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
Was with 57th WRS Hickam 1955-1958 4860 Eng mech. I don't remember any engine failures besides the ones caused by ground crews (easer to replace than to fix). Spent last few mounths on Eniwetok befor discharged in 1958. I always thought she was a great plane.
Just found this site and wanted to give say hello to all who have flown and worked on the B-50. I was a pilot on WB-50s both at McClellan AFB and Kindley AFB ('58-'62). Great experiences, but not without loads of excitement to say the least. Shut down many, many engines during my five years flying the airplane. Always had problems at high altitudes with the turbo waste gates slamming shut which immediately ruined the engine. Landed twice with only two engines operating and almost ditched near Bermuda after experiencing a massive electrical problem. Saved by a BOAC (now British Airways) 707 who flew up beside us at 1,000' in our descent to impact the water. Spent many hours running around finding and tracking hurricanes but loved every minute of it. To Ed Fleck - hey I remember you well, buddy!
For Leo, The control surfaces on The KB-50 were fabric covered and required a 'Mullins' test every 18 months. ****I'm also interested in any information on a crash of a KB-50 at Plumtree Island near Langley that took place about October 1959. I was enroute from the 427th t0 The 420th at RAF Suclthorpe U.K. the day or evening it happened. Thanks in advance.
I was born in 1951 near Dayton, Ohio. A few of my classmates and I who grew up here have been discussing a military air crash just south of Dayton around 1957-58. Some of our research lists the plane as a B-58 and shows 11 dead, two of whom were civilian on February 27, 1958. Searches on the internet and local history sites don't list any large bomber accidents in this location. Several references point to a 1957 crash of a B-26, but this was a few miles north of our location. Response from anyone recalling any details about this crash would be appreciated.
To C.R.Layton I was also in the 58WRS at Eielson from March 57 until May 58 when I went to McCord AFB to be in Det ? of the 55th. When is the reunion in Branson? I have fond memories of the B-50D but mostly of the great personnel of the Squadrons. I worked on the B-50 at McClellan, McCord, Hickam and of course Eielson. I also flew test flights for engine problems.
On or about May 12, 1957 Dave Garroway's Wide, Wide World, did a show that featured 3 F100 Sabrejets refueling from a Kb-50 out of the 431st squadron. The video is supposedly on the web, but I can't find it. My father-in-law was the navigator on that flight. If you have any info on this, please let me know.
I'm looking for info on two B-50 crashes my Dad was in. He was M /Sgt Eullen Trotter, a flight engineer in the 97th Bomb Wing, Biggs AFB. Dad was reassigned to Kelly in early 1953 so the crashes would have been from '48-'52. I believe a gunner died in one of the crashes. Don't know if they were near Biggs or not.
Just ran across this site and have enjoyed reading the comments of others. I also flew on th B50D and went TDY to Lakenheath, England and Sidi Slimane, Africa as a Radio /ECM operator. The plane was great as well as the crew. I believe the 97th Wing introduced the boon type air refueling. Wished I knew where I could get a good photo of the B50D. I went from Offut AFB to Biggs in 1952.
I was a Gunner on the B-50, TDY from Hunter AFB June '53 thru September '53 to LakenHeath and Upperheyford AFBs in England, the B-50 was an excellant aircraft.
I was in the 1376th CAMRON, later 1370th OMS, at Turner AFB from early 1963 - April 1965. Spent one six-month TDY at Georgetown, BG. When I came back to Turner, I went to C-118 school and became assistant crew chief on the one C-118 we had. Got a lot of good trips on the C-118, carrying B /Gen Wallace (APCS Commander) to visit all the ASTs. I've lost contact with all the 1370th guys.
Hello I am looking for my grandad Frank Maguire /Mcguire who was based at Biggs AFB 1950's and did TDY lakenheath 1952 - believe he was a Co pilot. Does anyone remember him or know the best way I can find him? Thanks everyone. Jayne Devon, UK
I flew as a flight engineer on the KB-50J in the 431st AREFS at Biggs AFB,TX 1963 to 1965. Old but good aircraft. Never had any really serious problems.
I served in the 431st AREFS at Biggs AFB, El Paso, TX from April 1962 until March 1965 when the unit was deactivated. The KB50J was a great plane. It always got off the ground. Having six engines always helps. We lost one B50 while I was there due to pilot error when he forgot to lower the landing gear while shooting touch and go landings. On the plus side, no one was hurt and we got the week off while the runway was undergoing repairs. I was a Parachute Rigger. Fortunately no one ever had to use one of my chutes. I went on to retire after 24 years, mostly doing Intel work with the ANG. Ted Brown MSG, USAF /Ret
Note for Bob Ogden, I was at Lakenheath during the Mar /May TDY, assigned to 4012th A&E Squadron, Working on 341st a /c as a radar tech on navigation and bombing system. Finished my time at Biggs in Jan, 54. I still have a love affair going with those big birds.
I believe KB50J's were in use by the 431st & 432nd Tactical Refueling Squadron at Biggs AFB, El Paso, TX in the early 1960's til probably the mid-1960's.
George Stewart
Did you know my father-in-law TSgt Ed. Stoelting at Biggs. Thanks
Dave Gaw
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