use in both peacetime deterrence and war conditions, the B-58 was exceptional.”

He went on to say, “Having flown the B-52 into a highly defended enemy target complex, it is apparent to me that the B-52 was highly vulnerable to enemy defenses. Having survived the onslaught of surface to air missiles (SAMs) due only to electronic countermeasures and seeing missiles fired even before our initial turn to target, I am convinced that the B-52 for all its great capability was a large detectable target, easily identified and vulnerable to the SAM complexes. The B-52 at low-level had this same huge radar image and due to its lower speed held no comparison to the B-58 whose low-level speed was much greater and the B-58’s radar image was virtually undetectable.”

You may also enjoy interviews with pilots of the following aircraft: F-104, F-106, F-4, SR-71 and B-57,

Why was it retired, and was it too early?

By 1967, all major improvement modifications had been completed on the B-58 and like its big brother the B-52, it could have remained in the inventory for many more years. Congress, the Joint Chiefs of Staff, and even the Office of the Secretary of Defense, despite initial misgivings about the Hustler, came to realize its value as a strategic bomber and by January 1969, it had been given a new lease on life. It was certainly a weapon system feared by the Soviets. But because of an indisputable blunder by Strategic Air Command, during a time when they were under pressure to cut costs, they decided to trade off all of the B-58s in hopes of retaining some older model B-52s. They got their trade off from the Office of the Secretary of Defense. Then, within months, they were also forced to phase out those older model B-52s they had hoped to keep.

What was special about the B-58?

It was an airplane you could fall in love with. It was a pleasure to fly. Among all the pilots I’ve known in my three years of flying in the B-58, none thought the B-58 was hard to fly. In fact, they thought it was the smoothest airplane they ever flew. Especially those who had flown fixed-wing B-47s and B-52s. Its delta wing gave the Hustler a smoother and more stable ride than other aircraft. Responsiveness to controls was instantaneous and you didn’t wait for a wing to respond to control movement. Formation flight i.e., Air Refueling was much easier due to the stable platform.”

Your most memorable mission?

I actually had two very memorable missions. I had mentioned earlier that the B-58 had a range of airspeeds. The following illustrates how slow and how fast the Hustler could fly.

There’s no doubt that the B-58 had an amazing high-speed capability. Now, let’s take a look at the Hustler’s slow speed ‘floating leaf’ capability.

I had my share of ‘shacks’ i.e., putting a bomb directly on target with zero error, and never had a bad bomb score in my three years of navigating and bombing in the B-58. But came close when I was running high altitude simulated bomb drops on a Nike site one evening over Chicago. We were in a racetrack pattern and getting excellent scores from the Nike radar bomb scoring unit. However, we were flying in one humongous jet stream, well over 200 mph. Our inbound run to the target was very slow and our outbound on the racetrack was like a ‘Bat out of Hell’ with that ferocious tailwind kicking us in the rear.

Nike sites scored bomb runs by acquiring the inbound aircraft on radar. The aircraft’s track was drawn in ink on a large horizontal whiteboard. The track was based on the aircraft’s ground speed and true course. Ten seconds before bomb release, I would transmit a constant tone. At simulated bomb release the tone stops and the pen on the plotting board lifts up. At that point, the Nike site operators would extend the track based on the time of fall for the bomb type and the best-known wind data. Altogether, this determined how close the bomb came to the target.

Well, on this particular evening, I was getting somewhat bored on my fourth inbound to the target. We were fighting that tremendous headwind and it seemed like it was taking forever to get to the target. So I decided to try something different. I computed an indicated airspeed (IAS) for Al Dugard, my pilot, to fly that would make our true airspeed equivalent to the speed of the jet stream. If Al could hit that speed, then our groundspeed would be zero. We had just flown a seven-hour mission and the Hustler was real light with just enough fuel, plus some reserve, to get us back to Bunker Hill, 15 minutes away. Al was not sure, he could hold such a low airspeed for too long, but he was willing to try.

He started throttling back on the engines, careful to keep the Hustler above the stall speed and I kept my eye on the groundspeed indicator. Son of a gun, we were approaching zero groundspeed.

Al said, “George, I can keep this airspeed and angle of attack, but I’m beginning to lose some altitude to maintain it.”

“OK, Al, we just hit zero groundspeed. Hold it a bit longer and then we can accelerate to keep the bomb run going.”

Then we started getting panic calls from the Nike site because the pen plotting our track, inbound to the target, had stopped its forward motion. That meant only one thing to the Nike bomb plot people on the ground—we must have either blown up in the air or crashed to the ground.

“Delta 23 this is Nike bomb plot. Do you have an emergency? Come in Delta 23.”

Al came over the interphone, “George, I’ll respond to Nike so they don’t get too panicky and declare an emergency on us.”

“Nike bomb plot. This is Delta 23. Sorry for the delay. We just stopped for a while to open and eat our flight lunches. We’re now continuing into the target.”

“Roger 23” – a long silence and then, “Your pen plot has started to move again.”

They probably could not believe what just happened and never asked for an explanation. I was just lucky they did not retaliate by giving me a bad bomb score.

Now let’s take a look at how fast this beautiful lady could fly. Here’s a mission I was on in March 1967, out of Fort Worth, Texas:

B-58 Taxi (AFMUS).jpg

“Foxtrot one five, this is Carswell Tower, you’re cleared for takeoff. Center has cleared an unrestricted climb to 24,000 feet.”

“Roger, tower.”

“OK, Crew, we’re ready to roll. Advancing power to 100%, engines stabilized, kicking in AB, and releasing brakes.”

I felt the afterburners kick in and said, “Al, I’ve started my stop watch, let me know when you level off at 24,000 feet.”

“Roger that. S1, passing the 1,000-foot marker. S2, rotation, lift off, climbing.”

“Al, my altimeter is spinning like crazy back here.”

“Mine, too. We’re approaching 15,000 feet and I can see the end of the runway below us.”

“Ft Worth Center, this is Foxtrot one five, passing through 15,000 feet.”

Center didn’t believe us. “Foxtrot 15, say again altitude?”

“Flight Level 19 Zero, and now leveling off at 24 Zero.”

“Al, you won’t believe this but my stopwatch reads 48 seconds and that was from brake release.”

“I believe it, George. It’s the lightest fuel load we’ve ever had. That climb was like sitting on the head of a rocket. I couldn’t level off quick enough and finally hit the top of the parabola at 26 thousand feet and dove back down to the assigned altitude of 24. That was a blast. What’s our heading to The General Dynamics rehab base at James Connolly?”

“Pick up a heading of one seven four degrees.”

I was the Navigator/Bombardier in that one-minute conversation with our pilot, Major Al Dugard, as we departed Carswell Air Force Base, enroute to James Connolly Air Force Base. Our Defensive Systems Operator, Major ‘Mac’ MacDonald was also on board.

Our mission was to ferry a B-58 “Hustler” to James Connolly for a modification on the wing root and other mods to extend the life of the B-58 well into the 1970s. While at James Connolly, we picked up an aircraft that had already been modified and flew it back home to Bunker Hill Air Force Base, Indiana.

The Hush-Kit Book of Warplanes is incredible, come and check out its reviews here.

Engaging, beautifully illustrated and fascinating, The Hush-Kit Book of Warplanes.

Was Mach 2 possible, did you reach it?

Mach 2 was more than possible. The thrust of the four J79 engines could push the B-58 well beyond Mach 2. The limiting factor was aircraft skin temperature. When a B-58 crew set a transcontinental speed record in 1962 they monitored the skin temperature gauges to ensure they did not exceed 125 degrees centigrade (125°C = 257°F.)

I’ve often been asked, “What was it like when the B-58 went supersonic?” Unlike the loud boom, someone on the ground would hear, my first experience passing through the sound barrier was remarkably quiet. Unless you were looking at your instruments, you would never know you had gone supersonic. There was not even a small shudder within the aircraft—nothing, except a fluctuation on the altimeter. The reading would drop around 500 feet and then bounce back to the proper altitude. The B-58 was capable of delivering bombs at Mach 2 but it could be tricky. Travelling at 23 miles per minute. You had to acquire the target as early as possible and once your crosshairs were locked on target any further movement of the crosshairs could result in very steep bank angles as the aircraft turned to reacquire the target.

How fast and smooth was the ride at low levels?

youtube

The B-58 was very fast and very smooth and quite stable even when flying in low level turbulence. When other larger bombers on a low level route aborted their mission due to heavy turbulence, we would come in behind them and successfully complete the mission experiencing only light to moderate turbulence. That’s the advantage of a delta wing design. The B-58’s wingspan was short, solid and stable, unlike aircraft with large wingspans where turbulence can induce oscillating forces on the wings. It was much faster than the B-52 at low level.

Hush-Kit podcast here

How good were the weapons and sensors?

All bombs were dropped with a drogue retarded parachute to allow safe escape from the bomb blast. The Defensive Systems Operator (DSO) controlled a powerful electronic counter-measures (ECM) system to blind enemy radars, including an active jammer and a chaff dispenser. The defensive armament of the B-58 had a six-barrel, 20-mm rotary cannon (Gatling gun) with a maximum firing rate of 4000 rounds per minute. The radar for the tail gun was located in a bullet fairing above the tail cone. The gun was aimed remotely by the fire control system in the tail, but there was a radar (automatic) fire control panel and a manual fire control panel located at the DSO’s station. The firing zone was any target within a 60-degree cone. The defensive ECM system gave early warning of enemy radar systems to deceive, confuse, or jam them. The system also had radar track-breaking equipment, that generated deceptive radar jamming signals. When radar tracking signals, locked on us, the track breaker generated and transmitted deceptive angle and range information back to the hostile radar tracking system. A chaff dispensing system was also installed in each upper main gear fairing, with chaff being ejected through mechanically actuated slots in the tops of each wing fairing.

What should I have asked you? How about: Have you published any books about the B-58?

I have published a couple of books about the B-58. My best seller is “The B-58 Blunder – How the U.S. Abandoned its Best Strategic Bomber.” It details much more of what has been presented here and is available on Amazon where it has sold over 6,000 copies and received over 260 reviews. In it I describe how the B-58 came to a premature death, largely because of infighting among military and civilian leaders, who failed to understand the value and full capabilities of this fantastic airplane. It was a technological marvel, years ahead of its time and it should never have been sent to the boneyard.