The B-50's development was approved in 1944, when the aircraft was known as the B-29D. Still in the midst of war, the Army Air Forces (AAF) wanted a significantly improved B-29 that could carry heavy loads of conventional weapons faster and farther. As World War II ended, the production of thousands of B-29s was canceled. The B-29D survived, but its purpose was changed. Redesignated as the B-50 in December 1945, the improved bomber was now earmarked for the atomic role. The decision was prompted by the uncertain fate of Convair B-36, the first long-range, heavy bomber produced as an atomic carrier. Of course, some of the B-29s that had been modified to carry the atomic bomb remained available, and surplus B-29s were being reconfigured for the atomic task. Just the same, the B-29s of war vintage were nearly obsolete. Hence, they would have to be replaced by a more efficient, atomic-capable bomber pending availability of the intercontinental B-36 or of another bomber truly suitable for the delivery of atomic weaponry.
While the short-range B-50 was immediately recognized as a stopgap measure, the magnitude of the aircraft's development problems proved unexpected. The B-50's first difficulties stemmed from its bomb bay which, like that of the B-29, was too small to house the new bomb and its required components. The fast development of special weapons created more complications, since the individual components of every single type of bomb had to be relocated within the bomb bay's narrow confines.
In keeping with the usual vicissitudes accompanying the development of any new or improved aircraft, the B-50 soon exhibited engine malfunctions. Then, cracking of the metal skin on the trailing edge of the wings and flaps dictated extensive modifications. And while these problems were being resolved, new requirements were levied on the aircraft. In 1949, as the proposed RB-36 remained a long way off, and because of the older RB-29's deficiencies in speed, range, and altitude, some B-50s had to be fitted for the reconnaissance role. To make matters worse, fuel tank overflows, leaking fuel check valves, failures of the engine turbo-chargers, generator defects, and the like continued to plague every B-50 version.
Meanwhile, contrary to plans, most B-50s came off the production lines without the receiver end of the new air-to-air refueling system being developed by Boeing. Additional, and successful, modifications therefore ensued. Nevertheless, the Strategic Air Command (SAC) had no illusions. The B-50, along with the B-36 (first delivered in June 1948), would be obsolete in 1951. That the B-50 did not start leaving the SAC inventory before 1953 was due to the production problems and many modifications of its replacement: the subsonic B-47.
Boeing B-50 on YOUTUBE
3-View
A three-view drawing of Boeing B-50D (582 x 774)
Specification
MODEL
B-50A
CREW
11
ENGINE
4 x Pratt & Whitney R-4360-35 Wasp Major, 2610kW
WEIGHTS
Take-off weight
76389 kg
168410 lb
Empty weight
36764 kg
81051 lb
DIMENSIONS
Wingspan
43.05 m
141 ft 3 in
Length
30.18 m
99 ft 0 in
Height
9.96 m
33 ft 8 in
Wing area
161.55 m2
1738.91 sq ft
PERFORMANCE
Max. speed
620 km/h
385 mph
Cruise speed
378 km/h
235 mph
Ceiling
11280 m
37000 ft
Range
7483 km
4650 miles
ARMAMENT
12 x 12.7mm machine-guns, 1 x 20mm cannon, 9000kg of bombs
my last station was langley, 1959, worked for a very short time on the KB50-J just b /4 discharge, never worked on the engine i went to school on which was hung on the wings (2) of them (GE J47'S ),i do remember changing plug's on the 4360's, that's about all i remember i was there such a short time, was it just one squadron of KB50J'S, does anyone remember ?
I was stationed at Langley AFB in Newport news Virgina in 1958 and 1959. I was a aircraft electrican on the KB-50J a refueler tanker. It had a flying boom in the rear and the boom operater sat at the tail gunners station. I was in TAC and the plane was used to air to air refuel the fighters of the time. the plane had big rubber thanks inside the bomb bays and had jet engines mounted at the wing tips which was required for take under full gross wt.
This is note is a reply to Glenn Pigg's note. You didn't include a date you served in the 1370th PMW. Do you know a guy called Kinter has setup a 1370th web site. Google 1370th PMW and when the site comes up look for 1376th Camron. If you were in another sqdn (1371st) they are also in there. You can look at individuals photos, AST's and some personal stuff posted by your fellow fotomappers. I served in the 1376th CAMRON fro early 1960 thru Aug 1961. Served with a bunch of crazies but good guys. The names are Ken (Erroll) Flynn, Mike Rhodes, Ronnie Back, Bob Oberst. I have e-mail, addreses for those four guys. I also served with Ronnie Woodcock, Jazz Wheeler, Col Neil G. Ray, Shorty Caves, Ginny Cabana to name a few, but I'm out of tiouch with those guys. My e-mail is iraplanna@yahoo.com Contact me if you'd like to contact any of the guys I named.
I flew on a B-50 photo plane once at Lowery AFB, while stationed their 1957-58, I always thought it was a converted B-29, also converted to a photographic plane , I think I am right, while stationed their at Lowery field, I hopped the "Sacred Cow" to Bowling AFB DC, 1958, I will get to see that plane next month at Wright Paterson, cant wait.
I was a crew member on B-50's in 1958 in the 53rd Weather Recon. Sq. in England. Being stationed at the Burtonwood base and Leister until they moved to Japan. I have several hours with a crew doing Drop Sounds and keying the information back to the main base during part of my time in the USAF. I lost my crew and Captain when they went to Japan and crashed. Great aircraft and a great outfit and group to fly with. GOD BLESS AMERICA
I was on the training crew when the 58th WRS at Eielson AFB Fairbanks, Alaska switched over from WB-29 to the WB-50s. Nearly all my mission time was in the 29s but I loved the 50s. I maintain a roster of over 450 men that served in the 55th & 58th WRS . We have a reunion every year in Branson, Mo.
I was an accessory repairman on WB50`s at Yokota AB from 1961-1963. We took care of the oxygen, heat system, bomb doors, some special test equipment and many more parts of the plane. Was a great tour of duty. The gentleman in charge of the flight line in the early morning was a Warrant Officer. Very nice gentleman. Think his last name was Warren.
I was an accessory repairman on WB50`s at Yokota AB from 1961-1963. We took care of the oxygen, heat system, bomb doors, some special test equipment and many more parts of the plane. Was a great tour of duty. The gentleman in charge of the flight line in the early morning was a Warrant Officer. Very nice gentleman. Think his last name was Warren.
I was with 53 WRS "hurricane Hunters" out of Kindley AFB, Bermuda. I got there in 1962, we flew WB-50's until we closed the base in 1964, and the unit converted to WB-47's at Hunter Field, Ga., then Ramey AFB, Puerto Rico, with WB-47's and WC-130's - a god-awful mix of aircraft! We closed Hunter and Ramey, too! The Hurricane Hunters are now a Reserve unit at Keesler, flying WC-130's. Got to fly in the right blister over the Soviet ships taking the missiles out of Cuba - a neat experience.
Just found this web page. Interesting. I flew as aerial photo /r scanner on RB-50s @ W Palm Beach, 1954-57, 1371st M&C Sqdn Surprised there are not more comments from other M&C crew - they went TDY all over the world on some very interesting missions. I had numerous 3 eng flights, and many,many oil leaks for #3 & 4. We carried wood platforms in each bomb bay to carry equip, mopeds /motorscooters /motorcycles, what ever other contraband we could get away with. LOTS of TDY and flying time. When not TDY, not much to do but shoot darts and play cards in the crew lounge. I flew both photo mapping and HIRAN survey missions (which were boring for me with nothing to do but snooze in the right blister). Still had guns and gun sights in blister when I first got there, but all armament was removed in '55. Also remember jettisoning several trailing wire antennas when they became tangled on retrieval. Lots of fond memories. mlp
Was a linguist from 1957-mid 1959 on four of the E-Models and one G Model at Rhein Main AFB, Germany with TDYs to Incirlik AFB, Turkey...when calling in to the pilot from the right blister on the condition of engines after take off...if #3 engine did NOT have an oil slick...something was wrong.
SERVED AS AN A&E MECHANIC,ULTIMATELY CREW CHIEF,ON THE B 50D IN THE 340TH BOMB SQUADRON,97TH BOMB WING,STATIONED AT BIGGS AFB IN EL PASO,TEXAS FROM FEB 1950 TO NOV 1952.TWO TDYs TO ENGLAND DURING THE KOREAN WAR,JULY 1950-FEB 1951 AT SCULTHORPE AND MARCH-MAY,1952 AT LAKENHEATH. THE B 50 WAS AN AIRCRAFT WITH A LONG LIST OF FIRSTS,INCLUDING THE FIRST AROUND THE WORLD FLIGHT.I FOUND THE 4360 ENGINES MUCH EASIER TO WORK ON AND MAINTAIN THAN THE 3350 ENGINES OF THE B 29s WHICH I SERVED AS A MECHANIC ON PRIOR TO THE CHANGE OVER TO B 50s. WOULD LIKE TO HEAR FROM ANYONE IN THE OUTFIT AT THAT TIME.
Back in 1968, I believe I flew the last B-50 flying in the Air Force, and made its final landing at Wright Field in Fairborn Ohio. We shut the engines down and turned over the keys to the curator at the Air force museum and there she sits today, configured as the former WB-50 that she was before we modified her as a test bed. Can anyone verify that the co /pilots yoke "horn button" with the Boing B-50 Superfortress logo, is still missing?
My Co-Pilot on that final flight was L /Col George Simpson. My Flight Engineer's name escapes me, but I met up with him at a reunion a couple of years ago.
Pete : Long ago I took a horn button from the parts shelf of the 56th WRS Postflight dock for a souvenir. I still have it. Is it truly missing from WB50D 332 in the museum??? JP Lutz
I WAS IN THE 393RD FLEW WITH MAJ PENDERGAST AS RADIO OPERATOR WENT TO MILDENHALL GUAM MADE EMERGENCY LANDING AT NIIGATA JAPAN CHASED WITH ALEXANDER , GARRIGAN ,ETC
Was F /E on B50D's 1949-54, 329 Bomb Sqdn Castle AFB, CA F /E on TB 50's Mather AFB 1954-55, F /E WB50's 55th WRS McClellan AFB, Kindley Field Bermuda, Tinker AFB,1958-1963 and logged 4,600 hours in eleven years. Now volunteer as crew chief on WB50D 90351 at the Castle Air Museum, Atwater,CA. Let me see if I can answer your questions.
I arrived at Turner Air Force Base, Albany, Georgia, fresh from Technical School as a Crew Chief type mechanic assigned to RB-50's with 1370th Photo Mapping Wing. There were (16) RB-50's and (16) C-130's aircraft assigned to this wing along with C-54 support airplanes. I went TDY with the RB-50's to Port Moresby, New Guinea. I was also assigned to Eniwetok in the Marshall Islands as well as American Samoa. The information gathered by the wing was used to support down range missle tests and returning Apollo Missions. I greatly enjoyed working on the RB-50 during my time in service. They retired the RB-50's late 1966 and early 1967 with the closing of Turner Air Force Base. They were replaced with (4) RC-135's. One retiring aircraft went to the Wright-Patterson Air Force Museum. If anyone served with this wing during that period of time please contact me.
I was CE (crew engineer) on WB50'S at McCellan AFB 1953 /1957.Flew lots of hours in 29'S and 50'S.They were just great aircrafts.would like to hear from anyone who was in the 55th AWS at the time. I have tried to locate some,with no luck.
Pete Zuras
I was assign to weather recon at Yakota 1962-1964 Wb 50 aircraft tech 4351A
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