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.
Was stationed at Pease NH 58-64.The Black boxes we hefted in and out of those birds weighed a ton. You had to wrestle the gear up through the hatchway,What an experience!We Dropped a PPI indicator one time. You had to be fit to work on that stuff. Great experience! Great people!
Col. Bill Seals, USAF Ret., e-mail, 06.02.2014 23:56
I believe my under-graduate navigator class was one of the first to assign graduates directly to the B-47. I was commissioned and received my wings on Mar. 22, 1955, and following Advanced Bombardment School at Mather AFB I was assigned to the 98th Bomb Wing at Lincoln AFB. I passed my stand-board check in the early summer of 1956, but could not be declared combat ready until I was promoted to 1 /LT on September 22, 1956. The AFSC was not authorized for 2 /Lts. My crew departed Lincoln in July 1959 for B-52 training. I had flown a few hours over 1,000 in the 47. It was the greatest navigation /bombardment trainer ever built. You either learned how to keep up with it, or they found something else for you to do.
I was TDY at Pease AFB from Topsham AFS, Maine from September '64 through January '65 working in the Base Engineer's Office as a construction draftsman during which time we had a KC-97 go down in a MITO exercise wiping out part of the officer's golf course and closing Hwy 1. Two weeks before Christmas 1964 (49 years ago tomorrow) we also had a B-47 go down on takeoff. All of us enlisted personnel were bussed to a remote location near base that night having been told that crash personnel had not found the black box. Our office surveyed and drew out both crash sites. To date I have been unable to find any record of either disaster. Does anyone have any knowledge of either of these incidents?
I flew the B-47 at Little Rock AFB from early 1959 to June 1964. It was a fantastic airplane to fly and, although I shut an engine down on a few flights, the airplane never let me down. I was proud to be able to fly from Little Rock to Morocco, Spain and England. I was on alert with a B-47 in Zaragoza during the Cuban Missile Crisis. The trans-Atlantic flights were fun, especially on the northern great circle route to England with Northern Lights during mid-air refueling. It was a great airplane and a wonderful lead-in to the B-52 which I flew later.
I was stationed at Lake Charles AFB,La from '56 to '59 in the 44th A&E.We had B 47Es to work on.I was in Bomb Nav. Loved the big bird.I go to Barksdale at Bossier City,La just to see the one they have on display.
I was a Airman First Class (E-4) stationed at Lincoln Air Force Base, Nebraska (SAC) from June 1960 to December 1963 with the 307th Field Maitenance Squadron. I worked on many B-47's as a Aircraft Instrument Mechanic. The B-47 was a beautiful aircraft and in most cases easy to work on.
Robin Armour, e-mail, 5 /30 /2013 Aviation Cadet Class 57-U, piloted the B-47 from 3 /'58 - 2 /'66 w /509th Bomb Wing, Pease AFB, NH. Reflexed to Spain & England and North Africa. Flawless machine w /o a single mishap in over 3,500 hours, thanks to those terrific maintenance personnel. Thank you guys!
I was at Hunter Field 1960-1962 as a jet engine mechanic, 2nd Bomb Wing. Then sent to Lincoln, NE. I was able to become a run-up man as well as a flight line mechanic. Myself and another troop were the only ones on Mid-night shift and we kept busy. We changed engines by ourselves in record time and did other record maintenance on Alert Pad. I also had the privilege of being on flight status times as 4th man. Honorable discharge in 1964. I wouldn't trade those years for anything.....Phil Vaudt
Well someone had to build these things, I started in 1952 at Wichita KS along with about 25,000 others that were there. In about 1954 I move into B47 modification out on the ramp, where tore them down, replaced the 41 section (nose section) and took them to next level. Was there to watch the first B52 roll out the door. Today I spend my time modifying GA aircraft to glass cockpits, by cad design and CNC.
I joined USAF in January, 1955 and after completing my tech school at Keesler AFB, MS was assigned to Craig AFB, AL. Soon after my assignment to Craig the word came out the AF was looking for volunteers for Homestead AFB. My home was Miami so I jumped at the opportunity. I was stationed there from 1956 to 1959 in the 378th A&E Sqdrn. as an airborne electronics tech. I worked on the ARC-21 & 27, ARN-6, APX-6 and others. I was on the ramp one day during a max effort takeoff when a B-47 fully loaded crashed on take-off. There was a hugh fireball and the thought ran through all our minds, "I hope they're right about the bomb not being able to explode." Another time a 47 had smoke /fire in the cockpit and on approach the crew tried to eject, but were too low. No survivors. I had one TDY deployment to Rabat, Morroco for 90 days. We also loaded up on a C-135 for deployment to Lebanon (one of their "crisis"), but were turned back when the crisis was settled. I re-enlisted in 1959 and requested missile training. Again, timing is everything and they were looking for people to go into the ICBM missile training program. I was assigned to Vandenberg AFB, CA and was in first class to go through training on the Atlas ICBM guidance system. I was in the 575 Strategic Missile SQ. and was involved in several Thor (IRBM) and Atlas (ICBM) prep and launchings. I owe a lot to the AF for all the tech training and experience. I later worked for NASA flying to all the tracking stations around the world on a converted C-118 performing readiness testing during the Apollo years and many scientific satellites.
Plattsburgh AFB, '64-'66; Weapons Load Crew, #2 man; loaded nukes for Alert Pad. 40th MMS, or Munitions Maintenance Squadron. Called "Mickey Mouse" Squadron. An airman painted two signs for our load truck, Mickey Mouse head, 40 MMS, Crew 7. WE were popular on the flight line. Pride of the North Country B-47 is on display in front of the "Old Base", which is now an industrial park. One commenter noted taxi exercise during Cuban Missile Crisis; I arrived in 64 and load crew guys were still talking about those days. A group of '47's did take off and landed at Burlington Vermont. Only time '47's from that base took off with nukes. Loaded Mark 28's, clip in packages, 1-4 bombs. Let's see more comments from Plattsburgh's glory days.
I had the great pleasure of being a ground crew member on many B-47's at both Pinecastle AFB and advance party with the 28th BS (19thBW) to Homestead AFB in early 1956! Three TDY's to French Morroco and many great friends and memories!! This was a truly wonderful period in my life! The USAF is the greatest, and the Boeing B-47 was the most beautiful aircraft I've ever seen!
I'd really like to hear from anyone that had been at Smokey Hiil AFB in KS.,between 1955-1959. I was an Aircraft Hydraulic Spec. with the 310th FMS. SAC of course. Gen. Lemay was our commander. I remember a TDY our wing took to Lakenheath in the UK & were there when the Suez Canal crisis happened. We were confined to our barracks for most of the 3 months we were there. Love the B-47 & can visit one here at the Pime Air & Space museum in Tucson. Great memories of friends & fellow airman, but have lost touch with them. Hope to hear from anyone that was there about that time. My phone is 520-393-1792.
I would love to hear from any of my old friends, who spent those long cold /Hot nights and days with me on the ramp of the 384th. bomb wing Little Rock A.F.B. trying to keep those B-47Es in the air. Also 3918 A.E.M.S Upper Heyford Eng.
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