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| Most post-World War II bombers evolved from military requirements issued in the early or mid-forties, but none were produced as initially envisioned. Geopolitical factors accounted for the programs; the military threat, varying in degrees of intensity through the years, never ceased to exist. While these factors justified the development of new weapons, technology dictated their eventual configurations. Strategic concepts fell in between, influenced by circumstances as well as the state-of-the-art. Thus the B-36, earmarked in 1941 as a long-range bomber, capable of bearing heavy loads of conventional bombs, matured as the first long-range atomic carrier. The impact of technology was far more spectacular in the case of the B-52, affecting the development of one of history's most successful weapon systems, and the concepts which spelled the long-lasting bomber's many forms of employment.
As called for in 1945, the B-52 was to have an operating radius of 4,340 nautical miles, a speed of 260 knots at altitude of 43,000 feet, and a bombload capacity of 10,000 pounds. Although jet propulsion had already been adopted for the smaller B-45 and B-47 then under development, the high fuel consumption associated with jet engines ruled against their use in long-range aircraft. But what was true in 1945, no longer applied several years later. After floundering through a series of changing requirements and revised studies, the B-52 project became active in 1948. Air Force officials decided that progress in the development of turbojets should make it possible to equip the new long-range bomber with such engines. The
decision, however, was not unanimous. Money was short, B-52 substitutes were proposed, and it took the deteriorating international situation caused by the Korean conflict to ensure production of the jet-powered B-52-the initial procurement contract being signed in February 1951.
While technological improvements received top priority when new weapons were designed, untried technology was a tricky business. Hovering over the B-52 weapon system was the specter of the B-47's initial deficiencies. As a result, the B-52 was designed, built, and developed as an integrated package. Components and parts were thoroughly tested before being installed in the new bomber. Changes were integrated on the production lines, giving birth to new models in the series, a fairly common occurrence. Yet, in contrast to the usual pattern, B-52 testing only suggested improvements, and at no time uncovered serious flaws in any of the aircraft. In fact, Maj. Gen. Albert Boyd, Commander of the Wright Air Development Center, and one of the Air Force's foremost test pilots, said that the B-52's first true production model was the finest airplane yet built.
Initially flown in December 1954, the B-52's performance was truly impressive. The new bomber could reach a speed of 546 knots, twice more than called for in 1945, and could carry a load of 43,000 pounds, an increase of about 30,000 pounds. Still, most of the early B-52s were phased out by 1970, due to Secretary of Defense Robert S. McNamara's mid-sixties decision to decrease the strategic bomber force. However, the later B-52G and H-models, and even some of the earlier B-52Ds, were expected to see unrestricted service into the 1980s.
By mid-1973, the B-52s had already compiled impressive records. Many of the aircraft had played important roles during the Vietnam War. Modified B-52Ds, referred to as Big Belly, dropped aerial mines in the North Vietnamese harbors and river inlets in May 1972. In December of the same year, B-52Ds and B-52Gs began to bomb military targets in the Hanoi and Haiphong areas of North Vietnam, where they encountered the most awesome defenses. Although the B-52s were often used for purposes they had not been intended to fulfill, after decades of hard work they remained one of the Strategic Air Command's best assets.
| CREW | 6 |
| ENGINE | 8 x turbo-jet P+W TF-33-P-3, 75.7kN |
| WEIGHTS |
| Take-off weight | 221350-226000 kg | 487996 - 498247 lb |
| Empty weight | 111350 kg | 245486 lb |
| DIMENSIONS |
| Wingspan | 56.4 m | 185 ft 0 in |
| Length | 47.6 m | 156 ft 2 in |
| Height | 12.4 m | 41 ft 8 in |
| Wing area | 371.6 m2 | 3999.87 sq ft |
| PERFORMANCE |
| Max. speed | 1070 km/h | 665 mph |
| Cruise speed | 900 km/h | 559 mph |
| Ceiling | 18300 m | 60050 ft |
| Range w/max.fuel | 16000 km | 9942 miles |
| Range w/max payload | 11800 km | 7332 miles |
| ARMAMENT | 4 x 20mm machine-guns, 34000kg of bombs and missiles |
 | A three-view drawing (1000 x 592) |
| ken, e-mail, 24.04.2011 02:02 Amassed over 5,000 hours in B-52 B,C,D,F,G, and H's during the 60's and 70's. With due respect to the B-17 and B-24's, The 52 has to be the best bomber this country has ever produced. You always knew it would get you home ! Ken reply | | m wodarek, e-mail, 22.04.2011 18:35 Worked on the ASG-15 at Ramey AFB.
Any body still around from there? Nice weather to work outside there. Yet the G model faded out of existence.Now it seems it was a good experience. I left there and went to Shilling AFB Kansas,gunnery firing range. Anyone from there? Like to hear from you. reply | | Floyd, e-mail, 22.04.2011 06:08 Served 66 /70 and 72 /84 Grand Forks AFB, ND with the B-52H and G models as a ground crew member and crew chief and later as an FTD instructor. The 52 was transferred out with the B-1 bomber being assigned to GFAFB. Even with the hard work and extreme weather conditions, I enjoyed it very much. Last I heard was that the H models are the only ones still flying and are still being modified to coincide with current conditions such as smart bombs. From the latest photos I've seen, the tail gun has been removed. reply | | Ed Godwin, e-mail, 14.04.2011 03:12 I was a Jet Engine mechanic at Altus AFB Dec.'59-Jun. '63 with the 11th B.W.(later the 11th S.A.W.) I was in Engine Conditioning. I remember many of the A /C numbers of both the B-52 and the KC-135s that I serviced. T /Sgt Cook was my first shop chief and he was a genuinely nice man. I also greatly respected S /Sgts Spencer, Poston, Moreland and Foster. Others: Not so much. reply | |
| | Dave Matthews, e-mail, 12.04.2011 21:35 More info on the 'three' engine buffs. When the 17th BW at Wright-Patterson switched from B-52E to H, two of the E models went to Pratt&Whitney and General Electric to serve as test beds for the ultra fan jets. The GE aircraft tested the TF-39 (C-5) and the CF-6 (747). reply | | Frank, e-mail, 05.04.2011 21:43 In answer to Sanderford - Pratt&Whitney used a B-52 as a test bed during development of the JT-9D for the 747. My guess is thats a picture of the plane used by Pratt. reply | | Kevin H., 05.04.2011 05:55 Stationed at Dyess AFB, mid 70's with the tall tail "D" model as a Crash Crew (CFR) crew member, many hours watching take offs landings and touch and goes. Amazing aircraft to have worked on and in as Firefighter. reply | | Ray Sanderford, e-mail, 05.04.2011 03:23 Was that photo of a B-52 at the top photoshopped?
A double engine and a single engine on one wing? reply | | Dave Rogers, e-mail, 03.04.2011 21:41 Flew the H 65 /69 @ Grand Forks, ND & then the O-1 in VN. The buff was the most reliable aircraft I have every flown. I was fortunate to have made the left seat as a Frst Lieutent and will always be greatful for that honor. reply | | Charles O'Donnell, e-mail, 02.04.2011 04:44 Active duty 1956 to 1961 Westover AFB 99th bomb wing 347 squadron. B-C-Ds.Love the mames the aircraft are called now.Told a new guy to clean the snow from wings but he forgot about the vortex generators you know what happened.Finally I have heard that sons of some of the older pilots are now flying the Gs.Keep up the great work. reply | | BILL EGLINTON, e-mail, 10.03.2011 14:58 Nice to read all the comments from you kids... My first flight was 1959 (Castle AFB Crew Training), then 77th Bomb Sqdn, Ellsworth AFB until 1966.. 25 airborne alert flights, over 2000 hours in the "D"... went from 1st Lt to "Spot" Major.. Nav to Bombardier.. lots of wild stories in all those years.. Sure glad it was a forgiving airplane. All those years of training and I missed Vietnam. You guys did a great job. I was there at MACV HQ in 72-73 and got rolled out of bed many times when you made your drops within range of Saigon.. reply | | Jim Rowan, e-mail, 02.03.2011 15:32 Ernest - I was at the snack bar on the hill above the north end of the runway with our bomb loading crew in the summer of '69 when that BUFF tried to abort takeoff. We were watching the launch. From our perspective, the planes would go behind the big hangar near the middle of the runway and be in the process of rotation with the front gear off the ground when they reappeared. This one, however, had the big chute deployed as it came from behind the hangar. We all looked at each other, knowing there was very little chance of that big boy getting stopped before the end of the runway. It didn't. Lots of mud and jungle bush went flying but it seemed like a fairly 'soft' event...until the fire started under the right wing near the bomb bay. As I recall, the crew escaped unharmed but a helicopter crew was lost in the eventual explosion. I may be mistaken about the helo crew but there is no doubt about the bomb(s) cooking off! We left the snack bar when the fire crews flew past us up the hill screaming at us to get in our truck and get out of there. We made it back to our unit about a minute before all hell broke loose. Obviously, you never forget an experience like that. Loved U Tapao though! Especially the beach!! reply | | Jack, e-mail, 20.02.2011 05:03 I actually saw the buf that was displayed in the picture. Having flown D models out of Ellsworth and 3 Arclight tours, I took a real double-take that day. Several years later as a pilot with TWA, I flew to Hartford, CT. It was a test bed for the J-9 (B-747)and other engines at the Pratt-Whitney facility across the firld. reply | | Gene Lock, e-mail, 19.02.2011 19:52 Spent 2 Arc Light tours, 68&69, wave lead navigator on Ds eventually. Guam, Kadena and Utapao rotations. As youngest /skinniest on board, my "additional job" was crawling into bomb bay to check for stuck bombs. Very cold, dark and noisy back there at 42,000 feet. reply | |
| | Don Barker, e-mail, 17.02.2011 23:12 I had the privilege of being a Doppler tech on B-52D at U Tapao 1973, B-52H at K.I.Sawyer 74-75 and 77-80. The experience is one I will never forget. There I was, all 110lbs of me, lifting RTs and Freq Trackers that weighed 90lbs! reply | | John Fitzhugh, e-mail, 17.02.2011 09:55 I was an MA repairman TDY to Utapao from Carswell in 1972. From the shuttle truck we watched a Buff lift off and turn its wings verticle. The shuttle driver said " you don't see a 52 recover from that"...but it did. You wonder what went on in the cockpit and who the top notch driver was. reply | | Rich Bail, e-mail, 16.02.2011 13:13 Photo is incorrect. See wrong engine on right wing. Also guns were quad 50 caliber,nor 20mm and later models used a single Vulcan 20mm cannon. 5 barrels reply | | John Taylor, 05.02.2011 20:03 I flew the 5-52B,C,D,E F, and G. At Castle, Fairchild, Carswell and Griffiss. I was a Command Pilot with almost 10,000 hours. I believe I could be blindfolded and carried into the cockpit and I would recogonize it by the smell. Thanks Boeing. reply | | Ernest Orem, e-mail, 01.02.2011 05:48 I was a staff sgt at Utapoa from Jun1969-May 1970 , AFSC 30650. I was just outside the main gate when a B-52 aborted takeoff and crashed at the north end of the runway. I took a poloroid picture of the crash and still have it.You never hear about this crash. reply | | Maurice E. Marler, e-mail, 28.01.2011 07:30 I was associated with B-52(D and G)aircraft at two different bases between 1959 and 1966. It never ceased to amaze me at the 16-foot flexure in the wings. But it always puzzled me that the navigator got only an 8 X 10 window. With two refuelings (remembdeer "Cold Coffee" anyone?)it could fly more than 10,000 miles. reply |
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