The beginning of the Korean conflict on 25 June 1950 and the shortcomings of the weary Douglas B-26, a World War II production originally known as the A-26, accounted for the urgent procurement of a light tactical bomber. The new bomber became the Martin B-57, a by-product of the English Electric Canberra, the first British-built jet bomber, initially flown in 1949.
Adaptation of a foreign-made aircraft to American mass production methods, as well as the use of different materials and tools, could present many difficulties. Another problem, perhaps more critical, centered on the Wright J65 turbojets, due to replace the Canberra's 2 Rolls Royce Avon turbojet engines. The J65 was the U.S. version of the Sapphire, a British hand-tooled production currently scheduled for manufacturing by the U.S. Curtiss-Wright Corporation. The Air Force was fully aware of these potential pitfalls, but had no better option. It had an immediate requirement for a light jet bomber, with a 40,000-foot service ceiling, a 1,000-nautical mile range, and a maximum speed of 550 knots. The new bomber had to be capable of operating from unimproved airfields, at night and in every kind of weather, with conventional or atomic weapons. High altitude reconnaissance was another must. For such purposes, the B-45 was too heavy; the Navy AJ-1, too slow; and the Martin experimental B-51's range too short.
As a result of the outbreak in Korea, the Air Force reached a final decision. The desire for a night intruder was so strong that it took just a few days to set in motion the informal production endorsement of February 1951. Because of its experience with the XB-51, the Glenn L. Martin Company was recognized as the most qualified contractor to assume the domestic production of the British aircraft and to deal with the likely
engineering difficulties involved in manufacturing a high-performance tactical bomber.
While the Air Force did not expect the B-57 venture to be free of problems, it did not foresee their magnitude. Testing of the 2 imported Canberras revealed design faults that could affect the safety, utility, and maintenance of the future B-57. Then, one of the British planes crashed; Martin's subcontractors could not meet their commitments; and the J65 prototype engines consistently failed to satisfy USAF requirements. In June 1952, further test flights had to be postponed for a year because of continuing engine and cockpit troubles. As a result, the Korea-bound B-57 did not fly before 20 July 1953, just 7 days before the conflict ended. Production of the crucial RB-57 was also delayed. The reconnaissance version entered service in mid-1954, after testing again confirmed that the more powerful J65 engines, added equipment, and other improvements had increased the aircraft's weight, in turn reducing the speed, distance, and altitude of both the B-57 and the RB-57.
Even though the Douglas B/RB-66s, on order since 1952, were expected to satisfy the tactical bombardment and reconnaissance requirements of the near future, the Air Force handled the disappointing B/RB-57 program with caution. The program was reduced, but there was no talk of cancellation. In keeping with procedures that unfortunately appeared to have become almost customary, steps were taken to ensure that the deficient B/RB-57s would be operational. This turned out to be expensive; later and considerably improved models still carried flaws, but in the long run the program's retention proved sound. In 1955, the B/RB-57s justified their costs when they served overseas pending the B/RB-66 deliveries which, as predicted, had fallen behind schedule. In 1956, much-needed RB-57Ds joined the Strategic Air Command, and various configurations of this model satisfied important special purposes.
Delivered too late for combat in Korea, the RB-57 in May 1963 and the B-57 in February 1965 began to demonstrate under fire in Southeast Asia the basic qualities justifying the Canberra's original selection. In 1970, other reactivated and newly equipped B-57s, known as Tropic Moon III B-57Gs, were deployed to Southeast Asia, where they made valuable contributions until April 1972. Finally, WB-57Fs, either modified RB-57Fs or former B-57Bs, were still flying high-altitude radiation sampling missions in 1973. Concurrently, EB-57Es, and related adaptations of the versatile B-57, continued to play significant roles, with no immediate phaseout in sight.
Martin B-57 Intruder on YOUTUBE
3-View
A three-view drawing (478 x 762)
Specification
MODEL
B-57B
ENGINE
2 x Wright J65-W5, 3266kg
WEIGHTS
Take-off weight
24950 kg
55006 lb
Empty weight
11790 kg
25993 lb
DIMENSIONS
Wingspan
19.51 m
64 ft 0 in
Length
19.96 m
66 ft 6 in
Height
4.75 m
16 ft 7 in
Wing area
89.8 m2
966.60 sq ft
PERFORMANCE
Max. speed
937 km/h
582 mph
Ceiling
14600 m
47900 ft
Range
3700 km
2299 miles
ARMAMENT
8 x 12.7mm machine-guns or 4 x 20mm cannons, 2700kg of bombs
Terry Richard Doppler, e-mail, 04.06.2020 Darold Davis
Hi Darold, Sorry the reply to you took so long but I am trying to reach you again. If you get this please contact me so we can get on the phone or some how talk. Some of the guys in our shop I would like to find them and you as well.
Darold Davis, e-mail, 04.06.2020 Terry Richard Doppler
Hello Terry, so good to hear from you. It would be good to touch base with you. I am still in good health for an 80 year old guy. Do you remember Robert Russel, we have been in touch with each other since we left Japan, did some visiting. I have been married 58 years, lovely lady. Have 3 children, one daughter deceased. Drop me an email let me know about you. Darold
Served as Radar tech at Yokota AFB from 63 thru 65. Loved the B-57s. Went to K8 alert pad and froze my arse off. I now am retired and want drawings specs etc. so that I can build an EDF version for my RC club.
8th Bomb 61 to 63. Yokota AB. Started out as third wiper. Ended up as crew chief on Yellow Quebec. Lots of TDY. Anybody out there remember K8 during the Cuban crisis?
Hello Ken Ester
Yes, I was there off and on at K8, also during the Cuban Crises. Did you go to Clark Air Force Base as well? Was your name on the form of Yellow Quebec? Do you have any pictures of Yellow Quebec? Do you remember the numbers on Yellow Quebec? Do you, by chance, remember Major Kenny?
Johnson AB 54-58 8TH SQD aNY OF YOU GUYS STILL ALIVE? Dick Garcia Glen Pearson,Col JIM Sedberry Fred Briggs Remember the new 1957 Cadillac.I HAVE A MODEL B-57b tail #33894.Had a great time in Japan.I would like to hear from anybody from that time.
I am writing a book on the Canberra aircraft in international service, and would love to talk to you about your memories of working or flying the B /RB-57 Canberra. Certainly many of the stories posted on here would be perfect for the book, and any contributions would be fully credited. Please contact me if you are interested and would like more details at my email address (replace the '=' with an @). Kind regards, Steven Beeny
While working as an engineer at The Glen L. Martin company one of my assignments was finalizing the installation design for the Power Rudder Boost System. I have a fond memory of trying to get inside of the plane with a mockup of a part of the "Boost" system and encountering factory workers (a man and a woman) in the way "having fun"! Whoops.
8th Bomb 61 to 63. Yokota AB. Started out as third wiper. Ended up as crew chief on Yellow Quebec. Lots of TDY. Anybody out there remember K8 during the Cuban crisis?
I Was Crew Chief On B57B 533894 From 56 Thru 59 She Was Wiped Out In Nam In 64 She Won The Bombing Contest In 58 & was The Sqdn COs ACFT She Was A EASY Ac To Keep In Commison I have a picture of Her & was Able to Get It Redone In Colar My Tour At Johnson Air Base Was The Best Four Years Of My 24 in The 8th bomb & the air force I Wood Do It Again In aHeart Beat Pardon My Spelling
Trained as a B-57 /B-66 Bomb /Nav at Mather AFB. Trained in B-25's, map reading at 1500 feet to sense high speed over the ground. Graduated and sent to the first squadron of RB-57's at Shaw AFB. First flight in the 57 was at 30'000 feet. Sure didn't look like it did at 1500 feet. 'Doc' Auble was my AC. Would like to hear from anyone who might know his where abouts
My father was crew chief on a B57 that was part of Operation Red Wing in the Pacific in 1956. I think his plane flew in or around the atomic cloud to get radiation samples. He never talked much about it and all I remember is that he "disappeared" for about 9 months when I was little. He also had a plane involved in Operation Dominic in 1962 at Christmas Island. He didn't talk about this much either. I think the pilots name when he was in the pacific was Capt W.L. Mitchell. If anyone knows any more about this I would like to hear more. He also had a B57D that flew out of Dayton Ohio and had targets painted on the wings (I think it was for some kind of photo reconnaisance). The pilot did some kind of maneuver he shouldn't have (according to my dad) and pulled a wing off. The plane crashed in a school yard in Beavercreek Ohio. The pilot's name was Levere (I think) and the tail number was 53-3973. My dad spent most of his career working on B-57's and always really loved the planes.
I arrived at CLark AB, RPI, Sep 67. Assigned to the 8th TBS. The 8th was at Phan Rang AB, Viet Nam; we connected within 4 days. The 8th & 13th would rotate from Clark to Phan Rang every 56 days (2months combat pay), and finally went PCS to Phan Rang Jan 68, just before TET!!! The B-57 was a genuine threat to the VietCong! Often returning with tree limbs and body parts on the engine cowlling. There was no mistaking the low roar of the J57 which had such a low rpm. Starter Breach Caps became shrapnel, pennetrating revenment walls. As Crew Cheif, I did have one memorable flight over Phan Rang (back seat). Sam Miller, Charlie Scott, Vega, James Day, Marty Daniels...I'll always remember Maj Zok's mustach! In 68, we had the "oldest Navigator" in the USAF! We were a unique squadron, the 8th /13th, and the B-57 was a unique, formidable aircraft! So many names have escaped me. The memories are cristyl clear! Thank!
Worked the B57B /C at Hill AFB Utah 461st Bomb Wg, 765th BS went PCS to Blytheville AFB Arkansas with the same a /c went tdy to eglin firepower demo grounded because of the snatch units not being cocked killed a lot of great Korea Era pilots and AOBs. Ferried a pilots car back to his widow in SC killed at Wendover AFB Utah. part of the arm-disarm crew tdy to Wendover as it was illegal to land armed at Hill AFB...Funny watching the a /c start at Wendover and the Fire Guys chasing it thinking it was on fire..Worked on the first 18 aircraft at Hill. Sure was a beauty. Flew in the Tow version at Wheelus AFB Libya loved it for comfort..... Worked as a Weapons Mechanic loaded "THE BOMB" went to school on the B /C at Lowery AFB Co on de bomb...Many fine memories great a /c to work except playing with the drop tank squibs hated doing that pulled at least a hundred ejection seats back seat to get the shoran reciever out scared as I was the first mech to remove the seat many frinds got burns from the lap belt seat initiator cable was very short a very clean probably the cleanest aircraft except the RR RB-211 on the L1011s I worked on at Pan Am...Many great memories it was a very slippery plane to walk on the wings fell quite a few times
I was a crewchief, 8th bomb suad stationed Yakota Japan supporting missions at the K-8 base in south korea until the base was closed in 1963. Overnight we moved the 8th, 13th & 90th bomb suardons to Clark AFB and TDY'd planes and crew to Bien Hoa, Viet Nam. This was our home flying shorties into the north as well as cambodia. In 1965 our base got hit with an attack over 40 mechanics and destroying over 30 aircraft. My two year tour was up after this and was transfered to Egland AFB to be trained on the F-4's that were being delivered fron the factory. Not a fun duty with no extra combat pay we were considered TDY and noy part of the war in Viet Nam.
Bombardier, Martin did propose a B-57 version with swept wing and swept tail surfaces. However, USAF didn't show enough interest and it went no further than an artist's impression. A VIP transport version was also proposed, with a fattened fuselage carrying a few passengers in what was originally the bomb bay area. This version also got nowhere.
I was stationed at Yokota AB Japan 1960 – 1961 serving as engine mechanic. My unit was the 3rd Field Maintenance Squadron. We supported the 8th, 13th and 90th Bomb Squadrons, 6091 Recon Squadron. Aircraft were RB57A, and B57B and C models. After Japan I went to 1211 Test Squadron (Sampling), later 58th WRS at Kirtland AFB, Albuquerque, NM from 1961 - 1963. We had RB /WB57B, C and D. Visited Christmas Island and Barber's Point NAS Hawaii. The squadron received the F models after I was discharged. I will never forget the first time I saw a J65 start –up.
My father, Roger D. Harrington, was assigned to fly the B-57B with the 13th Bomb Squadron, flying out of Johnson Air Base, Japan, with frequent TDY to South Korea, 1957-1960. Upon return from this deployment, he flew a pair of B-57Es that had had their target-tug equipment removed and were assigned to Andrews AFB under "Project Flagstaff" for "VIP transport" duties. Colonels and generals assigned to the Pentagon or elsewhere in the Washington area, who needed to keep up their flying hours, would come to Andrews, sit in the front seat of the B-57E while my father sat in the back seat to make sure they didn't push a wrong button or flip a wrong switch, and shoot a few touch-and-goes to earn their monthly flight pay. One time I got to sit on the flight line among the ground crew for one such "mission"; the engine starts using black-powder cartridges was most impressive! These special B-57Es had a unique paint job, overall gloss white with black engine pods and orange cheat lines down the fuselage sides outlined in black. I also remember a plaque-holder on the right front fuselage side, into which they would slide a metal plate painted with the rank insignia of whichever high brass was riding in the front seat. Some day I'm going to build a model of one of these unique B-57s.
Loved the aircraft! Johnson /Yokota '60-'63. Best of all I had Chuck Ramsey as my pilot--renowned as the best 57 driver of all time (some might argue for Cox, Terry, Lince. Russell but I go with Chuck) who else could score 104% on the guns target? We won "To Gun" several times 'cause he max'e all the events. Great memories.
Crew chief assigned the first 57 that arrived in Blytheville Arkansas (think it was in 54-maybe 55?). Great airplane, great times, great memories. Martin gave me a silver model one month (Crew Chief of the month) and it was a great honor. Still remember the first time I had to taxi down the active runway to take the plane to a remote bomb loading spot & some joker in the tower asked me if I was taxiing or taking off, & if the former, get the nose wheel on the ground (scared me half to death.)
My affair with this wonderfull bird was at Johnson AB from 58 to 60. Assigned to field maint. sq in the hyd shop. Was always a kick to take newbies out to the line and see them wet their pants when they started engines. They would all run for the fire extingushers. Going to K-9 was a blast to.
Terry Richard Doppler
Hi Darold,
Sorry the reply to you took so long but I am trying to reach you again. If you get this please contact me so we can get on the phone or some how talk. Some of the guys in our shop I would like to find them and you as well.
Terry Doppler
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