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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) |
| Dan Mosiello, e-mail, 06.03.2010 08:19 Although I didn't think so at the time I was lucky enough to crew acft 169 out of Mather A.F.B. One of the first iron bomb aeroplanes to fly out of Guam to Vietnam. I can still remember the feeling of lightness after deploying our payload over the jungle. Long time ago but still remember. reply | | someone, 02.03.2010 23:00 i still love this bomber reply | | someone, 27.02.2010 00:59 i love this bomber reply | | Bill Moss, e-mail, 16.02.2010 07:02 I loved this aircraft as it was a navigators airplane. I flew in the B-52 C /D models at Westover AFB from 1964 to 1967 and enjoyed ever minute of it. I was on a Select crew and we were chosen to develope the "Iron Bomb" procedures for the B-52's so they could be sent to Vietnam. The only thing I didn't care for were the 26 hour long "Chrome Dome" missions over to Europe. reply | |
| | Maj. Derek Detjen, e-mail, 09.02.2010 16:06 I was the EWO on the first B-52D crew to complete 100 msns in Southeast Asia in Nov. of 1967. The old girl was by far the most forgiving aircraft ever. Our ECM equipment was the best of any B-52 ever built,and our ability to counter the SAM threat was almost without equal. Ditto that for the MIG threat; our score there was 15 to 0! reply | | Bill Northcutt, e-mail, 04.02.2010 23:29 Walker AFB New Mexico, Guam I loaded many many MK 82s, but that was ok because they never came back reply | | William D. Stromire, e-mail, 01.02.2010 14:35 I flew the B-52 G & H models out of Minot AFB, ND and Barksdale AFB, LA during the 80's as co-pilot, aircraft commander, and instructor pilot. The aircraft was never used for its original purpose - the delivery of nuclear weapons in war. As part of the nuclear triad, it did the job of deterring the Soviet Union and Chinese from forcing their influence upon us. When the first model of the B52 launched, I was eight months old. Now I'm approaching 56 and the last B-52 crew has yet to be born. That says a lot for the durability of Boeing design and maintenance on the aircraft and its accompanying Boeing KC-135 tanker force. With a success like that, why should we taxpayers switch to Aibus airframes. They have a nasty habit of falling apart in the sky. American Airlines takeoff out of LGA in 2001 and the Air France disaster out of Brazil in 2009 are two good examples. reply | | Dennis, e-mail, 01.02.2010 02:17 I guarded SAC B-52's from 65-69 with the 91st Bombardment Wing in both Glasgow AFB, MT and Anderson AFB in Guam. We had 2 launches daily of 5-6 birds bombing Vietnam. I watched 2 crash with all crewmembers lost. These were the "black Eagles". Wonderful birds and crews. reply | | Bruce Beatty, e-mail, 20.01.2010 07:48 Sara,
I was a B-52 Bomb /Navigation-Offensive Avionics Systems technician /Master Instructor from 1974-1993. "8 x turbo-jet" means 8 J-57 turbojet engines (B-52A through G models). Late-series BUFFs had water injection to increase thrust, as the J-57s were rated at between 11,000 and 13,000 pounds. P&W TF-33-P-3 were the turboFAN engines used on the B-52H models. These engines were rated at 20,000 pounds thrust each, although they were governed to around 17,000 pounds so as not to overstress the airframe
Among the minor errors in this article are: there were no B-52s with 4 20mm cannon. Very few had 2 20mms adapted /adopted from the B-47 /B-36. The great majority of B through G models were armed with 4 .50 caliber turret mounted, radar guided /aimed tailguns. B-52 H models were armed with one M-61A3 Vulcan 6 barreled 20mm rotary cannon capable of up to 4,000 rounds per minute.
B-52H models were capable of a top speed of around 695 mph (slightly higher in a dive).
During Vietnam, many D model and some G model B-52s were modified (know as "Big Belly) to carry 84 each 500 pounds bombs internally, with 24 500s or 750s on external wing-mounted pylons, for a total of 108 bombs.
A fully loaded B-52H could carry 4 gravity-type nuclear weapons, plus a rotary magazine with up to 8 SRAMs or cruise missiles, internally, PLUS up to 12 Air Launched Cruise Missiles or AGM-69 Short Range Attack Missiles (SRAM) on wing-mounted pylons. No idea what they can do now.
The B-52 was supposed to be an interim, high altitude precision nuclear bomber and was to serve into the late 70's /early 80's. Predicted service life has been extended until at least 2025, and they have been adapted /modifid for many different roles. The newest one, tail number 61-01040, rolled off the assembly line in June, 1962 (I was 6 1 /2 years old).
Does anyone know what happened to Merlin DeCamp (old D model troop; retired out of Lowry)? reply | | Jim Beath, e-mail, 20.01.2010 04:30 I served on B52F's and G's for almost all of my 20 year career as a Bomb /Navigation Technician. I can honestly say that THE most impressive thing I ever saw them do was a 30 aircraft MITO,(Minimum Interval Take Off), during an ORI,(Organization Readiness Inspection), at Carswell AFB in the mid 60's. For those of you who may not know about MITO's, the first a /c takes off straight ahead, the next starts down the runway almost immediately after the first and just as soon as he gets airborne he banks hard left, the third follows the second, but peels of to the right and they continue that pattern until the last a /c. By that time the air is boiling black and each of the pilots are fighting to maintain control. During that particular MITO one of the aircraft in about the 8th or 10th spot lost an engine and we watched the dust fly up from the end of the runway and he barely, and I mean BARELY, cleared the hill off of the end of the runway, which was a major highway in Ft. Worth! We all stood there awestruck but it made it! I am proud to have worked on such an incredible aircraft! reply | | John R. Goleno, e-mail, 19.01.2010 23:15 The photo on top could be the GE test bed aircraft out of Mojave that was testing CF6 engines, at Edwards AFB in the late 60's to early 70's. The aircaft is still here at Edwards, on the South edge of the lakebed all cut up along with "379" (barrier test aircraft). "008" (Balls-8) is on display at the North Gate,(Hwy 58)to Edwards AFB, CA. I was the Crew Chief /Flt Mech on 008 from 69-75 got out of the service and started crewing 905, NASA's 747 Shuttle Carrier Aircraft. The B-58 and the B-52's still hold a warm spot in my heart. They were both great aircraft to work and fly on. reply | | John R. Goleno, e-mail, 19.01.2010 23:13 The photo on top could be the GE test bed aircraft out of Mojave that was testing CF6 engines, at Edwards AFB in the late 60's to early 70's. The aircaft is still here at Edwards, on the South edge of the lakebed all cut up along with "379" (barrier test aircraft). "008" (Balls-8) is on display at the North Gate,(Hwy 58)to Edwards AFB, CA. I was the Crew Chief /Flt Mech on 008 from 69-75 got out of the service and started crewing 905, NASA's 747 Shuttle Carrier Aircraft. The B-58 and the B-52's still hold a warm spot in my heart. They were both great aircraft to work and fly on. reply | | d man, 17.01.2010 05:23 the biggest and baddest reply | | Bob, e-mail, 11.01.2010 21:37 In 1959 we received brand new B52gs and Kc135s, Itwas around1982 we went up to Grissom AFB in to watch the Thunder birds and look at the changes, Parked was the uglist B52 I ever saw, I told my son who was around 12 or 13 . cOME ON AND iLL SHOW YOU WHAT i WORKED ON, H laughed and said you never worked on that, we walked up to the frorn Wheel well and I was showing him stufff and the crew was setting uo there drinkinga beer, I asked where they where from, They said Rome NY I said oh the old 4039th at Griffis, They asked me if I was stationed there and where shocked when I told them we received the planes in 1059 and 60 from the factory, reply | |
| | Steve, e-mail, 05.01.2010 21:44 I was fortunate (?) enough to amass 3,000 hours in D's, F's, G,s & H's during my career as a navigator & bombadier. Over the years, it was amazing how the changes to the bombing and naigation systems made the BUFF an accurate bombing platform. In the early days, winding up in the correct state was pretty good. Flying over the pond in either direction was very stressful -- does anyone remember "grid?" Yikes!!!
I was fortunate to fly the last D model in bomb comp just before it headed to the bone yard. It was as accurate as any airplane in the competition and finished well. It truly was a joy to fly: the mission was always a challenge. A successful day always left the crew with a great feeling of accomlishment. And, it really was a crew effort. reply | | jj, 10.12.2009 20:42 it sucks reply | | Bob Slagle, e-mail, 07.12.2009 04:06 I flew in a B-52C out of Westover AFB as an EWO (Old Crow--really old now!). From what I understood, ours were the oldest B-52 models flying missions over Vietnam out of Andersen AFB, Guam. A wonderful aircraft piloted by a great former Korean fighter jock, Ed Lewis, one of the few African-American B-52 pilots at that time, who I always trusted to bring me home safely, as he did me to do my job professionally, if need be. We were together for 3 memorable years at Westover AFB. Our wing had been an Augmentee Wing at Andersen for training purposes (16 missions) prior to our planned return to Guam for 1 1 /2 years as the Resident Wing. The Resident General pinned the air medal on my tans after the 16th mission; however, while doing so he pricked his finger and said "sorry, Captain, I got a spot of blood on your uniform." Since he was one of the guys, I said "that's o.k., Sir, it'll give me courage" to which he laughed! He was due to be re-assigned to Washington and most likely another star; sadly, he went down on his final mission as The Task Force Commander, sitting in the jump seat, due to a mid-air collision. The base was shocked! Some things you never forget! I never made that next tour since I wiped out my left knee that knocked me off flying status. Off to civilian life for me! In case any of the old crew happens to read this, and especially Ed Lewis, please send me an e-mail. Obviously, I have some great memories of my 6 years service. Phone: 978-499-4479. Cell: 978-944-2324
God Bless Our Troops! reply | | DAVID RAY, e-mail, 16.11.2009 20:29 MY FATHER WORKED ON THE FIRE CONTROL IN THE EARLY 50'S. WE WERE STATIONED AT LORY IN MAINE. reply | | 123murisoca123, e-mail, 16.09.2009 19:19 look at the turbine on the left side ta wrong !!!!!!! reply | | paul scott, e-mail, 09.09.2009 21:25 What can be said about the '52? surely a true great, still in service upgraded fifty years later. Long may she continue! reply |
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