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 assigned to Hunter AFB Georgia after tech school. I was the assistant crew chief on B-47E 53-1955. SSgt Gerald Lambniak,(spelling?) was my CC. Of my twenty years in the AF. This was the best. The Air Force was good to me, most of the time. I retired a Master Sergeant in 1979. The B-47 is the most beautiful aircraft ever!!! I live in Sumter SC now. Anybody who remembers contact me.
Hi. My partner and I are doing a history project for my high school on the B-47 Stratojet bomber and we would love to do an interview with any pilots, copilots, or anyone involved in the production of the plane. If you are interested please send me an email!
I was in the 43red Periodic Maintenance squadron at Davis Monthan AFB.My job was to disassemble various engine components of the B-47, inspect and reassemble. Master Sgt. Boss was the dock chief and Staff Sgt. Jim Lane was the assistant.I used to love to watch those mass take-offs, after the third plane the runway was a cloud of black smoke from the jato bottles. Later we were transferred to the 303rd bomb wing where I was an assistant crew chief. Sgt Willie Caroll was the chief and sgt Blodgett and myself were assistants. Our A /C tail number was 037 and we never missed an on-time flight schedule.Later I was stationed in Morocco,North Africa. I enjoyed every minute of my 9 years in the Strategic Air Command.
My dad was stationed at pease air force base in NH and he worked in maintenance for the B 47 from 1960 to 1965 and his name is HARVEY L. WRAY and i was wondering if any body out there knew him and could you send some photos ? I have always wanted to see the in side of the B 47.
I was an engine run up spec for th 43 A&E FM Sq. Jul 1953 July 1955 at old D.M.Never got to fly in one always in a KC-97 or a C-124 full of Engines. The Bomb Suadron I was in for a while at D.M. set a record for the most Hours in the air with a Nuke on board.I sure miss the guys I served with down there. I dont recall very many of thier names.
...and I thought I was the only guy in love with that big beautiful bird! Mid 50's, just a kid, but a S /Sgt in the 43rd A&E at DM performing A-5 Fire Control System Periodic Maintenance. What memories--on the flight line after a periodic inspection, watching takeoffs with JATO's a'blazing! I tried to picture myself pulling back on the yoke to rotate. Nope. Just a poor fix-it guy. Back to work.
Hey Joseph--Glenn Miller at the club? Kinda rings a bell. BTW, is your father a Cardiologist in Cottonwood AZ?
DAVE HALL,MSGT, USAF, RET., e-mail, 21.10.2008 05:07
I WAS CREW-CHIEF ON A B-47E AT FORBES AFB 55TH B /W 343RD SRS TOPEKA KS. FROM 1954 TO 1958. MY BIRD DID SOMETHING THAT NO OTHER B-47 IN ALL OF S.A.C.NEVER ACCOMPLISHED. I HAD 113 ON TIME TAKE-OFFS WITH NO CANX FOR WEATHER, SUPPLY, OR MAINT.I RECEIVED A LETTER OF APPRECIATION FROM GEN. LEMAY PLUS A PROMOTION TO T /SGT.WITHOUT A DOUBT, THE BEST AIRCRAFT (BOMBER) THE A.F.EVER ACCEPTED!!!!
I was an ecm tech at smokey hill afb,1955-56. I assisted bomb nav. tech in checking bomb nav system wich included making sure the bomb hooks released properly. I did this because there was no ecm geatr to work on at that time. but it waS a great aircraft my best memory was watching from the flight line as the squadron took off for a tdy mission with full jato assist,wow
Crew chief RB47E 53777 & 778, 343rd Sq. 55th wing Forbes A.F.B. Topeka Kansas. My engineering Officer. Capt Palm The book is INVISIBLE FORCE www.arlingtoncemetery.net /wgpalm.htm www.55srwa.org / HISTORY UNDERCOVER TOP SECRET SPY PLANES OF THE COLD WAR HISTORY CHANNEL #AAE-42591
Hello, whoever: I was a crew chief on 53-2377. I know of no more beautiful aircraft. Flew to Goose Bay a couple of times, as no requirement for a CC to be a part of the flight crew was in existence, it was an honorary ride. Essentially I passed coffee! I remember passing over the Canadian border when the PIC asked me to slide into the canopy area. There were two (I hope I am correct...it's a lot of years!) Scorpions on the wing tips...The clear air...the contrails...It's a sight that, this side of my mind shutting down, I shall never forget. I have since received a military retirement as, at end, an E-7 Chinook, Cal. Nat. Guard, Flight Platoon Sgt. I have more than a thousand hours of flight time in this reliable bird! I hope others have had some good memories of the Beautiful, B-47!
Gerald Ascencio (1953-1957 Mechanic and Crew-chief, (SSgt), on B-47s.
I was a Radar /Nav assigned to first B-47 Wing, 306th at MacDill AFB, Fl from 1953-56. The work load for the Radar /Navs was extremely high with this airplane. My next assignment was in B-52s in the 99BW, Westover AFB, Mass. The B-47 was a great airplane that was instrumental in the development of all swept wing modern jet liners. Lt /Col Alex Brewer, Jr USAF (Ret)
Served 4 years with the B-47 and KC -97's at Hunter Field in Savannah Ga. 1957-1961. Great Memories of a GREAT Machine. Most time Spent TDY with 208th Field Maintenance Sq. North Africa Azores among others. We had one come back with 16 feet of its right wing gone. AWESOME AIRCRAFT>
I worked these birds at Homestead Fl.526 th Bomb Sqdn. With rotation T.D.Y. to North Africa for Alert duty.I have a lot of great memories associated with this jet.
I was a crew chief on B-47E 53-1905 at Pease AFB N.H. from 1955 to 1959. The acft was the first one to arrive at the new base and was named "THE STATE OF NEW HAMPSHIRE" assigned to the 349th bomb squadron, 100th bomb wing.They sent her to the bone yard with only 1700 hours on her. A pretty sad day for me!
I grew up with the B-47. My father (same name) flew the B-47 for a good part of his career. I watched the ceremony to take the last B-47 from Pease AFB to the DM graveyard in AZ. We were with the 509th Bomb wing. The B-47 crews spent more time on reflex or in the "mole hole" than they did with their families. Family dinners were often at the officer's club with other crew members and their families as the men were often on alert! These men made tremendous sacrifices and we owe them for the many years they kept us safe! God Bless you all!
I was also at Pease, 509th OMS, 509th BW. Later ended up working in the 817th AD Alert Facility. I remember Lt Col Reynolds, a B-17 pilot from the European Theater, who was the Commander of the facility. Fail Safe at the base theater, and then back to the Alert facility. What an eye opener, particularly after the daily briefings in the morning. Can still remember crew names and faces. Retired after 25 years in the service. Regards ........Al Sac, Ca.
I flew the B-47 at Pease AFB NH from 1958 through 1965. I logged about 2400 Hours flytime on trans-oceanic routes worldwide. I can vividly remember picking up new aircraft at the Boeing Plant in Everett WA. The B-47 design paved the way for the next generation military and commercial aircraft at the Boeing Company. The USA truly had "The Big Stick" with the B-47 paving the way for a superior worldwide Nuclear Capability. Over 1000 aircraft were qualified for the mission. Perhaps the most meaningful role was the deployment I was privileged to fly from Pease AFB, Boston Logan Airport, to Europe to support the atempted Russian incursion of Missiles into Cuba. Because of the Nucear Capacity the US held firm and Russia withdrew their threat to invade Cuba--just 90 miles from the US Mainland! Our Strategic Air Command Motto was "Peace Is Our Profession" and it truly was as we persuaded enemies to withdraw without dropping a single bomb in anger for over 30 years.
I flew the B47E from 1956-1963 at March AFB in the 19th BS, 22BW. From my first flight at McConnell AFB, Ka. till the last in 1963 I just loved that aircraft. It was the most advanced bomber at the time and top speed right up with the 1950's fighters. I also flew the LABS manouvers which really made me a beliver of this magnicifient aircraft as doing acrobacits at 425kts and 200' was a real rush in the 50's to say the least. Had 1,970 hours and many hours behind the KC97's and KC135's that kept me in the air for up to 18 hours on our Polar round trips. My eternal thanks for the Aviation Cadet program of that era that allowed me to become a USAF 2nd Lt. /Pilot. Have lots of B47 memoribila in my house for rememberances. Joseph J. Haas, Lt. Col. USAF Ret.
I flew the B-47E for 1250 hours as a copilot, from Davis Monthan and Mt. Home AFB's. I sat 28 days of Nuclear Alert during the Cuban Crius,plus an average of 11 days of alert per month, and took one of the last B-47E's of Alert on Dec 30, 1965. Aerodynamically it was a very efficient design, because at 45,000 feet if you flamed out you could glide at 240 KIAS, for about 250 NM. Other than the U-2 I know no other USAF aircraft that could beat than glide ratio. Electronically it was an antique, all vacum tube technolgy which was not that reliable. The whole fuselage contained fuel, a small bomb bay and pressurized crew compartment. The Fuselage would hold about 90,000 pounds of fuel plus 22,000 pounds of fuel in wing tanks. The J-47 engine had a tendecy to through red hot turbine blades into the fuselage, which was a disasterous event usually resulting in the lose of a B-47. Fully loaded for Nuclear alert , max weight was 221,000 pounds. The basic aircraft weighed a little under 85,000 pounds, add 5300 pounds of water alcohol and JATO rack (5,000 pounds?). The Co=pilot filled many functions, Flight Engineer, assistant Navigator, Radio Operator, Gunner, ECM operator, crew coordinator, assistant bomberdier,as well as co-pilot. An average mission was 8 hours and I was very busy performing all these duties. On numerous I probably didn,t fly the airplane more than a couple of minutes. I later flew the F-4, which was flying for the USAF in 1964, which had many systems that the B-47 could of used.
Do You remember my father, Lt. Col. Robert Graham? He was the Commander of the 19th in 1963. He died in 1964 when I was 10.
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