We sometimes flew air intercept missions where we would fly out over the Pacific Ocean or into Canada, and then try to penetrate the United States to test the US Air Defense capability.

              F-106      F-15   
Such exercises gave the fighter interceptors a chance to practice - of course we couldn't use all our defenses (physical and electronic), and we did come in at high altitude.  After numerous intercepts, the fighters would do an ID maneuver and pull up on our wing.  (The B-52s tail guns had a greater range than the fighters, and occasionally our gunner would get a "kill" prior to the fighter - with the assistance of some interesting flight maneuvering by we pilots.)

Most missions included low-level flight and simulated bomb runs  on designated bomb run routes.  Over most terrain the minimum altitude was 200 feet above the ground, while in mountainous terrain it was 400 feet (later raised to 500 feet).  Of course we would climb higher over populated areas, but I have sometimes looked up at campers and hikers on some mountain area bomb runs.
                              
Flying "high" over a prairie town.  Pilots' visual navigation and timing with a stop watch backed up the navigators' electronic and radar navigation.   For terrain clearance we also used the EVS and terrain trace shown below.

                   

During one low level flight, we got engine fire warnings on the two left outboard engines and shut them down.  (Fire damage was later confirmed on landing.)  We climbed out and proceeded on the two hour flight home.  After an hour, we began getting smoke in the cockpit through the air-conditioning system.  Procedures called for shutting down the left inboard two engines, but because we only had some high temperature indications on those engines, and after conferring with the SAC command post, I put them at idle since the outboard engines were already shut down.  (Upon landing it was determined we had no thrust from these inboard two engines, and that a very hot fire had burned a softball size hole from top to bottom in one of the inboard engines and completely "shelled" - destroyed - both engines.)  SAC authorized a controlled bailout, but I felt I could bring the aircraft back and land safely. Each crew member was given the opportunity to bailout, but all thought I could get us in and decided to stay with the aircraft.  Several aircraft systems had been lost and many alternate systems had to be used.  After completing all of our emergency procedures and checklists, I accomplished a successful landing with all four engines out on the left side of the aircraft.  This was by far the most serious emergency I have experienced in my all of my flying.

Air refueling in the B-52 is the most difficult, challenging, and yet satisfying flying one can do. 

                          
There is nothing comparable to flying a big slow responding aircraft like the B-52 at up to 280 knots while maintaining contact with the KC-135 in an invisible box approximately 12' x 6' x 3' for over one hour and while taking on a fuel transfer of over 120,000 pounds of fuel.  To add additional complications, throw in no autopilot, many turns and descents (necessitated by increased bomber weight), flying at night with the Aurora Borealis (northern lights) giving a false horizon at a 20 degree angle to the true horizon, and the fact that you have already flown for over 5 to 18 hours, and may have done several refuelings already.  My personal longest flight was 27 hours (in the seat except for the 4 hours between 20 and 24).

We refueled against the KC-135 tanker aircraft.

               
I obtained many hours of simulator time in the KC-135 with tanker instructor pilot friends during my free time on bomber alert.  I also had the opportunity to go on a flight to refuel B-52s and take the controls for the first landing (at night) on returning to base.  Besides the tanker instructor, there were two new tanker co-pilots he was training.  As any pilot can attest, once in awhile you get a lucky landing and mine happened on this flight.  I "greased" the KC-135 on to the runway so smoothly it caused on of the co-pilots to ask if we were down yet.  As a smart pilot, I didn't try for a second landing, and for the next three hours the two new co-pilots pounded the pavement trying to get close to as good a landing as the "bomber" pilot made.

                        
Both the tanker and bomber had many fuel controls for all the different fuel tanks on their aircraft, and great attention had to be paid to where the fuel was being taken from and put to inorder to keep both aircraft within their respective weight and balance limitations.

Air refueling from the tanker's perspective.

                       
Pre-contact position with the B-52 in a stabilized prior to coming up for contact.

                      
CONTACT - The tanker boom operator actually flies the refueling boom to contact.

                                  
Rendezvous and refueling had to be accomplished regardless of the weather conditions or time of day - war can occur at anytime.  I have refueled in near zero visibility cloud conditions where you could barely see the tankers wing tips, and at night at that.

Air refueling from the bomber's perspective.

                               
                      Pre-contact position with the tip of the boom on the tankers nose.

                                      
Just about in contact position.  If you looked up through the overhead windows you could see markings on the boom which showed where you were in the air refueling envelope which was checked by the non-flying pilot as confirmation.  The flying pilot watched the two rows of lights under the tanker nose on either side of the yellow center line.  One set indicated if you needed to go up or down and the other set indicated if you needed to go forward or aft in the envelope.  The tanker boom operator also called out the number of feet to go prior to contact, and during contact in case the lights failed.  Yes, we had to practice refueling with the lights off to simulate their failure.

                             
In contact position looking up through the top window.  Refueling was done both day and night, with and without using the air refueling auto-pilot (like power steering).

One of the additional duties of an aircraft commander was to serve as the airfield Supervisor of Flying (SOF).

                     
As SOF, you were responsible for all airfield safety during your eight hour shift which included inspecting all aircraft prior to takeoff (B-52s, KC-135s, T-38s, and all transient aircraft like B-57s, Harriers, etceteras), acting as on site coordinator of airfield activities (working with the Command Post) for aircraft landing with an emergency, monitoring of alert force exercises, and any airfield incidents such as fuel spills.

           
Ellsworth AFB, Rapid City, South Dakota - One half of the flightline showing some of the B-52s and KC-135s after a brief rain shower.