The B-47's production was spurred in 1944 by the War Department's demand for jet bombers. In contrast to the B-45, and other concurrent proposals, the B-47 design, as finally approved, included radically new features. Foremost were the aircraft's thin swept wings which, coupled with 6 externally mounted jet engines, promised a startling, high-speed bomber, probably capable of carrying out effective operations for the foreseeable future despite an enemy's fighter air defense. Undoubtedly, the B-47 lived up to expectations. More than 2,000 production models were bought, and some B-47 versions, true production models or post-production reconfigurations, remained in the operational inventory for nearly 2 decades. Yet few aircraft programs witnessed as much development, production, and post-production turbulence as the B-47 did. To begin with, there were arguments about cost and plant location and after 1947, complaints by Boeing that the newly independent Air Force had laid additional requirements that changed the concept of the overall program. Also, the secrecy which shrouded the development of atomic weapons, long after the atomic attacks on Japan, increased the difficulty of preparing the B-47 to handle every new type of special weapon-a problem shared by the B-36 and B-45. Ensuing events only compounded the initial disarray.
As it had for the B-36, the Truman Administration's stringent financial restrictions worked in favor of the B-47. Pressed for money, the Air Force decided to buy more B-47s instead of purchasing additional B-50s or future B-54s, since neither one of those rather expensive bombers had any growth potential. Hence, even though the B-47 was yet to fly, the initial production order of 1948 was increased in mid-1949. The subsequent Korean War, rising world tensions, and mounting urgency to build an atomic deterrent force raised the tempo of the B-47 program. In December 1950, the Air Force foresaw a monthly production of 150 B-47s, but still recommended changes, making it almost impossible to settle on an acceptable type. Other factors made matters worse.
The B-47 was the first USAF bomber to receive a weapon system designation, a move prompted by the Air Force recognition that the rising complexity of weapons no longer permitted the isolated and compartmented development of equipment and components which, when put together in a structural shell, formed an aircraft or missile. However, this was as far as the B-47 benefited from the new developmental philosophy. The Boeing air-frame was built without adequate consideration for its many crucial components. In turn, the components, subcontracted or furnished by the government, were behind schedule and when provided, did not match the sophistication of the high-performance B-47.
In 1951 alone, the Air Force took delivery of 204 B-47Bs, none of which were suitable for combat. The aircraft's canopy was unsafe; the B-47B had no ejection seats (a deficiency shared by 200 successive B-47s); the bombing and navigation system was unreliable; a new tail defense system was needed; and the jet engines were creating unique development problems such as fuel boil-off at high altitudes, which reduced the aircraft's range-already shorter than anticipated. In sum, the hasty production of an aircraft as revolutionary as the B-47 proved to be costly, generating extensive, unavoidable modification projects like Baby Grand, Turn Around, High Noon, and Ebb Tide. Yet once accomplished, the B-47 modifications worked.
Finally deployed overseas in mid-1953, the B-47s totally replaced the obsolete, atomic-carrier B-50s by the end of 1955, when new B-47 production models were delivered that could carry larger fuel loads and thus had greater range. After the B-47 demonstrated that it was rugged enough for low-altitude bombing, some of the aircraft were again modified to satisfy a new set of requirements levied in 1955. These modifications also worked, and in 1957, the Air Force publicly demonstrated its new low-altitude, strategic bombing tactics, an achievement marking the beginning of an era in aeronautics.
Despite its convoluted start, the B-47 program proved successful. The aircraft served in various roles and was involved in many experimental projects, some connected to the development of more sophisticated atomic weapons, like Brass Ring, or with the development of air refueling or other endeavors of great significance to the Air Force. Strategic Air Command's last B-47s went into storage in early 1966, while a few converted B-47 bombers and reconnaissance models kept on paying their way for several more years, remaining on the Air Force rolls until the end of the 1960s.
Forbes A.F.B., Topeka, Kansas. 1957 /1960 90th Field Maint. Squadron, Aero Repair. Landing gear, fuel tanks,all movable surfases, canope seal replacment. Many great memories. Any of you guys still out there?
In the early '50s, I was a S /Sgt. supporting the K-System (Bomb /Nav) in the first operational B-47 Wing; the 306th BW out of MacDill AFB (Tampa, FL). Everything about this aircraft was "cutting edge" at the time. We went on to prove it's capability as an outstanding and advanced weapons system that filled the skies around the world, a major deterrent to America's foes in the '50s. In '53 and '54 I was selected to represent the Wing as a Bomb /Nav Technician on our aircraft at Strategic Sir Command (SAC) Bombing Competitions. We did not win! It would take several more years of experience before the B-47 crews were able to to "take the prize". After discharge ('55) I went to Georgia Tech in Atlanta and worked nights on the flight line at Lockheed in Marietta, GA; once again on the B-47's Bom /Nav system (a more advanced version). I also supported the development and testing of the first two "drone" (no in-flight crew) B-47's, made to test the accuracy of the newly-developed BOMARC Surface-To-Air Missle System. All-in-all, supporting B-47 programs, in it's early years, was a once-in-a-lifetime experiences, never to be forgotten.
Good old Pease AFB, NH , 1958 to 1962 with 807 HQ, but spent more time on the flight line with the 100th and 509 th Bomb Wings. We had one guy hit the seat release while in a hanger. DOA. Another taken in pieces my an acident with the one 20 left in the tail. We didnt lose any B-47, but several KC97 "flying coffins". We loaded many a 22 oin the tail , JATO Bottles and A Bombs. We lost one guy one night on the flight line when we were out there cleaning off the landing lights. Found the new day frozen (20-30 below on the flight line). I got to meet BG Jim Stewart in Las Vegas at the Gathering of Eagles in 1982.
There is one B-47 left at Whitman AFB and there was one a Pease years ago. 'GOD BLESS ALL OUR VETERANS AND AMERICA"
From 1953 to 19555 worked on the K-system on the B47. Sent to Pinecastle A.F.B. Orlando, Fla.. middle part of 1955. Helped to set up shop for the B-47. This was the 19th bomb wing. Served in French Morroco with the 30lst. from Barksdale and later with the 19th. from Pinecastle.
WAS AT MCCONNEL AFB MAY 60 TO JULY 62 FIELD MAINTENENCE SQUARDON B47'S.TRANSFERRED TO MT HOME AFB JULY 62 TILL APRIL 64 SAC B47'S. ORG MAIN SQUARDON. REFLEXED TO GUAM TWO TOURS 90 DY TOURS TO STAND ALERT.
I was a crew chief on B-47's while stationed at Lincoln AFB, NE from 1961 to 1964. I was with the 98 Bomb Wing and spent many TDY's on alert at Upper Heyford RAFB, England and Zaragoza AFB, Spain. I was one of only a few crew chiefs that was on flying status and actually flew on the great plane.
Graduated w /cadet class 53-F. Flew RB-47E's as an Aircraft Commander 1957-1960 at Lockbourne AFB.First flying safety meeting after I got there the old man was raising hell about some "jockies" rolling his B-47's.Co-pilot and I looked at each other and agreed he HAD to be kidding..That thing was BIG!After we got checked out and proficient we found it handled like a big fighter. Small envelope, but if you stayed in it you could do almost anything!After more practice and conversation with Nav we found out it COULD be rolled!!Lost some friends before the weakness of the "milk bottle" on the wing root would break and allow the wing to fold back into the fuel tank was discovered and "little herby" on rudder control could give unwanted hard over signalwas fixed was a little scary.Other than that it was a fantastic airplane..Went from there to 102 missions in C-130's in Vietnam then back to SAC and B-52's at K.I.Sawyer. Retired in 1972 after a great career..Any common memories???
Jeri White Shlemon, e-mail, 11.09.2021 Doug Gilchrist, Lt/Col, Ret
LT /Col Sir Gilchrist,
I hope this email finds you well and actually alive. I am the daughter of a USAF Vet, long ago deceased (age 30) whom was assigned to SAC, Lockbourne AFB in the "missing years of 1956-1959" - my father died of a very unusual disease in October of 1969. After leaving Lockbourne, he went on to work for a DoD Contractor, Geotechnical Corp, Garland, TX. As fate would have it, I have an extremely successful career with Raytheon Technologies (formerly E-Systems, Hughes, Aircraft and a truckload of other DoD contractors). My career has led me to be more than curious...there's no law against this. I digress, I'll get straight to the point...I'm looking for a living breathing human being that was part of SAC, Lockbourne AFB between 1957-1959.
Stationed at Lake Charles Air Force Base,La. 1952-1956.Crew chief on B-47 AF 5235.68th Bomb Sq.44th Bomb Wing. Spent about a few dozen hours in the "suicide seat" below the co-pilots seat which happend to be a step with a safety belt. The only way out was the door you came in(no ejection seat).You better make sure your aircraft was in tip-top condition at ALL times.She went to Morroco,Labador,etc a few times and many a bombing competition. Had the privilage of the base commander flying her frequently.Although it was the Korean War period we were in the Cold War with Russia.We were avoiding the mass destructiion of a nuclear war with our system of deterrance with our modern tech B-47 Strato-jet Bomber.The Russian Bear was thinking twice about any action against the Stratigic Air Command.
My dad flew B-47s on alert from Lincoln AFB for SAC. He said they used to fly out to Gander for a check point and they never would respond on the radio when he did a position report. After that back in the 50s, maps still had 'unexplored' on vast regions of Canada, pretty much all white. That made him real comfortable if they had to ditch.
He said they used to joke there were 2 hydrogen bombs because if they survived the first drop there was a second one.
They used to drop practice concrete shapes out over Puerto Rico or something, airplane would jump up a few thousand feet when it released.
He also practiced the bomb toss maneuver. Something you could never do in a bomber now.
He was offered a squadron command in B-52s and turned his wings in. He said too many crashes early on. After 2 wars, Korea and WWII, and starting a family, that was pushing it.
He retired after going to Tachikawa AB, and died in 1972 and is in Arlington where he wanted to be.
I was copilot on the B-47 at Forbes AFB from 1960 thru 1964, and I spent a lot of time on alert! In the 4 years flying the B-47 I logged less than 900 hours! I went to work for the airlines in 1967, and as an instructor I frequently used the B-47 as an example of why certain design features exist in modern commercial jet aircraft. I wish I had taken more photos of that bird!
I was in 2nd grade at Wheelus AFB when I saw the first B-47 land there in the very early 50s..my dad was Army Corps of Engineers who built the place. Right then I said. "I'm gonna fly one of them when I grow up!"...Well, I didn't of course, but I did go to Nav School at Mather in 1969 and as a Nav /RN /RSO flew over 2000hrs in the B-52 (Castle, Loring & SEA), 800 hrs in the FB-111 (P-Burg & Pease), and finished up with 700 hrs in the SR-71 (Beale and Dets. Along the way I met several guys who flew the -47 and they all loved it! You still out there Chuck Archie?
I was stationed at Pease AFB,NH from 1955 to 1959 and was the crew chief on B-47 53-1905 known as the "State Of New Hamshire."What a beautiful bird even by todays standards. She was a little underpowered and we lost a bunch due to accidents but I will always have respect for her as she was the biggest deterrent, preventing war with Russia!
My first assignment after pilot training at Vance AFB in 1963was as a co-pilot in the B-47 at Forbes AFB in Topeka Kansas. All the formal schools were closed so I had a local checkout. (kind of a lick ad a promise). I was very grateful to other more experienced co-pilots including Greg Boyington for taking me under their wing. I went to Mt HomeAFB when Forbes closed. I went on reflex alert to Fairford RAF Base and Brize Norton RAF Base, and at the end, many of my flights were one way to DM. I flew 9 different aircraft in my 33 year career. My retirement flight was in a KC-135R in October 1994. I believe on that day I was the last active USAF pilot who had flown the B-47.
I was an assistant crew chief on B 47's assigned to the 353rd Bomb Sg.Barksdale AFB, La Jan 1957-Aug 1958. Finished my tour at Chennault AFB, La in the 44 OMS. I was permitted to go on flying status on the 47's and enjoyed the flying experience. That flying experience lit a fire in me to seek an aviation career that ended in my retirement in 2005 with over 12k hours flight time. The USAF granted me the road and desire to fly.
I was assigned to B-47"s out of pilot training and started 47 school the summer of 57. I was based at Whiteman AFB for 6 yrs and Lockborn AFB for 1 yr. I flew as co-pilot for 3 yrs and AC for 4 yrs. It was a good aircraft in it's day. I had a few emergencies in it but always brought it home. Vern
I was assigned to B-47"s out of pilot training and started 47 school the summer of 57. I was based at Whiteman AFB for 6 yrs and Lockborn AFB for 1 yr. I flew as co-pilot for 3 yrs and AC for 4 yrs. It was a good aircraft in it's day. I had a few emergencies in it but always brought it home. Vern
Spent a year at Ben Guerir Air Base, Morocco, where a group of B-47's landed on Wednesdays to replace the group that had been there for a week. After transferring their loads to the new arrivals, they loaded up all kinds of things into the bombays before taking off to return stateside on Thursdays. Spent time from July 1957 to July 1958 in the control tower as a weather observer,
Hello, My father's name was Capt. John F. Dent, Jr. , last stationed at Barksdale AFB,La. He was killed on Dec 6, 1953, when his plane-a B-57- crashed on base.Unfortunately his crew was lost also from what the obituary that I have says. I have been trying for years to find information about him, and am unable to ask my mother because I lost her when I was 11. The day he died was my 4th Birthday . If there is anyone who may remember my parents or this event , please contact me at the e-mail above . They would have been 84 yrs young. Sincerely, Julia M Dent p.s. I do have an address of Upper Heyford, Oxford , England , and I believe he was in the Berlin Airlift .
LT /Col Sir Gilchrist,
I hope this email finds you well and actually alive. I am the daughter of a USAF Vet, long ago deceased (age 30) whom was assigned to SAC, Lockbourne AFB in the "missing years of 1956-1959" - my father died of a very unusual disease in October of 1969. After leaving Lockbourne, he went on to work for a DoD Contractor, Geotechnical Corp, Garland, TX. As fate would have it, I have an extremely successful career with Raytheon Technologies (formerly E-Systems, Hughes, Aircraft and a truckload of other DoD contractors). My career has led me to be more than curious...there's no law against this. I digress, I'll get straight to the point...I'm looking for a living breathing human being that was part of SAC, Lockbourne AFB between 1957-1959.
Very kindly,
Jeri White Shlemon
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