Martin RB-57D


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Martin RB-57D

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Martin RB-57DA three-view drawing (622 x 640)

Comments1-20 21-40 41-60
Jerrold (Jerry) Roush, e-mail, 26.11.2021 23:35

In 1956 I was an intern draftsman working on the then "Top Secret" RB-57d program. One of my supervisors was Walt Parker.


Carl, e-mail, 24.08.2021 06:08

My dad, Bruce Miller, was a navigator in B57s at Hill from 1960 -1964. He crewed with a few different pilots, his favorite was a guy named Harry. Dad passed away in 2018.


Linda, e-mail, 03.01.2018 02:14

Are you still collecting stories on this plane? If so, let me know. I have a crash story from 1964


Dave Stern, e-mail, 25.04.2022 Linda

Greetings. I'm a writer of aviation history. MY SAC tenure was with 4080th SRW a USAF U-2-sister Sqdn to 4025th with RB-57Ds. I have images of both, but would you please share your data on the 57D crash?
I have some 57D data and can share.
Thanks, stay safe and have a good week.
David, Renton, WA


Bob Funkhouser, e-mail, 21.03.2021 Linda

I served with the 4025th on Detachment A&B at Yokota. Anyone out there?


JIm Farrenkopf, e-mail, 11.09.2022 Dave Stern

Hello Dave,

I was searching around and came across this site. I have no idea how old your email is but if you are still interested in the B57D crash in Jan of 1964 let me know. My father was crew chief on that aircraft and I have some photos and other info .

Jim Farrenkopf


Paul C. Hooper, e-mail, 10.09.2022 Dave Stern

I guess Linda was talking about the wing failure crash of 53-3973 at Wright Patterson on 3 January 1964.
The pilot (Captain Jerry Lyvere - His name was Gerald E Lyvere but he used Jerry rather than Gerry) and his family were close friends. My siblings and I flew over to Clark AB with Mrs. Lyvere, Floyd, Dorothy. The entire family and Joyce's mom were all killed when their aircraft broke up in turbulence near Bunnell, Florida on 10 June 1966.


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?


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!


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.


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.


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.


Dave Stern, e-mail, 25.04.2022 Tony Martinez

Greetings. I was with 4080th SRW U-2( at Del Rio. I have numerous images and can trade for unusual pics of the 57D. Would like some data on missions, and OLs the 57D was assigned to: Yakota was one, I believe, Germany also. Thanks and have a good week.
Renton, WA


Timothy Potter, e-mail, 23.03.2016 10:28

Jim Rieger, tell us about blowing canopy and drop take in the hanger.


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.


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.


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?


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?


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 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.


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.


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.


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.


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]


Glenn Chapman, e-mail, 26.01.2014 00:54

was a side-oblique precision 6" focal length with KC-1B 9" x 9" film magazines with 390 feet of normal base film. This allowed it to film a matrix from nearly horizon to horizon. Loter from an old Nephograhics guy of the 4080th.


George W. Hines, e-mail, 10.01.2014 20:56

I was stationed in Japan in the late 50"s and early 60's we had RB-57Ds through there ocasionlay most were all black with red tail numbers 1" letters and about a 3" us insigna I remember one take off tower told the pilot to call when clearing the tower (he made a vertical) takeoff the tower called about 15 minutes later and ask have you cleared the tower the reply was no we are still climbing.
I remember refueling a U-2 later it was shot down (Col.Francis Scott Powers)
George W.


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