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.
Stationed at Hunter AFB 53-57 308 th A&E What a great group George T Smith was 1st SGT. Worked in A-5. A lot good memories. Keep cool all you Bus Drivers.
I was stationed at Davis Monthan AFB, 1961 until the wing broke up in 1964. I was in the 303rd bomb wing and was transfered to the 310 bomb wing in Salina, Ks. I have some great memories of flying and working on the b-47's. We had some very good planes. When our wing broke up they were sent out to replace other planes at other stations. I live in Little Rock, Ar. , and I have flown on the B-47 on display at Little Rock AFB. I had a little over 200 hours flying as 4th man on a b-47. If you think you know me call me 501-834-5374
I was a weapons loader on the B-47 at RAF Lakenheath, Nov. 1954 to Feb. 1957, and at Homestead AFB from Dec. 1957 to August 1959. I also serve with in the HQ Sqdns of the 19th BW and the 379th.BW at Homestead AFB. What a great Air Plane, The Queen of the Skys
Hey Bob Shadbolt - my Dad was at Lockbourne AFB in the 60's; my twin sisters were even born at the hospital on base. He also worked on the B-47 but I don't have much information on what he did; he will have to come here and tell his story. The B-47 was a cool plane.
I would like to make one little comment on the author's commentary on this page in describing the history of the B-47; that is, the word "attack" used to describe the bombing on Japan wasn't really an attack was it?, I thought it was more of a response or retaliation for Japan blowing the hell out of Pearl Harbour? Maybe I am wrong.
Carlo Gagliardi, MSgt Ret., e-mail, 21.08.2010 07:57
I was stationed at Hunter Afb from 1954 to 1959 in the 2nd Field Main Sq. A J47 Jet Engine mechanic, then supervisor of the Jet Engine Shop, attached to the B47 aircraft, 2nd Bomb Wing. Anyone there remember?
From 1955 to 1960,I attended the University of Arizona at Tucson ,AZ. We were in the direct landing path of those B-47's and 36's landing at Davis Monthan after a long flight to the edge of the Soviet Union. As a result they were very low with a deafening roar. I had one engineering professor who stopped talking whenever one came very low and just above campus. He stood in silence for a minute or so. Then he said "We respect the AF here so much that every time one of those comes over we show our respect by giving them a minute of silence". We all smiled. Many of us were under the GI bill and had been in Korea. Everyone was truly respectful because all knew what they were doing and where they had been and what they were carrying. I have about a 15 second portion of an 8mm movie from a cheap Brownie camera of the last B-36 landing. 1957???
I lived a block from the "Bone" Yard for years . Then they had thousands of WWll aircraft, yes P-38s and 51's and a "million" B-47 all lined up for miles. I was told that the only plane that was destroyed was the B-36 because of the gold in them. Soon they destroyed all.. How sad. I now live a few miles South and belong to the Arizona Aero Club. We have about 80 members. A few from the 8th AAF from WWll who flew the B-17's. Several who flew the B-47's, B-36's and one a P-38 Ace. Many B-52 airman and recently a Marine One pilot. The most notable member. "The Candy Bomber " from the Berlin Airlift. It is a temendous honor to rub elboes with these men every month during meetings. God bless our military and the USA C.W. Field
I was assigned to Plattsburg AFB in July 1955. I was the 27th officer to sign into the officers club. Went to McConnell AFB for training in the B-47. Upon return to P'Burg I did several jobs other than flying. The base was not finished. I helped run the officer's club from Nov. 55 to Jan. 56. The wing (380th) was sent to Pinecastle AFB, FL for training until the base was ready to operate. I was left behind and fell behind all my buddies. I finally got on a crew in Feb. 57. We spent a 90 day tour at Brise Norton in England April through June 57. I managed to get upgraded to AC in June 60 and flew as that until July 64. I went on 22 reflex missions to Brise Norton or Greennon Common and was at Brise when the Cuban Missile Crises started. I will never forget the afternoon when the klaxon horn sounded and when we got to our aircraft the first message we got was to taxi to the runway and wait for further instructions. After about 25 to 30 minutes we were told to return to our parking spots. I logged about 1900 hours in the B-47 and really enjoyed flying it. I really loved the air refueling and low level. The delay in getting on a flight crew and then turning down an assignment to B-52's really hurt my carreer. I flew about 22 missions to southeast Asia in the C-124 (old shaky), spent a year at DaNang in a command post, and my last 2 years of active duty in Panama in a Laision Unit. There I flew C-118's into Central America, the Carribean and South America. After DaNang I was at Charleston AFB, SC for 16 months and flew some missions down through South America, Assension Island, the Congo and South Africa as well as some to Southeast Asia. I went on retired status in 1978.
I flew the B-47E from Schilling AFB Kansas from 1956 to 1961; first as co-pilot and then as Aircraft Commander. Had frequent deployments to Greenham Common and Mildenhall England. We were low level qualified, flying Hairciipper missions for training. Flew several USCM missions of over 16 hours with two refuelings and simulated bomb runs on Boston and Paris RBS sites.
Crew chief, Blytheville, 1966-1972, UT, 72-73, Seymour-Johnson, 73-77, SAC underground command post 77-1980. I think there needs to be a correction on the above listed Weight-basic is around 180,000 lbs. I'm just saying. I loved the "G". I was on non-crew flying status for 12 years. Got to travel all over. Several bombing missions over Nam.
I was an engine maint. supervisor # 3 -J-33 at Hunter air force base in savannah ga.in the 50's 60. I was asiged to the 2nd and 308th wing. the b-47 was my main A /C I also worked on the KC-97, t-37 tweety bird,etc. and of course there was TDY....
I CREWED ONE OF THESE BIG BABIES,I THOUGHT IT WAS A GREAT AIRCRAFT.THIS ONLY LASTED ABOUT SIX MONTHS BECAUSE THE A.F. COME OUT WITH AN ORDER ONLY STAFF SGT COULD CREW.REALLY A SLICK LOOK'IN JET.STATIONED IN LITTLE ROCK ARKANSAS 70th OMS. LOVED IT WHEN THE WHOLE SQUADRON TOOK OFF IN ONE MINUTE INTERVALS IN AN ALERT SYSTEM .THERE GREAT,SLICK ,PLANE IN IT'S TIME
I CREWED ONE OF THESE BIG BABIES,I THOUGHT IT WAS A GREAT AIRCRAFT.THIS ONLY LASTED ABOUT SIX MONTHS BECAUSE THE A.F. COME OUT WITH AN ORDER ONLY STAFF SGT COULD CREW.REALLY A SLICK LOOK'IN JET.STATIONED IN LITTLE ROCK ARKANSAS.LOVED IT WHEN THE WHOLE SQUADRON TOOK OFF IN ONE MINUTE INTERVALS IN AN ALERT SYSTEM .THERE GREAT,SLICK ,PLANE IN IT'S TIME
From Jan. 1952 to Jan. 1955 I was at Lockbourne AFB, OH with the 91st SRW, first RB-45C and KB-29P tankers, replaced by RB-47E and KC-97 tankers. I was in A&E Radar and K-Systems. Our first big operation was Fox Peter One on July 4, 1952 when our KB-29s refueled 31st SFW F-48Gs on the first transPacific flight to Japan. My next was to Westover AFB with our brand new KC-97s in September to air refuel the first enmass transAtlantic flight of B-47Es by the 306th BW from RAF Fairford to MacDill. My last deployment was with eight of our brand new RB-47Es to RAF Fairford in April 1954. On May 8, 1954 one of our RB-47Es crewed by Sgt. Phil Van Deusen and piloted by Capt. Harold Austin made a photographic reconnaissance over-flight of the Soviet Union Kola Peninsula, got intercepted five times and came out over Finland with MiG17s on their tail. In Sept. 2009 we published a book with the rest of the story titled, "We Served With Honor." I thank all of you for your service in SAC. God Bless America, Frank Hayes
I noticed noone from Lockbourne afb in ohio,I started on RB47Es as an asst then a year later I was a C /C. I remember we where changing over from The RB 47Es To ECM47Ks I think Iremember on the last 2 planes to land a Lockbourne they ran into a flock of birds and damaged 3 Wing leading edges, $100000 each .Plus many man hours, The crew they started with spent 8 hours and was grtting no where and the Brass wanted them gone by the next day,I dont know what the rush was they waste300000 dollars to go get cut up for scrap ans saved all the good spare parts they could. A crew of 6 of us took the job and I WENT TO SUPPLY AND GOT THE TOOLS WE NEEDED Air guns and hex head for the bolts, one guy started removing the screws and we would usehex wrenches to break the bolts loose 4 in each hole and the next guy would come behind him with the air guns, # hours later the line chief came over with food and couldnt beleive we had them off wait for the guys from field maint. to check the elinement of the bolt holes so we could get them back on , By midnight we had both planes being refuled. The next year I went to open a new wing of B52s and KC135s
I noticed noone from Lockbourne afb in ohio,I started on RB47Es as an asst then a year later I was a C /C. I remember we where changing over from The RB 47Es To ECM47Ks I think Iremember on the last 2 planes to land a Lockbourne they ran into a flock of birds and damaged 3 Wing leading edges, $100000 each .Plus many man hours, The crew they started with spent 8 hours and was grtting no where and the Brass wanted them gone by the next day,I dont know what the rush was they waste300000 dollars to go get cut up for scrap ans saved all the good spare parts they could. A crew of 6 of us took the job and I WENT TO SUPPLY AND GOT THE TOOLS WE NEEDED Air guns and hex head for the bolts, one guy started removing the screws and we would usehex wrenches to break the bolts loose 4 in each hole and the next guy would come behind him with the air guns, # hours later the line chief came over with food and couldnt beleive we had them off wait for the guys from field maint. to check the elinement of the bolt holes so we could get them back on , By midnight we had both planes being refuled. The next year I went to open a new wing of B52s and KC135s
Today was a great day! I was just playing around on the computer this morning and on a whim I typed in my great-grandfather's company and regiment during the Civil War, and man, I hit a mini-jackpot! I learned a lot about his outfit that I had never known.
Then, still on a whim, I typed in "43rd Periodic Maintenance Squadron" and hit the jackpot again! I found this site and I'm still trying to digest all I've just read. That's going to take some time, so I think I'll throw out my few crumbs and see if anyone shares memories with me.
I entered the Air Force from Iowa, in March of '53, went to basic training at Lackland AFB, then to tech school at several places but primarily at Amarillo, Tx. From tech school I was assigned to Davis Monthan.
I and several others got there when the 3 bomb squadrons of our wing were still running B-29s. I got to turn a wrench a few times on those old beasts, but mostly we just waited for the B-47s to arrive. That's the one and only "down" time I remember from my service days.
We were a periodic inspection squadron, so that's what we did. I think we actually had some folks assigned to work on the KC-97 tankers, but I'm not sure. (And I ought to say, before you figure it out for yourself, that I was never had a great memory and being 76 doesn't help. But I'll do the best I can.)
Most of my time was under dock chief Tech Sgt. M.S. Collier, as fine a man as I ever worked for. At the time of my discharge I was the APG chief and a Staff Sargent. I got out at the end of my 4 year enlistment, thinking - accurately - that I could make more than $164 and change a month in the civilian world. I did, too, but I failed to take proper account of the many fringe benefits the USAF offered. Many times I've regretted getting out when I did.
For some reason I was only on one TDY and that was to Fairford, England. I can remember that I had my 21st birthday while we were there, so that means it had to be in the fall of '54. I could have gone on the next TDY to Okinawa, but I would have had to extend to do it. Of course, I was in a big toot to get out, so I didn't do that.
I never got to fly in a B-47 either. I was jealous of the crew chiefs who occasionally could, but that's life. Basically I enjoyed being a B-47 mechanic.
I remember(?) one incident involving the bird. Again, as I recall it, we were on that TDY to England when this happened. Some bird colonel named David O. Burchinal - I'm really fuzzy on the spelling of his name - took one of our birds, fresh out of our docks, and started flying back and forth from England to Africa. I recall hearing that he and his crew flew for 47 hours and some minutes before landing again, and had no troubles whatsoever. I also heard via scuttlebutt that he got a star out of it. Supposedly, it was a new endurance record. Coulda happened. And another time some real BIG biggie flew a 47 in from California, and we drew the task of post-flighting it. I was told "Check it all over, but DON'T CHANGE ANYTHING." I damn sure didn't.
The only notable world event I remember during my enlistment was the Suez Canal War - remember that? Our base gates slammed shut and no one got out for the duration. I know that I had to share my bed with some poor married guy. We worked something like 16-on-8-off for DAYS until time just got to be a blur. And we worked almost to exhaustion before we came back to Arizona from England. The birds needed a lot of care before the long trip.
One more story. This is strictly scuttlebut. The word went out, once we were back, that one of the officers bought a little sports car in England, hung it from his 47's bomb davits, and it came home that way. Probably just one of the many stories that floated around.
I'll close with this. A few years ago I got a letter and then some phone calls from some old 43rd PMS guys, who were planning a reunion. One thing followed another and we did have that reunion. I went to it and several others before deciding I didn't have the enthusiasm to keep on doing it. But I think it's still going on. I might be able to put someone in touch with some of those guys, if you want.
It's been fun to write this. Anyone who'd like to communicate, well, I've listed my email address,and I'd love to hear from you.
