In March 1949 the US Air Force's Air Research and Development Command (ARDC) invited proposals for a supersonic bomber, and after submissions had been reduced to two, from Boeing and Consolidated-Vultee's Fort Worth Division, the latter was selected in August 1952 to develop its Convair Model 4 designed to the hardware stage under contract MX-1964. On 10 December 1952 the designation B-58 was allocated and late in that year Convair received a contract for 18 aircraft, to be powered by a new J79 engine for which General Electric received a development contract at the same time. The performance requirement for the new aircraft demanded considerable advances in aerodynamics, structures and materials. The resulting design, one of the first to incorporate the NACA/ Whitcomb-developed area-rule concept, was a delta-winged aircraft with four engines in underslung pods, a slim fuselage and, perhaps its most novel feature, a 18.90m long under-fuselage pod to carry fuel and a nuclear weapon. The three-man crew, in individual tandem cockpits, were provided with jetti-sonable escape capsules.
In June 1954 the 18-aircraft order was reduced to two XB-58 prototypes and 11 YB-58A pre-production examples, together with 31 pods. The first of these was rolled out at Fort Worth on 31 August 1956, making its first flight on 11 November piloted by B. A. Erikson. On 30 December, still without a pod, the XB-58 became the first bomber to exceed Mach 1. A further 17 YB-58As were ordered on 14 February 1958, together with 35 MB-1 bomb pods, to bring to 30 the number of aircraft available for the manufacturer's test programme and ARDC service trials with the 6592nd Test Squadron and the 3958th Operational Test and Evaluation Squadron at Carswell AFB.
A total of 86 production B-58A Hustler bombers was ordered between September 1958 and 1960, supplemented by 10 YB-58As which were brought up to production standard to equip the 43rd Bomb Wing, initially at Carswell but later assigned to Little Rock AFB, Arkansas, and the 305th Bomb Wing at Bunker Hill AFB, Indiana. The first was handed over to the 65th Combat Crew Training Squadron at Carswell on 1 December 1959 and the 43rd Bomb Wing, activated as the first B-58 unit on 15 March 1960, became operational on 1 August 1960. The 116th and last B-58A was delivered on 26 October 1962 and the type was withdrawn from Strategic Air Command service on 31 January 1970.
With such outstanding performance it was clear that the B-58A had record-breaking potential. On 12 January 1961 Major Henry Deutschendorf and his crew secured the 2000km closed-circuit record at 1708.8km/h and on 14 January Major Harold E. Confer's aircraft raised the 1000km record to 2067.57km/h. On 10 May Major Elmer Murphy won the trophy presented by Louis Bleriot in 1930 for the first pilot to exceed 2000km/h for a continuous period of 30 minutes. Sixteen days later Major William Payne and his crew flew from Carswell to Paris setting, en route, record times of 3 hours 39 minutes 49 seconds from Washington and 3 hours 19 minutes 51 seconds from New York; sadly the Hustler crashed at the Paris Air Show on 3 June with the loss of the crew. Other flights included a supersonic endurance record of 8 hours 35 minutes from Haneda, Tokyo to London, on 16 October 1963.
Convair B-58 Hustler on YOUTUBE
Specification
MODEL
B-58
CREW
3
ENGINE
4 x General Electric J79-GE-5A turbo-jets, 69.3kN with afterburner
WEIGHTS
Take-off weight
73936 kg
163002 lb
DIMENSIONS
Wingspan
17.32 m
57 ft 10 in
Length
29.49 m
97 ft 9 in
Height
9.58 m
31 ft 5 in
Wing area
143.25 m2
1541.93 sq ft
PERFORMANCE
Max. speed
2229 km/h
1385 mph
Ceiling
18290 m
60000 ft
Range
3219 km
2000 miles
ARMAMENT
1 x 20mm cannon, nuclear bombs inside the container under the fuselage
I worked on the Bomb /Nav system at Carswell AFB (1959) and at BunkerHill AFB (1960 to 1964). Extremely sophisticated systems and complicated to repair but it was an experience and an enjoyable one.
I was a flt /cont autopilot repairman stationed at Bunker Hill AFB from 1962 to late 1966. I remember having to check out flt controls on an aircraft that was scheduled to have an engine run. The crew chief said "Why don't you get in the cockpit and check out the flight controls while I do the engine run?". I did and I can still remember the noise and vibration was off the scale! I still have a pitot tube cover from aircraft #116 I found in my old toolbag years later. I have worked on the B-58 that is now at Wright Pat AF museum when it was stationed at BHAFB. The 305th A&E squadron members are planning a reunion at Grissom AFB this year. A1C L.R.Hess
Norman Ray Myers, e-mail, 21.07.2021 Lawrence Hess
Lawrence: I wish I could remember you as one of the technicians in the flt /control shop. I was involved with the b-58 program when it was just a test program at Carswell AFB, Texas which later to became the 43rd Bomb wing. I was transfered to Bunker Hill AFB, 303rd Bomb Wing ( Later Grissom AFB ) in 1961 with the prime responsibility of establishing the Flt /Control Shop. My supervisor Many more but this will get you started ) was then SMSGT (later CMSGT) Thomas. I was with the program from 1961 to 1969 . I have many, many found memories of my time at Bunker Hill /Grossom and new many of the pilots and crew members. I am sorry to say I have lost contact with many of our fellow airmen but two I know are still with us...Smsgt(ret) Ken Poirier and Msgt Frank Robinson. Hope we can share some memories. Smsgt (Ret) Norm Myers
I worked at Convair-General Dym on the design of the Control Bomb Pod for the B58. The control Bomb Pod never went operational. It was one of my life experiences when they let us go and look out the window and watch the first take off. I remember when Mr. Erickson approached mach 1. He said there is a slight quiver in the Mach Meter as he passed through Mach 1. The entire engineering group let out a Yell. This is some thing I will never forget.
The approach for a '58 was flown at 12 degrees angle of attack. You held this right down to the runway ! After touchdown you lowered the nose so you could see how you were lined up, then pulled it back up to get the braking effect of that barndoor delta wing. After landing from a mach 2.2 run I can remember the paint from graphics on the nose being all melted toward the tail !
I worked for Convair in the 1950s, while the B-36 was bein built. I was there the day the YB-60 (competition for the B-52, using the B-36 fuselage, but a sharper nose, and swept back wings) made its first flight. Then later, I was in tool design for the B-58. I never got to see it fly, but I really liked the looks of that plane!
I was stationed at Bunker Hill /Grissom AFB from June 1966 until July 1968. I was an admin specialist and I always admired the B58. I remember the awesome views when it took off at night, or the super loud noise of the thrust, especially in the winter time. Since then, I cross trained into the air traffic control field and worked the tower at Kadena, Okinawa. I fell in love with the SR-71 blackbird, but I will always hold the B58 in high esteem.
I was attending the FAA Academy, at Tinker AFB, in January 1962 until March. There was a B58 crash during that period, that was reported to be near Tulsa. Best I remember, the crew ejected around 15000 feet. This may have been the crash near Lawton. Not sure.
I remeber watching movies of a B-58 Hustler crashing at Aircraft Maintenence Tech School at Chanute AFB, IL in 1971. What I remember that part of the lesson had to do with the magnesium wheels that overheated (due to breaks or something) and the plane catching fire and eventually burning up. Does anyone else know of such an event?
From 1960-1964 I was assigned to the 28MMS of the 43rd Bomb wing at Carswell AFB and I maintained, loaded and was responsible for all aspects of the Pod and weapons systems of the Hustler. I was able to paint graphics and name many of the pods that flew below the aircraft. I also performed tests on the electrical release systems of all the weapons aboard...The best four years of my life. What a thrill to sit in all the cockpits on a daily basis.
Had the honor of being the first to log 1,000hrs in the Hustler, be a member of the best bombing crew in SAC in 1960 Bomb Competition and setting three world speed records in Jan 1961. Flew with a lot of great aviators, was truly blessed with 7 years in the program, from 1958-65. No other aircraft earned all the honors /trophies that the Hustler received. A great tribute to the men and women who designed and built this fantastic aircraft. A super salute to the gents who maintained them and allowed us to fly their birds.
I was an Air Traffic Controller at Little Rock from 4 /1966 to 12 /1968 and had the pleasure of seeing many, many B-58 takeoff and landings day and night. Every one was a thrill to watch and after 16 years of ATC, working everything from the Concorde on down, the B-58's were definately the greatest aircraft I ever worked. We worked them in GCA using a modified PAR approach so they touched down at the end of the runway instead of 500' down the runway as "they used all of it." There was only one runway at LRAFB (06 /24)and with a couple of flights of 4 transit Navy F-4's in the pattern plus 3 or 4 (or more)T-38's with student pilots, a DC-3 or two and throw in a few Cessna's from the base aero club, then add a few B-58's and the airshow was on for sure. What a great experience that was!! Thanks USAF. The B-58 was built way ahead of it's time. Bring it back.
I flew in the Hustler as a Nav /Bomb from 1964-1970. To answer L.L. Cooper: The aircraft you saw in the boneyard at Little Rock (Rigley's Baby) was aircraft 59-2437. Our crew; Maj. George Tate, Capt. Ray Walters, Capt. Frank Mosson, crash landed in the aircraft on 16 July 1968. The right main gear collapsed, leading to other gear failures and the demise of the aircraft after sliding 6000 feet down a dry runway. You wouldn't believe the noise in the cockpit! The crew escaped the ensueing fire, but the aircraft was deemed beyond salvage (Class 26). The aircraft was towed to the boneyard and left for several years. It was finally rescued by some folks at Kelly AFB and now sits as a monument, complete with plaque, at the main gate of Kelly. With the exception of some amateurish and ugly engine cowling repairs, she looks pretty good! Best regards, Ray
I was a supply officer at Bunker Hill /Grissom AFB from 1965 - 1969. The B-58 was indeed an awsome aircraft. The incident L.L. Cooper mentions involving a B-58 that had it's windscreen shattered occured, I believe, over Texas. The pilot could fly, but not land, and the crew ejected. I remember a B-58 crashing on takeoff at Grissom, almost hitting the tower. I believe it was in 1967. During the name change of the Base in honor of Astronaut Gus Grissom there were several B-58 low-altitude fly-bys, including two B-58's being refueld by a KC-135. Wonderful memories of a terrific airplane. Grissom is mostly closed now, but there is a great static display there of many USAF (and Navy) airplanes, including, of course, a B-58. Would love to hear from anyone that was at BH /Grissom AFB in the '60s.
A couple questions. I recall a story of an incident where the windscreen was shattered during flight, blinding the pilot. He and his crew were able to save the acft. This story was on a T.V. show called, "THIS IS YOUR LIFE", and they were honoring the pilot /crew.Anyone remember this? Next, During the time frame of 1979 to 1983, I remember seeing a damaged B-58 setting off the side of the ramp at Little Rock. I think it had "RIGLEYS BABY", painted on the nose.Does anyone recall what became of it?
From 1963 to 1965, I was assigned to the 92nd OMS at Fairchild AFB as a clerk and had the opportunity to look at the B-58s visiting for Bomb-Comp twice. Watching them take off with a simulated bomb load was impressive enough, but the crews put on a real show when they departed for home without the weapon pod. The A /C switched on afterburners at rotation and the flames hit the runway, bending back, then the plane "shot" up like a rocket. It was such an incredable departure from the routine flights of the B-52 and KC-135s. It was only in Vietnam a year later and watching F-4s take off under combat alerts that I was more impressed. (Only in a real emergency are fighter pilots allowed to put "balls to the wall", and combat take offs are just that.)
As a teen fascinated with planes I had plastic models on my dresser and hanging from the ceiling. Of all the planes, I always thought the B58 was the most awesome one ever. Looking at the stats it is almost unimaginable that it could take off and fly with that much weight. The blackbird is a wicked plane but the B58 is still my favorite design. I salute the men who made her fly. Gutsy fellas they were.
Lawrence Hess
Worked on Armament & Electronics on B58. Remember That 555 was always clean. Lost my on time club pin at a cleaners in Japan.🇺🇸
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