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| Most post-World War II bombers evolved from military requirements issued in the early or mid-forties, but none were produced as initially envisioned. Geopolitical factors accounted for the programs; the military threat, varying in degrees of intensity through the years, never ceased to exist. While these factors justified the development of new weapons, technology dictated their eventual configurations. Strategic concepts fell in between, influenced by circumstances as well as the state-of-the-art. Thus the B-36, earmarked in 1941 as a long-range bomber, capable of bearing heavy loads of conventional bombs, matured as the first long-range atomic carrier. The impact of technology was far more spectacular in the case of the B-52, affecting the development of one of history's most successful weapon systems, and the concepts which spelled the long-lasting bomber's many forms of employment.
As called for in 1945, the B-52 was to have an operating radius of 4,340 nautical miles, a speed of 260 knots at altitude of 43,000 feet, and a bombload capacity of 10,000 pounds. Although jet propulsion had already been adopted for the smaller B-45 and B-47 then under development, the high fuel consumption associated with jet engines ruled against their use in long-range aircraft. But what was true in 1945, no longer applied several years later. After floundering through a series of changing requirements and revised studies, the B-52 project became active in 1948. Air Force officials decided that progress in the development of turbojets should make it possible to equip the new long-range bomber with such engines. The
decision, however, was not unanimous. Money was short, B-52 substitutes were proposed, and it took the deteriorating international situation caused by the Korean conflict to ensure production of the jet-powered B-52-the initial procurement contract being signed in February 1951.
While technological improvements received top priority when new weapons were designed, untried technology was a tricky business. Hovering over the B-52 weapon system was the specter of the B-47's initial deficiencies. As a result, the B-52 was designed, built, and developed as an integrated package. Components and parts were thoroughly tested before being installed in the new bomber. Changes were integrated on the production lines, giving birth to new models in the series, a fairly common occurrence. Yet, in contrast to the usual pattern, B-52 testing only suggested improvements, and at no time uncovered serious flaws in any of the aircraft. In fact, Maj. Gen. Albert Boyd, Commander of the Wright Air Development Center, and one of the Air Force's foremost test pilots, said that the B-52's first true production model was the finest airplane yet built.
Initially flown in December 1954, the B-52's performance was truly impressive. The new bomber could reach a speed of 546 knots, twice more than called for in 1945, and could carry a load of 43,000 pounds, an increase of about 30,000 pounds. Still, most of the early B-52s were phased out by 1970, due to Secretary of Defense Robert S. McNamara's mid-sixties decision to decrease the strategic bomber force. However, the later B-52G and H-models, and even some of the earlier B-52Ds, were expected to see unrestricted service into the 1980s.
By mid-1973, the B-52s had already compiled impressive records. Many of the aircraft had played important roles during the Vietnam War. Modified B-52Ds, referred to as Big Belly, dropped aerial mines in the North Vietnamese harbors and river inlets in May 1972. In December of the same year, B-52Ds and B-52Gs began to bomb military targets in the Hanoi and Haiphong areas of North Vietnam, where they encountered the most awesome defenses. Although the B-52s were often used for purposes they had not been intended to fulfill, after decades of hard work they remained one of the Strategic Air Command's best assets.
| CREW | 6 |
| ENGINE | 8 x turbo-jet P+W TF-33-P-3, 75.7kN |
| WEIGHTS |
| Take-off weight | 221350-226000 kg | 487996 - 498247 lb |
| Empty weight | 111350 kg | 245486 lb |
| DIMENSIONS |
| Wingspan | 56.4 m | 185 ft 0 in |
| Length | 47.6 m | 156 ft 2 in |
| Height | 12.4 m | 41 ft 8 in |
| Wing area | 371.6 m2 | 3999.87 sq ft |
| PERFORMANCE |
| Max. speed | 1070 km/h | 665 mph |
| Cruise speed | 900 km/h | 559 mph |
| Ceiling | 18300 m | 60050 ft |
| Range w/max.fuel | 16000 km | 9942 miles |
| Range w/max payload | 11800 km | 7332 miles |
| ARMAMENT | 4 x 20mm machine-guns, 34000kg of bombs and missiles |
 | A three-view drawing (1000 x 592) |
| Jeanie Johnson, e-mail, 16.12.2014 23:43 Looking for Don W Green, pilot B52G Guam 1972 out of Mather. Andy Johnson Co, Jim Lawhon EW, Jim Schwedler Nav, John Webb, Radar reply | | Ray weindel, e-mail, 06.12.2014 03:08 I was in roswell 1961 thru 1963.started on E model 123 assist crew chief on 648.the E models didnt last long . they were degined for the cold war. they were fitted for high stress high speed low level flying.a very fine fine aircraft that you dont hear a lot about. reply | | Ray weindel, e-mail, 06.12.2014 03:07 I was in roswell 1961 thru 1963.started on E model 123 assist crew chief on 648.the E models didnt last long . they were degined for the cold war. they were fitted for high stress high speed low level flying.a very fine fine aircraft that you dont hear a lot about. reply | | Bob, e-mail, 13.11.2014 19:41 OMG small world ! Hello Col Alfred J. D'Amario ,,, I was stationed at Plattsburgh AFB as a Crew Chief and preflighted Bomber 188 the day you went down in Thule. A day we will all remember as if it were yesterday.... RIP Leonard Svitenko....
Thank you for your service to our country, and I hope you are doing well! reply | |
| | John Polzella, e-mail, 11.11.2014 21:14 I was a 52 crew chief during Vietnam. Finished tour in Thailand (68). Flying home on KC 135 we crashed on Wake Island. 11 airmen perished. Reason for this e-mail: VA has no record of me on flight
DD214 does not show my time (6 months). Anyone have manifest /orders. My name would be proof I served in SE Asia. reply | | sven, 26.06.2014 00:28 Dear George.
I doubt that anyone is impressed. reply | | George Haloulakos, CFA, e-mail, 25.06.2014 23:48 The answers to such questions as -- How does the B-52 measure up against the B1-B and B-2 Stealth in terms of firepower? What about its heroic combat record in December 1972 during the Vietnam Conflict? -- are all addressed in my new book. :)
HIGH FLIGHT
Aviation as a Teaching Tool for Finance,
Strategy and American Exceptionalism
By George A. Haloulakos, MBA, CFA
ISBN: 9780-1007-2738-0
Order your copy online at: ucsandiegobookstore.com
Or by phone: 858-534-4557
"Partial proceeds support aviation heritage" reply | | John Beier, e-mail, 31.12.2013 03:42 I was a B-52 gunner, from 1971, to 1978. I flew as a gummer on the D, F, & G model. The f model was at Castle AFB, in 1971. Then to the 320th BW at Mather AFB, in G models, including Bullet Shot deployments to Guam including Line Backer ll. After the war I went back to Anderson AFB, 43rd SW in the D model. reply | | Myron Johnson, e-mail, 11.12.2013 09:47 I came in in 1971 went to school in Denver Co. for ASG-15 Fire Control systems.
I then went to Warner Robins A.B Ga..We deployed to Guam in1972 and work our butts off for 2 tours, but loved every second of it. I learned every thing I know from a good old boy name Earl Hobbs from Barksdale La.. He was as sharp as they get. I Was one of few blacks in Fire control at that time and he made it a point teach me well. I alway tell people that Earl taught me everything I knew about the ASG-15 F /C reply | | pat spnelli, e-mail, 30.10.2013 17:26 Re: comment posted--The year was 1954 not 1984 as posted reply | | Pat Spinelli, e-mail, 28.10.2013 18:16 I was employed as an experimental flight test mechanic (dept. 907) in August, 1984, and assigned to aircraft no.001 which was the first production B-52. We worked from blue-prints, because manuals hadn't been printed yet. The airplane was really a fine example of Boeing's expertise in design and manufacturing. reply | | Alfred J. D'Amario, e-mail, 19.08.2013 04:02 I flew the B-52 G at Loring and Plattsburgh AFBs from October 1964 through November '70. Being a fighter pilot at heart, I hated the idea of flying this aluminum overcast, but after completing all of the requirements of the entire program on my first flight at Castle, I figured that this was the airplane I was designed to fly. And, I came to love it. Though I only made Lt. Col., my first B-52 copilot went on to become a Lt. General. I felt so comfortable flying the Buff that I very stupidly did a wingover (110 degrees of bank), but, by not trying to level the wings until the nose was well below the horizon, I made it without breaking the airplane... and vowed never to do it again. Also, I am one of the six survivors of the B-52 Broken Arrow crash at Thule, Greenland in January, 1968. You haven't lived until you've ejected from a burning B-52. The emergency was terrible, but the ride down in the chute was a once-in-a-lifetime experience. It was wonderful, but I never want to do it again.
I ended my 20 year career as a B-52 instructor pilot and Chief of Safety at Plattsburgh. I have flown the P-51 Mustang (70 hours) in pilot training, the F-80 in Combat (100 missions) in Korea, about 1,000 hours in the T-33 in training command, and the B-47 out of Little rock AFB. But, the people I meet at air shows are more impressed that I flew the B-52 than anything else. It is loved, not only by me, but by almost all Americans who know aviation. And, after eleven years of flying Boeing airplanes, I only fly on airlines that use Boeing airplanes. reply | | Ricardo (RickI) Olivares, e-mail, 04.08.2013 03:20 I worked in the intelligence field as a photo interpreter and as a target specialist with the 307srat Wing in U-tapao and later with 43rd Strategic Reconnaissance Wing at Andersen AB in Guam. Met many a pilot, co-pilot and radar navigator and became good friends. I was there in 1969, 1972. Love those birds. Sorry for my friends that were shot down in 1972. reply | | Bryan bowlin, e-mail, 08.02.2013 07:40 Bruce, the Vulcan rate was closer to 6000 per minuite and full load gave the H gunner a full 12 second of trigger time. This was always at the forfrount of his awareness as his and his crews life might possibly rely upon a half second waste of ammo. Like you, I as I assume everyone has, who has sat in one and watched her flap her mighty wings, in ordor to lift you into the heavens must love the old gal's. reply | |
| | Gary Watt, e-mail, 26.12.2012 07:13 I spent about ten years as an EW technician /instructor on B-52Ds, Es, Fs, Gs and Hs. First assignment was at K. I. Sawyer (B-52H) from 1963 to 1965. Then was assigned at Fairchild AFB on B-52Ds from '66 to '68. In 1968, got orders to become an EWS Instructor at Mather AFB (B-52G) for two years. Also assigned as EWS Instructor at Castle AFB (B-52F), then at March (B-52D). My final assignments were at 320th BW (B-52G) at Mather, where I retired in 1982. Love the BUFF. reply | | Lauren Eastwood, e-mail, 02.12.2012 02:38 Was stationed at Minot AFB with the 5th Bonb Wing. The Buff was a great airplane to work on ending up my 20 year career. Even the hydraulic lines tht ran through the wing main fuel cells. reply | | Steve, e-mail, 04.11.2012 17:24 I was stationed at Wurtsmith A.F.b 379th bomb wing Oscoda Mi,from 1978 to 1982,it was an honor to work with the crews and our B-52's,an awesome machine.in addition i met an married a local girl, 32 years later i still have fond memories of the place and enjoy going back nearly every year.
Steve reply | | Phil Perkins, e-mail, 04.11.2012 02:53 I was @ Altus AFB in 1958 to receive the NEW B-models. Then came the 42nd & 26th Bomb squadrons + The 96th ARS, with their KC-135s to replace the old KC-97s. Worked my way to crew chief, having worked on every SQ" of this A /C & I Loved IT!
It has changed a one hell-of-A-lot over the years!! reply | | Steve Duncan, e-mail, 24.10.2012 23:03 I worked in Armament & Electronics (MD-5 and A3A Fire Control Systems) at Biggs AFB TX in the early '60s. the 95th BW was the only SAC bomb wing with B-52B's that had both old and new turrets, and the only B-52 to be shot down by friendly fire (53-0380, "Ciudad Juarez") by a NM ANG F-100. Great airplane, and a MITO (Minimum Interval Takeoff) by the entire Wing at 30-second intervals was a spectacle that I'm sure the civilians of El Paso won't forget - I certainly won't. I wasn't the best mechanic, but those were the days. reply | | Mark Baker Jr, e-mail, 22.09.2012 20:29 I worked on the B52G at Blythville ABF 97th bombardment wing asa sheetmetal mech 1971 thru 1972 tdy to Anderson AFB for LinebackerII.My tour with the B52 was with 42nd at Loring AFB from 73 to 74,that was after a tour at CCK in Tawian. I was discharged from Loring AFB in 74.I miss working the aircraft even tough it was a sheetmetal mans nightmare reply |
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