Scudrunners

So you may have seen the Tom Hanks movie based on this non fiction book and yes its pretty good. I downloaded the audio book and as per SOP the book is amazing with much more details about all the players and especially about the U2 spy plane.


One of the details it covers quiet well is crash records of the aircraft prior to Francis Garry Powers being shot down. One in particular I took note of was an incident involving RCAF F-86 Sabre's. Basic just of it, they where prone to flame out as well as very touchy handling characteristics among other short comings. This incident I thought he said was in Europe but could have been here in Canada. A U2 flamed out and descended, a group of 4 RCAF F-86 Sabre's scrambled to intercept this unidentified aircraft. The U2 never acknowledged there radio communications, and no markings obviously where on the plane. They armed their Cannons and could have easily blown it out of the sky but they choose to escort it as they didn't think it was a threat.


The aircraft broke up from the wake turbulence from the escorting RCAF Sabres and the pilot was killed. Obviously this was all covered up as it was still very classified at the time.


I have been googling around for a bit trying to find more info about this out of curiosity and of course the Canadian angle of the story. And could not come up with anything more.


Anyone heard of this incident?






One I did come across was this  U2 Lands on Frozen lake in Saskatchewan
[url=http://www.aircraftresourcecenter.com/S ... ry0013.htm]http://www.aircraftresourcecenter.com/S ... ry0013.htm[/url]

I have my doubts as to the veracity of the claim.  I doubt that any escorting jet back then could "escort" it due to the speed differential; there would be trouble finding it unless it squawked "emergency" (flamed out = no power), and if the Sabres managed to hang in with the U2, they'd fly off to the side, not in front. 

I was 3.5 years in Europe and never heard a whisper about the incident. 

However, I was pretty low on the feeding chain...  (;>0)

The U-2 is really just a powered glider.  To
be specific, it's an F-104 fuselage with glider
wings.

In cruise I think it [i]indicates [/i]around 100 knots?
Something ridiculous like that.

[quote author=Colonel Sanders link=topic=6767.msg18376#msg18376 date=1501041833]
In cruise I think it indicates around 100 knots?
[/quote]
Yeah but at 70,000 feet that's a TAS of nearly 500 knots.

Found more finally on this, that took some internet sloothing. The pilots name was Howard Carey.


[url=http://www.c-and-e-museum.org/Pinetreel ... rm9jb.html]http://www.c-and-e-museum.org/Pinetreel ... rm9jb.html[/url]


[quote][color=rgb(0, 0, 255)][font=times new roman]Metz, FranceU-2 Crash of 17 September 1956 – Assorted Sources[/font][/color]
U-2 Crash of 17 September 1956[size=medium][font=arial]Very little detail is currently available. It appears that there was a crash involving one of the U-2 aircraft from Detachment A about three months after the Detachment was deployed to Wiesbaden, West Germany. We can provide the following information:

[/font][/size]
[hr]

[b]Communication with Chris Pocock - 27 April 2005[/b]
With reference to the Howard Carey crash in particular - that affair was never explained. Here's what I say about it in my next book:
Disintegration
The disintegration of Howard Carey's aircraft when climbing out over Germany on 17 September 1956 may have been caused by the jet wash from the formation of four Canadian F-86 fighters that were flying close by. The U-2 was not stressed to fly through severe turbulence. According to the recall of CIA Project Director Richard Bissell, Kelly Johnson determined that the cause was overpressure in the wing tanks during a very steep climb. The solution was to install a simple relief valve. One of Carey's fellow pilots theorised that the accident was caused by an uncommanded extension of the flaps. - eg three very different versions.
[hr]
[b]Communication with Robert Ray of the DragonLady Association - 15 September 2003[/b]
The only information we have regarding this is, he was buzzed by two Canadian F-86s that were on NATO air defense alert. The U-2 being unknown to everyone at this time probably drew their interest. However, those of us in aviation question this, as an F-86 does not produce enough wake turbulence to cause an aircraft to break up. We have not been able to find any evidence to determine the real cause for Carey's death. Off hand we are not sure who would know the real reason since he was flying for the CIA.
[b]Communication with Robert Ray of the DragonLady Association - 16 September 2003[/b]
Ren - Just got off the telephone with Marty Knutson (CIA U-2 pilot) about some pilot issues where we discussed Howard's accident. Marty said at that time they were having problems with the flaps coming out of gust up going to passed faired (normal) position to what we call "uncommanded flap extension" around 50,000+ feet. This was due to moisture getting the wiring sensors and closing the circuits as the moisture froze. Several deuces were lost for this reason. What Marty said is unofficial but probably closer to the mark than the stated cause about RCAF F-86s sonic boom breaking the airframe apart. Marty doesn't believe the official story either.
[hr]
[b]Assorted detail provided by RCAF pilots - [url=http://www.c-and-e-museum.org/Pinetreel ... 9l-1b.html]The U-2 Incident of 17 September 1956[/url][/b]

[hr]

[b]Extract from "Toward the Unknown" by Chris Pocock. ISBN: 0-7643-1113-1 published in 2000 page 61:[/b]
Like all ther accidents which befell the CIA U-2s, the findings of the investigation have not been declassified. It is known that two Canadian F-86 interceptors were flying in the vicinity. Carey might have been trying to avoid them and lost control, it was surmised. According to Bissell, book p108, Kelly Johnson determined that the cause of this accident was overpressure in the wing tanks as the aircraft approached operating altitude after a very steep climb. This led to structural failure of the wing. The solution was to install a simple relief valve. However, members of the original U-2 flight test team insisted to this author that the overpressure problem was identified and solved a year earlier during the very first flight tests. The Lockheed U-2A flight test report (SP-109) shows that to correct an unacceptably low rate of fuel transfer from the wings to the sump tank, the original system of unpressurized tanks relying on a gravity feel system was replaced by pressurization to 1.5psi by engine compression bleed air. However, a Service Bulletin dated November 1958 did make changes in the fuel system "to prevent excessive pressure in the wing tanks". An alternative explanation for Carey's crash was offered by fellow pilot Marty Knutson (interview). This is that there was an uncommanded wing flap extension, which led quickly to loss of control.

[hr]

[b]Extract from "The CIA and the U-2 Program, 1954-1974" by Gregory W Pedlow and Donald E Welzenbach, 1998, page 80[/b]
On 17 September 1956, article 346 lost part of its right wing while on its takeoff ascent from Lindsey Air Force Base in Wiesbaden, Germany. The aircraft disintegrated in mid-air, killing pilot Howard Carey.

[hr]

[b]Extract from "Operation Overflight" by Francis Gary Powers. SBN: 03-083045-1 published in May 1970 page 49-50:[/b]
In September, 1956, Howard Carey, a contract pilot I had known at Watertown, was killed in a U-2 crash in Germany. There was some confusion as to what actually happened, initial speculation ranging all the way to sabotage. It was later determined, however, that while in flight Carey had been buzzed by two curious Canadian Air Force interceptors. Caught in their wake turbulance as they passed him, his U-2 had apparently simply disintegrated.[/quote]




some more info:
[url=https://aviation-safety.net/wikibase/wiki.php?id=56205]https://aviation-safety.net/wikibase/wiki.php?id=56205[/url]