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 a crew chief on the 47 stationed at Pinecastle /Mc Coy AFB in Orlando, Fl. 1955-57. 321st Bomb Wing /447Bomb Sqd. Col Barr was Sqd Cmdr Col Mc Coy was killed during Bombing Comp in the plane parked next to mine and had the base named after him.
Commissioned thru Aviation Cadet program, Harlingen, class 60-15. Was the Nav-Bombardier during training at McConnell 1960, then Navigator on EB-47's at Lockborne 1961-65. Flying ECM missions was pretty boring for a navigator - no low level or bombing missions. Three-man bomber crew was navigators' mission. Spent five years at Offutt in computers and got out instead of going to large B-52 crew. Joined ANG at Lincoln and flew RF-4C Phantoms for 14 years. Retired after 22 years as LtCol.
My Dad use to work on the B47's when he was stationed at Pease air force base in NH and his name is Harvey L. Wray. I have been looking for any body that new my Dad or worked with him ?
I flew the back seat of '47s in the 67th B.S., 44th B.W. while stationed at L.C.A.F.B., Dec.'56-Feb. '58. Was one of two refueling officers one day when a mechanic working on a plane from another base caused a spark, the plane caught fire and exploded, blew the mechanic clear but some distance across the ramp. Burning fuel spewed on the ramp and spread fire to an adjacent '47, and the two craft burned as ground crews successfully moved other '47s out of danger. Fuel also ran into the sewer system and eventually in to a coulee, causing some concern to the civil authorities. It was lunch time, I was eating a sandwich in a maintenance building nearest the first plane to go up. A young airman was so surprised and excited that when he jumped from his desk and bolted for an interior door in a partition wall, he missed the door frame altogether and punctured a hole in the celotex wall. Only a stud and a piece of framing kept him from going comletely through. The other refueling officer had gone home for lunch. When he saw the smoke as he returned to the base he assumed an accident had happened at the refueling station and believed I must have been injured or killed. My A /C was Major Shields, and my navigator was Lt. Williams. The Exec Officer of the 67th at that time was Major Killy, a very fine man and respected flying officer. Later he was transferred to Omaha, where I learned he was involved in the development of the airborne control system Gen. LeMay had ordered. If anyone knows the tail numbers of B-47s assigned to the 67th in those days, I would appreciate the information.
After graduating from Pilot Tng. Class 55K March 30, 1955 I went to B-26 training. From there I was sent to Plattsburg AFB in the 380th Bomb Wing. I was immediately sent to McConnel AFB, Witcha, KA for co-pilot training. My aircraft commander washed out and I was left floating around until Feb. 1957. During that time I got 3 bad OER's which I did not know I had gotten which caused me to be pasted over for Major twice and released from active in 1970. After I got on a crew I flew as copilot until April 1960 when I was upgraded to Aircraft Commander. I loved flying the B-47 but the alert duty at P'burg and reflex duty to England was very tireing. In 1963 I spent over 3800 hours either on alert at Plattsburg or at Brize Norton RAF. I was chosen to be transfered to B-52's but didn't want that and got it canceled. I then went to MAC and flew C-124's at Travis AFB, CA. I went to DaNang, Vietnam in March 1966. Then to Charleston AFB, SC in C-124's and then to a Laision Unit in Panama. I flew part time there in C-118's. I was released from active duty in June 1970 and finished my career in the Air National Guard and Reserves. I retired in 1978.
Graduated pilot tng 54F. Had washed back late from 54D because of some minor surgery. Was among the first to be sent to B-47 right out of pilot tng. Went to 358th BS /303d BW Davis-Monthan at Tucson. Flew the back seat. B47 was a gret airplane once the ejection seats were made to work. Only stayed in AF 4+ years - 1953-57. Served under R.C. Dougherty when he was a mere LC - our Squadron CO. You could understand why he would make 4 stars -- he was a real smart guy and a real gentleman. We were the first B47 outfit to rotate to Anderson AFB, Guam. Made Select on LC R.B. Smith's Wing standboard crew S-14; was spotted to Capt Mar 57 and was released from Active Duty Mar 31 '57 when my time was up. LC Smith never made a TO or landing while i was with him -- he said if we ever went to war and anything happened to him he wanted to make sure I could get him home and on the ground. Great guy!! I tested his landing clean-up skills several times when I was first assigned to his crew!! Because of the normal rough air in Tucson area we were really good air refueling people.
Stationed at Hunter AFB Savannah, GA, 1957-1960 8th AF, 2nd Bomb Wing, 2nd OMS. Mainly maintenance until transfer to Alert Line. Reflexed to Nourasseur, Morocco in '59. Had the tail twin twenties fire 6 rounds into a '47 parked behind. '47 landed with 20 ft of wing missingand used it for cannibalizing parts. '47 burned to the ground from fumes ignited by a scooter started 150 ft away in a gulley. Created coral reef off Savannah when 20 sets of JATO racks ejected into Atlantic.
My dad, Lt. Col. Douglas Howard Bratcher, was killed in this aircraft during a refueling mission on Dec 4, 1953 just ourside of Tucson, AZ. He was the commander of the 360th bomb squadron, 303rd Bombardment wing.
Was in the 55th SRW at Forbes from 1958-1964. Flew as copilot on RB-47H's and EB47E-Tell Two aircraft. The "H" models flew missions off the coasts of Russia, Cuba, and other Cold War enemies landmasses. The "H" was an ELINT collector, collecting Electronic signals, such as finding out where the Russian radar coverage was. With a home base at Forbes, the 55th TDY'd to England, Alaska, Japan, and Turkey plus anywhere needed by JCS. The EB-47E Tell-Two was a TELINT (telemetry intelligence) collector and operated out of Turkey into the Black Sea or Iran, to collect against ICBM /Space vehicle launches; and sometimes into the Pacific to collect inbound telemetry against Russian shots into the Pacific missile range. The Tell-Two mission was flown off no-notice alert. We bunked a mile from the airplane and could be off the ground 11 minutes after we were alerted. Usually happened about 2-3 am.
12th Bomb Sq, 341st Bomb Wing~ Blood, sweat, tears and nerves: all required to maintain this bird. I really came to appreciate this machine. When the OMS concept came about I was a roving crew chief. I got to work on many of them at Dyess AFB,TX. Lots of help from all the support guys-A&E, FMS,POL,Weapons, Cooks, Supply-you name it. Worked with a lot of great people. When the ice storms came our Wing Commander decided if we ran-up enough engines with the exhaust going toward a given airplane, it would be de-iced. Let me tell everyone--we couldn't put out enough BTUs to do that job, a fore-runner to the global warming myth. The best sheet metal was on those made by Lockheed. Earl(Blanket)Parks was a fun guy to work with. Never knew what happened to those missing outrigger down-locks that didn't return after a training flight--they were stowed in the bomb bay,remember. When the Navigator's escape hatch fell onto the ramp during a crew preflight it was discovered the nav had a bag under his seat and when he lowered the seat it triggered the ejection cycle but only partly. Didn't make that on-time take off nor the time when a LOX converter blew just after preflight. I had to ask the camera guy what the K-17 camera was used for and he said just keep the window clean chief. My third AFSC was a Photo Interpreter with the SR-71 and learned a little bit about reconnaissance cameras and satellite imagery. In the Vietnam experience I learned the B-52 had a K-17-lots of Arc Light images by the K-17. I visit frequently now with a B-47 navigator and pilot. They loved this machine. Cheers!
I was stationed at Forbes AFB KS when the 90th and 55th SR wings converted from B-29 /RB-50's to RB-47's. What I recall of the RB (and alluded to by Lt Col Reddington [12-25-10]) is that at about 450 kts IAS the ailerons tended to become trim tabs, and creating a condition called "aileron reversal. Good airplane, though. And the camera systems were simply superb.
After jet acft tech school in Amarillo TX I was assigned to the 340th BW Whiteman AFB MO. I arrived in April 1962 and was assigned to the FMS. Two days after I arrived at Whiteman a B47 sitting on the ramp in front of base ops burned to the ground killing several base firemen. I was there when a B47 called the "Sooner" flew into the base and became the B47 static display that is still at the base today. I left Whiteman in May of 64 and went PCS to the 4960th BW Anderson AFB Guam where we sent B52s on sorties to Nam. Today I live only 18 miles from Whiteman but every time I go to the base I make it a point to go by the old "Sooner" display and remember all the great people and the good times I had at Whiteman. Great airplane!!!!
Crew Chief B-47, tail nr. 2366, Lake Charles AFB La. later named Chenault. (July 57-Sept.61. Lockbourne AFB later called Rickenbacker AFB Columbus Ohio. B-47 and KC-135. Flew in B-47 TDY to Brize Norton, Fairford and Uper Heyford England. 51 Bomb Sqd. 68th Bomb Wing. 501-258-5653
I spent four years loading weapons on the B-47s I was in the 34 th Munitions Maintenance Sq .Being a loading crew chief I spent a lot of time on the flight line . Anyway the plane belonged to me when loading nukes . When up loading or down loading and could not get off the flight line we could eat in crew mess hall at leased great chow . Sure was cold in Lincoln no fun in the winter time .Great air plane .
Introduced to the B-47 at Amarillo AFB back in 1956...received training...then shipped to Castle AFB and introduced to the B-52's & served on "B Model" tail number 007" and later models. This I remember about the B-47's A /C...it could actually blow snow into your face and lap...brrr very cold...nice while needed!
Lt. Col. Ivan Reddington, e-mail, 25.12.2010 01:28
I was assigned to B-47 training out of Pilot Training Class 60A. Stationed at MacDill AFB, FL for 3 years then to Lockbourne AFB and the EB-47E for a couple of years. We reflexed to Ben Guirer(SP?) and Brize Norton England. We spent most of our time on alert and did very little flying at MacDill. The airplane was very pleasant to fly when it didn't have the wing tanks mounted. With the wing tanks on it was limited in roll control. As copilot, I was mostly a flight engineer. We opened the tanks during refueling and distributed the fuel to keep the CG within limits. We asssisted the Nav by shooting the sextant for star and sun shots. We did most of the radio communications operated the ECM operated the tail guns. Seldom actually flew the airplane.
