The B-50's development was approved in 1944, when the aircraft was known as the B-29D. Still in the midst of war, the Army Air Forces (AAF) wanted a significantly improved B-29 that could carry heavy loads of conventional weapons faster and farther. As World War II ended, the production of thousands of B-29s was canceled. The B-29D survived, but its purpose was changed. Redesignated as the B-50 in December 1945, the improved bomber was now earmarked for the atomic role. The decision was prompted by the uncertain fate of Convair B-36, the first long-range, heavy bomber produced as an atomic carrier. Of course, some of the B-29s that had been modified to carry the atomic bomb remained available, and surplus B-29s were being reconfigured for the atomic task. Just the same, the B-29s of war vintage were nearly obsolete. Hence, they would have to be replaced by a more efficient, atomic-capable bomber pending availability of the intercontinental B-36 or of another bomber truly suitable for the delivery of atomic weaponry.
While the short-range B-50 was immediately recognized as a stopgap measure, the magnitude of the aircraft's development problems proved unexpected. The B-50's first difficulties stemmed from its bomb bay which, like that of the B-29, was too small to house the new bomb and its required components. The fast development of special weapons created more complications, since the individual components of every single type of bomb had to be relocated within the bomb bay's narrow confines.
In keeping with the usual vicissitudes accompanying the development of any new or improved aircraft, the B-50 soon exhibited engine malfunctions. Then, cracking of the metal skin on the trailing edge of the wings and flaps dictated extensive modifications. And while these problems were being resolved, new requirements were levied on the aircraft. In 1949, as the proposed RB-36 remained a long way off, and because of the older RB-29's deficiencies in speed, range, and altitude, some B-50s had to be fitted for the reconnaissance role. To make matters worse, fuel tank overflows, leaking fuel check valves, failures of the engine turbo-chargers, generator defects, and the like continued to plague every B-50 version.
Meanwhile, contrary to plans, most B-50s came off the production lines without the receiver end of the new air-to-air refueling system being developed by Boeing. Additional, and successful, modifications therefore ensued. Nevertheless, the Strategic Air Command (SAC) had no illusions. The B-50, along with the B-36 (first delivered in June 1948), would be obsolete in 1951. That the B-50 did not start leaving the SAC inventory before 1953 was due to the production problems and many modifications of its replacement: the subsonic B-47.
Boeing B-50 on YOUTUBE
3-View
A three-view drawing of Boeing B-50D (582 x 774)
Specification
MODEL
B-50A
CREW
11
ENGINE
4 x Pratt & Whitney R-4360-35 Wasp Major, 2610kW
WEIGHTS
Take-off weight
76389 kg
168410 lb
Empty weight
36764 kg
81051 lb
DIMENSIONS
Wingspan
43.05 m
141 ft 3 in
Length
30.18 m
99 ft 0 in
Height
9.96 m
33 ft 8 in
Wing area
161.55 m2
1738.91 sq ft
PERFORMANCE
Max. speed
620 km/h
385 mph
Cruise speed
378 km/h
235 mph
Ceiling
11280 m
37000 ft
Range
7483 km
4650 miles
ARMAMENT
12 x 12.7mm machine-guns, 1 x 20mm cannon, 9000kg of bombs
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Hope this isn't too late for you, Mac. I'm 90 and going strong --mostly. At Mather in 1953, my cadet class M-36R was training to be triple-rated observers ("monsters") for B-36 aircraft. Our flights were nearly all scheduled to be in either the beautiful, reliable Convair twin-engine T-29; or the complex, ponderous TB-50 which was outfitted for training flight engineer students as well. Our routine for the T-29 was to report to the flight line, board the aircraft, check our gear, take off and complete the flight. Our routine for the TB-50 was to report to the flight line, check the maintenance status of the aircraft, form a circle and sit on the concrete until takeoff deadline had passed, acknowledge our instructor's announcement that the mission was scrubbed and that we were dismissed for the day, return to the barracks, eat our flight lunches, change into civvies and go to town. NOT ONCE did we complete a flight in, or even see the inside of, a TB-50 --with one exception: One evening, a classmate, jovial John Folloni determined he would have a B-50 experience or bust. He hung around Operations and got himself booked on a TB-50 local-area flight whereon some pilots were to practice night takeoffs and landings. One of the aft gunner /scanners even allowed John, during a landing, to take his seat at the sighting blister where he soon demonstrated his natural ability as a scanner by perceiving that the sparks appearing at the propeller tips were indicative of a gear-up landing. John would claim later that, by the time he reached the nearest exit, it had been opened by a crewman, over whose back he climbed to get himself outside and on the ground before the plane had stopped skidding. A subsequent unofficial report stated that firefighting and rescue personnel arriving at the aircraft could not find anyone in or near it. Ever since those days, I have wondered how the flight engineer students were able to complete their training. Hans.
Hey, Stuart Murphy. I was at Palm Beach in 1958 also on the crew that photographed Yahoo and Umbrella. Your post indicated you had been to Eniwetok. I'm not aware of any other times other than Apr-May-June '58 Operation Hardtack that we had an RB-50 there. I was second photo and acting Operation NCO. You are right, very few of the prop plane crews left.
I was stationed in the 1370th photo mapping sqd at Turner field in Ga 1961-1963 Tdy to Georgetown British Guiana and Port Moresby New Guiana then PCS to 6486th Hickam AFB Hi. Took radio and Radar repair at Keesler AFB Miss 1961-62.would like to hear from anyone who might have been stationed at either base at that time.
I WAS ACREW MEMBER B-50 AT MATHER ARFB SAC CALIF. AS A SR. BOMB NAV.TECK. WE WERE TRAINED ON E-6 AUTOPILOT [HOHEYWELL] AND NORDEN BOMBSIGHT---1952-1953 35 A AND E SQ.
A relative of mine, William Bell, was killed in 1950 after the B50A 46-021 crashed near Eglin AFB Florida... He was buried in his hometown in the Day, Lafayette County, FL cemetery. My parents and I attended the graveside funeral services...
Just saw your 2017 post on Ed Stoelting, your father in law. Ed was radio operator on same crew as me in 1954,1955 at Biggs AFB El Paso TX and lakenheath Eng. I was ECM on many flights with Ed. Squadron was 343SRS also known as 4021 Bomb Squadron. Plane tail number 47156. A /C Maj. Marshall. We flew from Russian base Murmansk in Arctic to Black Sea and Caspian Sea in Middle East. We were stationed in Lakenheath. Coincidentally, the father of my next door neighbor was also on RB 50 and in same squadron too. His name was Lovell Parker. Small world isn’t it.
Just saw your 2017 post on Ed Stoelting, your father in law. Ed was radio operator on same crew as me in 1954,1955 at Biggs AFB El Paso TX and lakenheath Eng. I was ECM on many flights with Ed. Squadron was 343SRS also known as 4021 Bomb Squadron. Plane tail number 47156. A /C Maj. Marshall. We flew from Russian base Murmansk in Arctic to Black Sea and Caspian Sea in Middle East. We were stationed in Lakenheath. Coincidentally, the father of my next door neighbor was also on RB 50 and in same squadron too. His name was Lovell Parker. Small world isn’t it.
Donald? Please email me your contact info. I would love to sit down and talk about your memories of Ed. The family has very little info about his time in the 343rd. His daughter(my wife) was born at Ramey in 1951. Where do you live?
i just finished reading this web page on the B50. I especially enjoyed the emails from crew members, maintenance folks etc. I flew the RB50 at Palm Beach AFB Fla, the WB50 at Kindley AFB, Bermuda, and the RB50 again at Turner AFB, Ga..This got me to a lot of interesting places like England, Azores, North Africa, Iceland, Thule, Panama, New Guinea, Colombia, Japan, Hawaii, Phillipines, Guam, Samoa, Port Moresby, Eniwetok, Austrailia, and other places I can't remember at the moment. It was exciting, important and rewarding. The many people involved were the most rewarding part of it. God bless you all! Hi to Ed Fleck, and Gene Sheldon ! Our ranks are thinning thanks to Father Time. I'd do it again though, how bout y"all? Stu Murphy
I was a tail gunner with "Menting's Meatheads" in the 6091 Recon Sq. in 1955. Flew many recon missions on an RB-50 while at Yokota AB in Japan. Great times except when an engine blew one night on takeoff. Makes for an interesting pucker time. Great engineer had that puppy "fire-out and feathered" in seconds and a great AC (Capt. Carrol V. Menting) had us back on the ground in minutes. Never saw so many fire trucks in my short 20 year old life.
Was an airborne radio Maintenance technician, 1370 PMW AST-7, Guam, 1962. Got to ride the bombardier position during in flight maintenance testing. The take off and landings were fantastic. Nothing like the view of the runway coming up to meet you up close and personal.
This message is in reply to J Stewart, 20.07.2015. My dad was also a weather observer stationed on Guam at the same time. He was suppose to be on that flight but schedules were changed at the last minute. He is still living and talks frequently about this incident. He spent many hours after looking for this aircraft.
My dad was a weather observer stationed on Guam with the 54th weather squadron. The B50 he was flying in went down 500 miles off Guam during typhoon Ophelia in Jan of 1958. He loved flying and took some beautiful pictures from the eyes of several typhoons.Guess the typhoon was stronger than the aircraft. Anyone remember or was it too long ago? My dad was Capt. Marcus George Miller.
Is your dad still alive? Sorry I didn't see this sooner. My mom could never talk about it but I think I heard they found some debris from the plane. I had a great deal of trouble accepting my dads death. Hearing that and seeing the debris would have helped me. But like I said--it was too hard for mom to talk about.
Hi Judith: I am so glad to hear from you. Sadly, my dad passed away about 5 years ago. He talked often about this, He was very much effected and he has always been very saddened. Although I do not know you, I feel there is a connection in some way. I have always felt so sorry for your families loss. I was not very old during our time on Guam only about 2. My brother was older, about 7 or 8. He would have been called Chucky. I can’t even imagine how hard this must have been for your family. Love, Wendy
Dave Gaw
Hope this isn't too late for you, Mac. I'm 90 and going strong --mostly. At Mather in 1953, my cadet class M-36R was training to be triple-rated observers ("monsters") for B-36 aircraft. Our flights were nearly all scheduled to be in either the beautiful, reliable Convair twin-engine T-29; or the complex, ponderous TB-50 which was outfitted for training flight engineer students as well. Our routine for the T-29 was to report to the flight line, board the aircraft, check our gear, take off and complete the flight. Our routine for the TB-50 was to report to the flight line, check the maintenance status of the aircraft, form a circle and sit on the concrete until takeoff deadline had passed, acknowledge our instructor's announcement that the mission was scrubbed and that we were dismissed for the day, return to the barracks, eat our flight lunches, change into civvies and go to town. NOT ONCE did we complete a flight in, or even see the inside of, a TB-50 --with one exception: One evening, a classmate, jovial John Folloni determined he would have a B-50 experience or bust. He hung around Operations and got himself booked on a TB-50 local-area flight whereon some pilots were to practice night takeoffs and landings. One of the aft gunner /scanners even allowed John, during a landing, to take his seat at the sighting blister where he soon demonstrated his natural ability as a scanner by perceiving that the sparks appearing at the propeller tips were indicative of a gear-up landing. John would claim later that, by the time he reached the nearest exit, it had been opened by a crewman, over whose back he climbed to get himself outside and on the ground before the plane had stopped skidding. A subsequent unofficial report stated that firefighting and rescue personnel arriving at the aircraft could not find anyone in or near it. Ever since those days, I have wondered how the flight engineer students were able to complete their training. Hans.
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