Martin RB-57D

Valentin Lopez Jr, e-mail, 20.05.2017 03:37 I was with the 4080th SRW from 1958 to 1962 and assigned to the instrument shop as a 42250. Anyone remember me? reply

Jack A Martines, e-mail, 02.11.2016 06:34 I flew the EB-57E as well as the EB-57D out of Hill AFB with the 4677th DSES from July 1967-July 1969. The "max performance" t /o referred to could have been done, but I am not sure of the near vertical climb out. The a /c had a warning horn that sounded when speed exceeded airframe stress limits. After becoming airborne, we had to reduce EPR /RPM to avoid exceeding airframe limitations. One or two old timers, "Nails" Nelson or George Celik could have tried the Max performance. I recall clearly that I could t /o and increase pitch to 30-35 degrees climb out and clear the Wasatch range in a climbing turn to the East by the time I reached the end of the runway. Fantastic a /c! reply

Glenn Chapman, e-mail, 22.06.2016 02:14 For Stan Goldstein--- I worked as a Camera Guy on the RB-57D at Del Rio. The bird ayou are talking about is RB-57D Basic 53-3982. Used to be aa Pima Air Museum in Tucson until the National Museum in Wahington took her back. Good talking with one of the pilots. reply

Tony Martinez, e-mail, 26.04.2016 21:21 Note for Philip Martineau. Pls contact me at my email as I have info on your father Marty. He was in my sq and flew recon missions out of UK including a non-stpp from Del Rio to Brize Norton UK in Jan 1959. reply

Tony Martinez, e-mail, 26.04.2016 21:14 I flew RB57D2 from 1956 to 1960. Would like a source for a good D2 color picture. reply

Timothy Potter, e-mail, 23.03.2016 10:28 Jim Rieger, tell us about blowing canopy and drop take in the hanger. reply

Jim Rieger, e-mail, 12.02.2016 22:53 I worked at Glen Martin, Baltimore in the late 60's when the 57's were getting patched up from nom.They needed air craft people. The first day I was asked to fix fuel gauge problems. after crawling thru fuel cells I determined probes were not balanced by capacity probes, main and aux. Next time I'll tell about blowing canopy and drop take in the hanger. reply

Bob Soper, e-mail, 01.02.2016 16:07 I was at Christmas Island, in the 1211th test squadron, assigned to the Instrument shop, although I was actually a 42251. The instrument guys didn't hold it against me. Very interesting time and memories. The original schedule for maintenance was quickly forgotten, due to all the tropical thunderstorms and I suspect a lot of precautions were forgotten also. reply

Gasper Dantone, e-mail, 24.10.2015 21:53 Bob pugh, 23.09.2014 I was with flt a det 1 at yokota with the ds,1956 1957 1yr tdy. Looking for guys that were their. I was there at the same time. Don't remember you, but I have a bad memory. What was your job? reply

Cliff Smith, e-mail, 22.02.2015 05:00 I was stationed at Hill AFB with The 4677DSES from 9 /66 thru 12 /68 as an acft Electrician. As I recall the RB-57D-2 at that time were 966,967,968 and 969 and the D-1 acft was 977,980 and 982. All had Artic (orange) wing tip and fuselage marking. I witnessed one of the famous "Max Takeoff" one day in '68, with a normal takeoff roll the pilot lifted and held level until even with the control tower then pulled near vertical for approx 2000 feet then nosed over just a bit, to say a 70-80 degree climb. Holding it at that attitude until it was out of sight. It would remind you of a caterpillar scaling a wall, slow (150Kts) and determined. It seemed it took 4-5 minutes for the engine roar to fade. A friend of mine in the Comm truck told me that Salt Lake Radar reported him 2 miles off the end of the Hill runway and the pilot claimed to be at 49,000 ft. and still climbing. Can anyone out there verify the story? reply

Harold Schnatz, e-mail, 06.02.2015 00:41 Harold Schnatz. I worked at Transit alert at Tyndall Fla. We had several B*57 Bs we maintainded. I would fly the back seat occasionaly and run the chaff dispencers. We got a B-57D in for high altitude practice and I talked my way in to the back seat.it was the ride of my life. The pilot hit the afterburners on those J101 engines and at about 8000 ft of runway we went straight up to 50,000 ft and leveled off.The pilot said that was as high as we can go without pressure suits. I ran the chaff dispencers. there was paint on the canopy over the back seat but there was enough clear canopy behind the front seat to see an F-101 streaking up at us after the tower said "Red dog 1 you are dead. reply

Bob pugh, e-mail, 23.09.2014 05:25 I was with flt a det 1 at yokota with the ds,1956 1957 1yr tdy. Looking for guys that were their. reply

George Haloulakos, CFA, e-mail, 15.08.2014 20:06 The RB57 is a remarkable aircraft that seemingly almost went unnoticed as it was deployed during the Golden Age of Cold War aircraft. I recall seeing actual footage of the RB57 making a high speed fly-over in a "Gilligan's Island" TV episode from the 1964-65 season. The sleek RB57 is an exotic looking aircraft that has sparked my interest as I have come to appreciate its important contributions as a special reconnaissance asset in our arsenal of freedom. reply

Homer Caldwell, e-mail, 16.07.2014 19:21 My photographs of the D model in flight confirm the opposite of Harold Hill's paint scheme. It was WHITE on top and flat black underneath. Looking up into the darkening skies it would be less visible and if there were flights viewing from above I suppose the white would be difficult to spot if above an overcast of white clouds beneath...since very few times one would see any cloud topping above 50 or 55,000 feet. Our squadron's Tech Rep told us the aircraft was actually flown at an indicated airspeed of 350 knots but at such speeds it would be easy to over-control the roll capability given the quite large aileron /spoiler lateral control surfaces. Thus the 190 knot IAS or the 150 knot IAS restrictions when leading edge tanks were empty was set by the manufacturer; Martin. At extreme altitude the aircraft required 100% attention yet at the same time fairly forgiving. reply

Mike Breslin, e-mail, 27.06.2014 09:53 Worked in instuments in the 1211th Test SQDN at KAFB. There were a lot of problems with the fuel quantity guages and and some pilots wouldn't fly them back across the "pond". One who would had us show him the tanks were topped off first. [When he landed at Hickam there were palm leaves in the wheel well...said he encountered ufo's at 30K feet] reply

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