The B-47's production was spurred in 1944 by the War Department's demand for jet bombers. In contrast to the B-45, and other concurrent proposals, the B-47 design, as finally approved, included radically new features. Foremost were the aircraft's thin swept wings which, coupled with 6 externally mounted jet engines, promised a startling, high-speed bomber, probably capable of carrying out effective operations for the foreseeable future despite an enemy's fighter air defense. Undoubtedly, the B-47 lived up to expectations. More than 2,000 production models were bought, and some B-47 versions, true production models or post-production reconfigurations, remained in the operational inventory for nearly 2 decades. Yet few aircraft programs witnessed as much development, production, and post-production turbulence as the B-47 did. To begin with, there were arguments about cost and plant location and after 1947, complaints by Boeing that the newly independent Air Force had laid additional requirements that changed the concept of the overall program. Also, the secrecy which shrouded the development of atomic weapons, long after the atomic attacks on Japan, increased the difficulty of preparing the B-47 to handle every new type of special weapon-a problem shared by the B-36 and B-45. Ensuing events only compounded the initial disarray.
As it had for the B-36, the Truman Administration's stringent financial restrictions worked in favor of the B-47. Pressed for money, the Air Force decided to buy more B-47s instead of purchasing additional B-50s or future B-54s, since neither one of those rather expensive bombers had any growth potential. Hence, even though the B-47 was yet to fly, the initial production order of 1948 was increased in mid-1949. The subsequent Korean War, rising world tensions, and mounting urgency to build an atomic deterrent force raised the tempo of the B-47 program. In December 1950, the Air Force foresaw a monthly production of 150 B-47s, but still recommended changes, making it almost impossible to settle on an acceptable type. Other factors made matters worse.
The B-47 was the first USAF bomber to receive a weapon system designation, a move prompted by the Air Force recognition that the rising complexity of weapons no longer permitted the isolated and compartmented development of equipment and components which, when put together in a structural shell, formed an aircraft or missile. However, this was as far as the B-47 benefited from the new developmental philosophy. The Boeing air-frame was built without adequate consideration for its many crucial components. In turn, the components, subcontracted or furnished by the government, were behind schedule and when provided, did not match the sophistication of the high-performance B-47.
In 1951 alone, the Air Force took delivery of 204 B-47Bs, none of which were suitable for combat. The aircraft's canopy was unsafe; the B-47B had no ejection seats (a deficiency shared by 200 successive B-47s); the bombing and navigation system was unreliable; a new tail defense system was needed; and the jet engines were creating unique development problems such as fuel boil-off at high altitudes, which reduced the aircraft's range-already shorter than anticipated. In sum, the hasty production of an aircraft as revolutionary as the B-47 proved to be costly, generating extensive, unavoidable modification projects like Baby Grand, Turn Around, High Noon, and Ebb Tide. Yet once accomplished, the B-47 modifications worked.
Finally deployed overseas in mid-1953, the B-47s totally replaced the obsolete, atomic-carrier B-50s by the end of 1955, when new B-47 production models were delivered that could carry larger fuel loads and thus had greater range. After the B-47 demonstrated that it was rugged enough for low-altitude bombing, some of the aircraft were again modified to satisfy a new set of requirements levied in 1955. These modifications also worked, and in 1957, the Air Force publicly demonstrated its new low-altitude, strategic bombing tactics, an achievement marking the beginning of an era in aeronautics.
Despite its convoluted start, the B-47 program proved successful. The aircraft served in various roles and was involved in many experimental projects, some connected to the development of more sophisticated atomic weapons, like Brass Ring, or with the development of air refueling or other endeavors of great significance to the Air Force. Strategic Air Command's last B-47s went into storage in early 1966, while a few converted B-47 bombers and reconnaissance models kept on paying their way for several more years, remaining on the Air Force rolls until the end of the 1960s.
I was at forbes afb crewed a c47-h 55 to 57 then to spain worked reflex plaines for three years there every two weeks some base would send three junk planes to fix and have a bomb and jato packs instaled and set on the line ready for the war that thank god never came
ECM tech in 509th A&E worked on ecm pod carrying b-47e planes. spent 7 years in this org at Pease AFB. down the ramp was the 100th bw. we passed an ori and cmdr would say good job. 100th passed a ori and got 3day passes for all. loved my 23 years in af and 19 in SAC. Now 84 and living for hi school football as my son is coach of team that are 3 time state champs.
When I was in the US Air Force (306th Bomb Wing), I worked with a few B-52 and KC-135 pilots whom flew the B-47 Stratojet Bomber. I also was a survivor of a B-47 Bomber that crashed in a small Northwest Florida agriculture county in the 1950's.
B-47 aircraft tail number # 50-081, flight crew…. Command Pilot … Maj. Frederick "Fred" E. Ewing, Co-Pilot … Capt. Oscar W. Yon, Pilot….Capt. James H. Foreman and Observer….Capt. Richard E. Francis were killed on July 22, 1952 from a mid-air explosion and crash.
Also, my brother and sister were killed (burned to death) and I had multiple 1st and 2nd degree burns with shrapnel cuts and wounds from the fires and explosions. Later in life I served in the same 306th Bomb Wing at McCoy AFB that the aircrew served in while stationed at Mac Dill AFB in 1952.
little rock 384 oms SAC January 1960 to August 1963 in 1960 was 3 rd wipe on the launch crew of the plane that blew up over little rock ,Blocks from capital bldg, was woken up by MPs takent to hq integrated immediately transferred to the docks .had to prove again that I was a crew chief material.evencually got back to flight line & alert duty . The general said I was.not prometed from a2c because I was in bomb wing & was expendable. Alfred j d' Amarion flew one of the 47 s I launched we were also in morocco & Spain together, the Cuban missile crisis could have been the end .the flight crews realy great altruistic people .the ground crews the best engineers & great guys. Did not re up .recentely found out the b47 crashed in little rock because the pilot had a heart attack Retired from nypd,.would like to hear from u b47 guys
I was stationed at Forbes in 1954 through 1957 in the 38th SRS. I was a Crew Chief on the RB-47E and it was the first plane that I ever flew on and it was 6 hours and in flight refueling. My plane was named "City of Topeka" and was the 1001 B-47 off the Boeing line. Our 55th SRW went to French Morocco, North Africa for 90 days. And when we got the RB47H I went to Thule Greenland for 120 days. It was during the darkness period and I spent Christmas there. Flying on the RB-47 was quite an experience. It was a great plane to crew and I am proud to have served on it.
My Dad lt.col. Michael Datko flew B-47 at Lockbourne AFB 1962 1964prior to that was stationed at McCoy AFB any of his CO-pilots out there would love to hear from you.
I flew the B-47 from 1960 through 1965. First thee years I was in SAC at Chennault AFB with reflexes to Fairford AB in England and Sidi Slimane, N. Africa! SAC closed Chennault after the Cuban Crisis and I flew the WB-47 out of Andersen AFB,Guam as a "Typhoon Chaser" in the 54th Weather Recon Squadron of the Air Weather Service. It was during those two years that we discovered what a great airplane the B-47 really was when it was flown at it's designed gross weight!!
I was in Pilot training in 1962 to 1963 and learned that the whole class or at least 85% were going to SAC so I selected B=47s! Being told by some Navigators that I could get out of SAC soon!I did and flew out of Plattsburgh on reflex to England!! Great times for a Second Lewy!
Hey,Bob Shadbolt,I remember you. I used to shoot pool with you on the third floor day room. One of your buddies was a guy named Billy Estes. I was a 2 striper assistant crew chief for Ssgt Joe Patane ant Tsgt Bectele. We were in the 376th OMS. I also worked as a Ground Support Team Member. Refueling and towing the B47D model aircraft (ECM). Remember milking the engine tail cones from leaking water /alcohol with that tail tab. Msgt Arowho was our Support team supervisor.
My dad was 'Chief of Standboard' while an B-47 Aircraft Commander from 1955 - 1965. Walker AFB - Roswell, NM; Pease AFB - Portsmouth, NH and Westover AFB - Chicopee, MA. He was also a lead aircraft accident investigator (B-47s). Can anyone tell me what a 'Chief of Standboard' is and what the duties are of an accident investigator? Thanks!!
I was a K system flight line and period maintena6nce tech in 1954-1956 at Forbes AFB, KS, 55th B 47 Strategic Reconnaissance Wing. Spent the summer of 1955 in Ben Guerir AFB near Marrakesh Morocco. I very much enjoyed my duty as a compass swinger. I finished my 4 years stint in maintenance control and night scheduling. Started college before discharge and graduated as Chemical Engineer. I worked for NASA the rest of my career. I look back fondly on my SAC experience. The B 47 was a technical marvel for its day. It served as the major deterrent for several years during the cold war. I lament that Gen Curtis LeMay was not given more honors on his death in 1989 at March AFB.
Served at Smokey Hill /Schilling 310th A&E as a Bomb /Nav Tech 55-58. 310th Bomb Wing set a record for winning Pacesetter missions. Flew as 4th man at least 3 times. Once sitting in the observer position on a bomb run. Loved my hitch, the planes, will never forget the friends who flew and and maintained them.
When Osler was killed by the canopy 'slamming forward', what mechanism caused rapid forward motion when it seems more likely that airflow would have held it back? This has always puzzled me.
Hunter 8 /53 308 PMS docks,Little Rock AFB 11 /55to2 /11 /57, 384 PMS Post Dock (Backline chief)Flew 4th man on test hops out of Periodic docks,eliminated duplicate retraction tests(elge'd gear down.The most beautiful bomber ever built to this day.Enjoyed my 4 years,would do it again today(80 years old)Ha!
Gentlemen, greetings from the northwoods of Hurley Wi, home to two B-47 crashes in 1961. I and several other veterans (army) are working on a memorial for the crews of those aircraft in which 6 of 8 sacrificed their lives for the defense of this country. We are seeking, not only donations, but B-47 crewmembers and their families to attend our ribbon cutting ceremony June 28th 2014. Please feel free to contact me at trails.tales@hotmail.com and you may follow our progress on Facebook group page: B-47 Preservation. We hope to here from especially the last surviving crewmen. Thank you and God Bless you all.
