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
I was at Langley AFB from 1956 to 1959. I was in the 499th BS on B-57s. I went to Kadena AFB in Okinawa in 1959 TDY during that crisis with Formosa Island, known as Taiwan now. My commander was Maj. McCloud, and 1st sgt was Leake.
My father was stationed at Langley in 1956 to 1958. I have been trying to find out about a B57 that crashed on May 8, 1956 on Ship Shole Island near Langley. Were you at Langley at that time?
Charlie C.Garza (CMSGT) Ret, e-mail, 22.01.2011 01:10
My first aircraft at Langley AFB,Va I was assigned to the 500th Bomb Sq as a comm /nav technician. Beautiful aircraft to work on fond memories. We went to Enewetok Atoll for atomic bomb tests and I worked on them there.
I was a crew chief on B57's at Holloman AFB, New Mexico 1964-1965. If I recall, the tail numbers were 1505 and 1510. I was lucky enough to fly back seat when our pilots didn't want to fly alone and did so at every opportunity. I loved the airplane. I also had a runnup and taxi license for B-57 and F-100 acft. I look back on those days fondly.
766 bs.BLYTHEVILLE ARK.1957-500th bs. LANGLEY VA 58 90th bs. JOHNSON AFB JAPAN AUG.57-JAN 60...met a lot of great guys in japan love to here from all...B-57 was a great aircraft.
Bob Travaille AKA Stretch, e-mail, 14.11.2010 22:12
Oops Forgot this was the 8th TAC Bomb Sq, and the reason the wing was Kind of glowing---Tailpipe had fell out during TakeOff!!!! Ya Lucky to get this one down!!
Bob Travaille AKA Stretch, e-mail, 14.11.2010 19:21
I was a Crew Chief on the C, D, and E Model at Phan Rang AB 30 Sept 68-27 Sept 69! Had Many "Interesting" experiences there. One night had one take off and they Immediatley got a Fire Lite. They got back ok but the Rt Wing was kind of Glowing Red!! So Fire Dept hit it with Water!! I got down there and went up on wing to dearm drop tanks and well the skin Just Snapped, Crackled and Popped!! Yep had to have a wing change! Had one shipped in from DM, Az and got to looking at it---hummmm Very Interesting! So now we had a B-57 with 50 Cals on one wing and 20MM on the other!!! Oh well it Flew!! Used to get Great Discrepancy also--Left Eng doesn't Woo, Woo like Rt. Engine--Corrective Action Lt Eng Woo, Woo Adjusted!! Brings back some memories!
This was my first A /C when I joined in 1968. I had the pleasure of working comm /nav on this airplane. It was extremely intersting removing and replacing equipment in the "hell hole" in the rear of the aircraft. The E model also holds some memories. I once lost a screwdriver in the cockpit and we had to pull the seats and floor to retrieve it. The ARC-27 was located behind the cockpit. What a pain to remove it and reinstall it. What great memories I have of that airplane.
Crewed RB-57A's from 67-72 with the ANG in Battle Creek,MI. What a aircraft although changing #1 left boost pump was a chore(especially in winter!)and tailpipe inspections were fun too.
I operated all models of the B-57 i.e. B,E,G,D-O, D-1, D-2, but not the F, and also provided training to pilots bound to SEA (Hill AFB)(See Paul above) I checked out in the A /C at Yokota, tdyed to Korea-- SIOP mission with MK-7, flight and accepted tested the B-57G at Eglin and Martin Plant Md,respectively and also the G Pave Gat--belly mounted 20MM Gatling Gun I deployed with the first bunch to Bien Hoa which was a FIASCO ( a 20+ hour day that started at Clark at 4 AM--I landed at Siagon instead because of an aircraft collision on the runway at BH, caused by pilots unexperienced in landing combat-loaded Aircraft i.e. 4 x 750s external and 9 x 500s internal. One pilot became disorientated during penetration and went in approximately 30 miles short of BH! The bird excelled in the CAS and Interdiction missions (day and night) i.e. 4:30 HR flights to the Laos road system where we dropped 500lb delayed-fuzed and 750lb-contact-fuzed GPs and back to BH. The mission in SVN was conventional-- guns, nape, 260-frag,and 500 /750GP loadouts. I deployed with the 13TH in the G to Thailand. The mission was night interdiction with IR /LLTV, MK82 LGB exterior-, MK35 interior-loaded. The Hill mission (other than training was in support of the CONUS air defense i.e. Alaska, Canada, Bermuda, and both coasts of the US. We were continuosly at Tyndall to assist in training ADC pilots in high altitude /ECM intercepts. The B gave you BIG bicepts (blow-back flight controls) and you had to be "diligent" during single engine landings. I also flew FCF flights--never had an engine fail to restart. "Shot down" many friendly A /C in air-to-air "combat" including an Army C-7(100 kts)!!! Had about 3000 hrs, 250 combat sorties, and lots of really exciting experiences--good,reliable, and tough SOB!!!
My first assignment as a brown bar was with the 17th Tow Target Sqdn, ADC at Yuma AFB. I flew the E model dragging 9'x45'rags for ADC units to punch holes in with their 2.75" rockets. When off range, we occasionally would tangle in a furball with the visiting F-86Ds, F-94s or the F-89s. The "cranberry" could more than hold its own with its outstanding maneuvering capability. The only aircraft I have ever floww with no-lift, high-drag flaps. That problem area over 55K was known as "coffin corner". Been there, done that, no fun.
Hi a friend of mine acquired what seems to be a B-57a Bomber missing wings ,motors and the tail section. could anyone please tell me where the production id would be located? I found a stamping on the interior panels that read 80000 30 29 #10 Thanks Larry
I logged about 1850 hours on B 57 bombers while flying with Pakistan Airforce.While returning from a mission in 1971 india pakistan war i lost one engine as a result of enemy ground fire,but the aircraft was very forgiving and pilot friendly.We flew for another 30 minutes on one engine and landed safely at a make shift base
I worked on the J-65 engines on these when they were at Johnson AFB and Yokota AFB Japan /Korea. They were noisy little buggers but I thought the B models were always interesting to watch.
I have a bit more than 1500 hours in the RB-57 (A,B and C) and I have flown at 50,000 more than once but at the that altitude the cabin pressure was above 28,000 and the stall speed and max speed were about 20 knots apart. The aircraft was very touchy and difficult to fly. I was never able to get above 51000 but without a pressure suit - or the capability to wear one in those models -I had no mission that required risking myself or the aircraft. It was a great aircraft to fly and had a good range ( 4.5 to 5.0 hours)and it was nice to cruise above the normal Commercial flights -above 40,000 - less traffic.
CC on B-57 at Langley Field 1957-58 time frame. Nice to crew, easy to maintain and very forgiving aircraft. Back again in 1964,65,66 between Clark and VN. Aircraft that paid for it self over and over.
David Stryker, LtCol, ret, e-mail, 06.09.2010 07:34
Richard Flagg must have been flying stretched wing model because I know from experience the standard RB-57A which I flew was a 'handful' above FL 450. At FL500 the aircraft was just about maxed out because the IAS and limiting Mach were at stall speed or close to it. The plane wallowed thru the air and it was definitely 'hands on.' Also, what nobody has talked about is the pressure breathing and deterioration of electrics at very high altitude. In the RB-57A, the ADI would wobble between 10 or 12 degrees at very high altitudes so your level reference was the horizon. Two or three hours of pressure breathing and 'hands on' flying was exhausting.
David Stryker, LtCol, ret
My father was stationed at Langley in 1956 to 1958. I have been trying to find out about a B57 that crashed on May 8, 1956 on Ship Shole Island near Langley. Were you at Langley at that time?
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