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'm looking for information about my father, George R. Andrews Jr. When I tried to get a copy of his DD 214, I was told that it was not available and was probably destroyed by one of several fires at the St. Louis facility where his file was being stored. Anyway, He was stationed with the 379th Field Mainyenance Squadron at Homestead around '55 - '57. He was there when they laid all that rubber / tar on the alert ramp and the loaded B-47s sank up to their axles in that stuff. He then went to the 321st FMS at Pinecastle AFB and was part of the group who helped recover the remains of Col. McCoy's B-47 before they buried what was too far underground to recover. Sometime in the early '60's he transitioned to the 43rd FMS (B-58) st Carswell AFB and was there during the Cuban Missile Crisis. He then moved to Little Rock AFB with the 43rd in 1964. Somewhere around 1965 he trasitioned to the 75th MAS at Travis AFB as a C-141 Flight Engineer. At some point in the late 60's he transitioned to the 553rd Recon Wing (EC-121R) where he would be medically retired. If anyone has any information or stories about George Andrews, please email me at the email address listed above.
The G.E. engines on this B-47 aircraft have the world famous Woodward type 1307 main engine controls. If you like prime mover control history check out the oldwoodward.com web site to read about the 1307 MEC training manual and much more.
I was stationed at Little Rock AFB from the spring of 1963 to about the end of 1965. I was assigned to the 27th MMS as bomb loader, and it was my first assignment out of tech school at Lowery AFB in Denver, CO. Along with keeping the alert pad aircraft loaded, the most memorable event, unfortunately a very sad one, the crash that occurred during an ATO takeoff on Good Friday 1964. Most of the people on the flight line were watching since it was to be last ATO takeoff prior to the B-58 becoming operational. My crew chief, Vern Bollinger, and Joe Hand were very good friends. Joe was crew chief of the load crew who loaded the ATO rack on that plane. The load was a 20 bottle load, as opposed to the optional 30 bottle load. As I recall the aircraft was about halfway through the takeoff run with the ATO bottles lit when we saw flame coming out around the ATO rack. The aircraft continued takeoff, with the flames seemingly getting worse, and at what I guessed to be an altitude of about 500 ft and possibly a mile or two out, the tail exploded and aircraft nose dived, ending with a ball of fire. There was an flight evaluator on board with the normal crew since it was to be the last evaluation flight of ATO takeoffs from LRAFB. My crew chief volunteered us to go help with the crash scene investigation. We didn't get to the crash scene until Easter Sunday so the initial investigators could do their work on Saturday. We were able to find all pieces of the ATO rack which, after a long investigation and rebuild in one of the hangars, confirmed the ATO were intact through the entire takeoff. I believe determination was a fuel leak that was ignited when the ATO bottles were lit. It took a long time for the base to recover from that terrible event.
I also have some very fond memories of working with that aircraft.
Bob I was stationed at little rock 27 mms with you. I was visiting the web site regarding the crash on 27 March 1964. Vern Bollinger was also my crew chief at one time. I was on the stand board team that evaluated Sgt. Hands crew. That crash affected me greatly in that the two man checked the lugs on the bottles and I always wondered if a bottle came loose. From my view it looked like the fire was near the the port side bottles. I never knew that the rack was recovered with the lugs in place. That means a lot to me. If you get this email let me know. I'd like to hear from you.
I was assigned as an aircraft commander in the 68th Bomb Wing from August 1959 to April 1963. I recall flying test missions in late 1962 or early 1963 with conventional HE bombs being dropped on the range at Matagorda Island from the B-47. Also flew one out to the "boneyard" at Tucson in January 1963 as the B-47 era ended. It was some airplane.
CMSgt Benjamin W. Hines, USAF,, e-mail, 09.05.2012 16:12
I was assigned to the 373rd Bomb Sqdn, 308th Bomb Wing at Hunter AFB, GA 1953-1959, changed over to the 2nd Bomb Wing and was transfered in 1962 to Minot AFB, ND.
While at Hunter some of my Commanders were General Paul W. Tibbets /Colonel William Gray /Colonel Thomas Ferebee(who is laid to rest near where I live).
Was Crew Chief on the Bomber 47 for seven years. Went to Bomb Comp 1957-1960, won Best Nav Trophy 1960.
Led 8th Air Force with most on time take-offs 196 in 1961. And named Crew Chief of the year same year.
Served 31 year USAF, retired and currently serving in my 26th year as Register of Deeds in the County of Alexander, North Carolina. My car tag number is B47E2119. My favorite Bomber. Was an Honor.
I A WAS Ist LT.IN THE 2nd BOMB SQUADRON, 22nd BOMB WING, 12th AIR DIVISION, 15th AIR FORCE STATIONED AT MARCH AFB FROM SEPT. 1957 TO FEB. 1959. FLEW AS A NAV /BOMB ON A LEAD CREW WITH MAJ CARL E.NELSEN AS A /C AND CAPT. JOSEPH OCHOTA AS PILOT. WOULD LIKE TO HEAR TO HEAR FROM ANYONE THERE AT THAT TIME, AND ESPECIALLY IF MY TWO CREW MATES IF THEY ARE STILL ON TJE RIGHT SIDE OF THE GROUND.
My father Major Robert Graham (Bob) was in the 2nd about that time at March. He later was made commander of the 19th Bomb squadron, He died in 1964. Any stories would be greatly appreciated. I was only 10 when he died.
My post up above has my e-mail address wrong. Anyone who was in the 2nd OMS Hunter AFB, Ga during 1960 to 1961 and remembers me please contact me. I retired as a MSgt in 1979. Left Hunter for Wurtsmith AFB, Mi. to work on KC-135s and B-52Hs.
The B-47 was my father, Glenn R. Sullivan's favorite airplane to fly in his 32 years in the USAF. He flew a wide variety of aircraft during those years. He flew B-47s at Hunter, Altus, and Dyess then transitioning to B-52s while at Dyess. One of my favorite childhood memories is driving out on the flightline to meet him coming back from reflex in Alaska or wherever. It was such a thrill to watch them land and then the hatch opens and the three deplane down the ladder. The fact that we could just drive out on the flightline, escorted of course, still blows my mind. One of my dad's very good friends, Lee Ellis, was killed in a B-47 crash in 1956 flying from Altus. It is a beautiful, very cool aircraft. For anyone interested in more B-52 lore, email me and I'll send the web address for a Linebacker II site.
I WAS A AIRMEN 1ST CLASS WITH THE 22 OMS MARCH AFB CALIF ALERT SECTION (B47) MOTHER IN LAW C135 WAS ALSO THERE BACK UP TO OMAHA . ANYONE THERE FROM 1959 TO 1963 LETS HERE FROM YOU . GUAM WAS OUR ADVANCE STATION . I HAD A GREAT TIME WITH THIS OUTFIT EXCEPT WHEN THEY CLOSED THE BASE TO CHANGE OVER TO B52 .
Msgt Hall 343rd, I was sationed at Forbes 12 /55 to 11 /58. I was with the 55th A & E during that time. I worked on the planes in the 38th,338th and 343rd as well as the tankers. More than likely had a go with some of the electronic on your plane.
How cool is this. I just happen to find this searching around about my favorite a /c B-47. I was at Hunter A.F.B. from 1956 thru 1960 2nd A&E Maintenance. Gunlaying fire-control sys. I have often wondered how to get in touch with some of the fellows I spent this time with.
I see where there has been an annual get together in Savannah. Any one with more information please let me know. What great memories from this part of my life.
I am trying to find someone who was in Smokey Hill Airforce Base back in 1956. I am searching for my father, whether he be alive or dead, as I would just like to have information on him. I tried to contact Harold Fish who was a ecm tech at smokey hill in 1955 but for some reason i can not send email not sure why. My father's name was and or is, Ross Arthur Taylor. He was married by Francis G. Giegel on the base to my mother Lavina on June 23, 1956. I was then born on November 14th of the same year. Please help me search for my father, even if it is a picture or at least something i can show my children and grandchildren. Thank you ever so much. I deeply appreciate any information you can give me. I know he spent time in the stockade and was dishonorably discharged but that is irrelevant to why i want to see what he looked like. Please help me. Thank you once again.
I was stationed at Hunter AFB from 7 /1957 to 10 /1960 Assigned to the 2nd A&E Maintenance Sq, as an ECM tech. Beautiful aircraft.Spent about half the time on the nite shift because all the married guys wanted to be home evenings....Great duty and midnite chow around 10:30 was good Tim Poston was my roomate in the "new" barracks and Ray Shatto and Bob Fountain were our next door neighbors.Got to take a weekend flight to Bermuda on a KC97 and along the way watched midair refeuling of a B47 from behind the boom operator, quite a treat for a young guy.We had our share of events including dropping a "bomb" near Charlston and one off the coast at Savannah Beach aka Tybee after a mid air collision between a fighter and a B47 that we still haven't found..Last spring attended a 308th /2nd A&E reunion in Savannah and saw guys that I hadn't seen in 50 years...THAT was a treat and I hope to go again next year
I was an A2 /C gunnery sys. mech. 2nd A&E Maint Sq. 2nd.BW Hunter AFB, Ga. 1957-60. My pal in the next room was the guy who accidently fired the 20mm rounds into the ramp. They richocheted into the aircraft behind it. Just damage, no fire. The first b-47s had 4 .50 cal guns. All i ever saw had 2 20mm. 600 rds each. The pilot rotated his seat to the rear & fired after he used the radar sys. to lock onto the target plane. Great airplane. Great base. Anyone else stationed at Hunter AFB pls contact me if you wish. Tim Poston
Stationed at Pease AFB, NH from 1957 to 1959. Attached to Headquarter Squadron 100th Bomb Wing. Worked in administration in the Chief of Maintenance Office. Later transfered to Ben Gurier AFB Morocco.
I was trained as a Bom\\Nav tech from Lowry AFB Denver 1954 to early 1955. Trained on the "K" Systems on the B-47. Then Assigned to Barksdale AFB 376th A&E SAC in April 1955 then went TDY to Upper Heyford England in. Then back to Barksdale in 1956. Then to Homestead AFB 379th A&E SAC. in late 1956. in early 1957 again TDY to Rabat, Morroco North Africa ("Willie & Joe's YING-YANG Club") At that time K Techs were then flying 4th man on the B-47's. How effectve we were as flying Techs who knows? One of my flites I was bumped off by the Crew chief the plane crashed on takeoff. It was a sad I knew him he was just back from leave. I Had many Flites in the B-47 as a 4th man 4 and 8 hours in the crawl space of a B-47. The KC-97 was our Gas station in the sky. That was exitng for Nav and the Tech. The B-47 was the first Jet Bomber and possibly the test bed of the generations of all Boeing Jet A /C. In 1958 we were being replaced by the B-52's. All in all, what a Great life for a young man who had never been out of Eastern WA. I Later spent most of my working career in Eng. & Des. at Boeing in Seattle, worked on a couple of the new bombers. But if you were with Curt LeMays B-47 Bomb groups in SAC in the 1950's, there was no better life for GI's in the 50's. There are so many stories that could be Shared. A person ejected from the Nav seat on the runway, another released his bombay full of new JAGUAR Over the North Atlantic due to a bad engine (hope the crew chief wasn't in that A /C. I guess you could say the B-47 gave a lot of us a chance to see the World !!
I was a crew chief on a b-29 when they made the switch to the b-47 in 1953 I was at Barksdale with the 353 bomb sqr 301 bomb wing. It was the best time in life.
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. Flawless machine w /o a single mishap in over 3,500 hours.
I came across the obit of 1st Lt Samuel George Harding in the files of the Collinsville Historical Museum. Harding was killed in a B-47 crash at Biggs AFB, El Paso, TX. The aircraft had been diverted from Schilling in KS to another base. The crew chose to go to Biggs, but apparently the gages weren't quite right and they did not have enough fuel for the journey. Harding was the only one killed. The problem I have is that there is not incident date or obit date. How would I find that and other info concerning incident?
I was the crew chief of the first B-47 delivered to Davis monthan AfB . In tucson Az. 52-223 named City Of Tucson # II. My Ac Was C.P Elder .Nav. Col King And Copilot Bob Langley. They were lead select crew in the 43rd bomb wing . Of all the Aircraft that I worked on The B-47 was my favorite
SAM SOBERANES
Bob I was stationed at little rock 27 mms with you. I was visiting the web site regarding the crash on 27 March 1964. Vern Bollinger was also my crew chief at one time. I was on the stand board team that evaluated Sgt. Hands crew. That crash affected me greatly in that the two man checked the lugs on the bottles and I always wondered if a bottle came loose. From my view it looked like the fire was near the the port side bottles. I never knew that the rack was recovered with the lugs in place. That means a lot to me. If you get this email let me know. I'd like to hear from you.
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