Boeing B-52 "Stratofortress"
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Ned, e-mail, 05.06.2020 19:52

Participated in several raids into Hanoi area in Dec '72 as a co-pilot. Approaching from the south/southwest could see a glow in the sky far ahead. Getting closer things became more distinct---missiles racing into the sky, explosions everywhere. It was the biggest fireworks show I ever saw and thought there is no way we are going to get through. The Charge of the Light Brigade came to mind --- "cannons (missiles) on the left, cannons on the right------. Missiles by the dozen were coming up. I ducked instinctively when some came too close and detonated in an orange ball. Saw a couple of Buffs go down---large mass of fire with bits of aircraft in the middle. Strangest sight was an aircraft flying off our right wing at same altitude. I've often wondered if it was a Mig relaying our altitude/heading to AAA controllers on ground. Checked aircraft over real good during postflight expecting to find some holes but nothing.

GeorgeGordon, e-mail, 12.03.2020 16:21

The picture you show must be the GE test bed aircraft. I flew the same configuration B-52E for PWA; 60-636

Rod Hurtuk, e-mail, 21.02.2017 05:05

I was at WPAFB from '62-'64. 4043rd and 17th Bomb Wing (H), and thereafter went to SE Asia "64-"65. Later, after discharge, enrolled at UCONN, and took a pt job at Kaman a/c, at Windsor Locks' Bradley field, building subcontract flaps for C5a's. At that time I saw this B52D in hangar, a/c 56-0636, I believe. I had previously worked on it at wpafb. Sometime in the winter of 1968 is the closest I can get to the time, but the a/c was a test mule for P&W turbine development at that time.

Sue, e-mail, 14.01.2017 22:29

I am seeking information about Major Jim W Miller. I know he flew B52s from Guam in the early to mid 1960s. Just looking for stories, acquaintances.

melvin mcdonald, e-mail, 02.11.2016 15:03

I was at Walker AFB from 1960 to 63. Bomb/Nav on B-52E's. Wish you could find out more about that model.

Don Seib, e-mail, 28.09.2016 04:59

I was the lead engineer for the maker of the A3A MD9 tail defense system for the B52 and wrote the Flightline Maintanance Digest for it. I still have a copy of it. It was a maintenance horror: with well over 500 vacuum tubes, it had a MTF of eight hours.It had four 50 caliber machine guns. A four jet fighter escort was a far better defense.

John Walton, e-mail, 09.04.2016 16:27

The strange picture of the B52 with the starboard inner engines replaced by a single (possibly) turbofan engine is probably fur to the airframe being used as a test bed for in-flight engine testing of a new type of engine. U.S. engine manufacturers have tried for some time to get the FAA to accept on-ground testing in environmental chambers as a replacement for actual flight tests, but they still find the unexpected during these in-flight tests....

David, e-mail, 17.06.2015 21:27

Worked on the B52H 0005 in the climatic hanger at Eglin AFB and several AFB around the country after that. Remember a B52G took off at Lambert St. Louis with it's ab on, black smoke and very loud. Behind it was the B52H, very quiet and lifted off with nose slightly down. It was amazing to see. Have a picture of 0005 in climatic hanger if any one interested. I was working for Emerson Electric at the time.

Carlin, e-mail, 07.05.2015 03:11

I was with the 28th OMS at Ellsworth AFB from Sept. 1959 until Dec. 19th, 1962. I was a ground crew member, and asst. Crew Chief, and then a Crew Chief on a B-52D. I worked on 6693, 6697, 6629, 6630, and I think one other one. As a passenger, to get my flight time in for my flight pay, I flew on a B-52D for about 200 hrs. Most of the fights were 8-12 hours long. I went on a 3 month TDY trip to Alaska as Crew Chief On a KC-135 for a friend who didn't want to be away from his pregnant wife. He Crewed my B-52 while I was gone. I loved flying so much that when I got out of the USAF I got my commercial pilots license and became an AG Pilot (Crop Duster) for 34 years. After over 15,000 flying hours I retired and live on a farm with my wife. I Always remember the good times I had in the USAF and loved the B-52.

Vernon kerksieck, e-mail, 04.05.2015 04:37

Was refueling a b52 aborted,I dove in between revetments when it blew.b 52 was taking off then aborted in heavy rain, the b52 I was told actually hydroplanes on the runway then slid off the side tearing outer engine causing fire. All crew got out .the helo accounted for all except the tail gunner so he made another pass with control tower telling him it was to risky ending up going anyway which blew the chapter out of the sky. The tail gunner ran the other way from the a/c

Josh, e-mail, 06.04.2015 05:56

the bomber in the pic has 1 engine that does not match

MERRITT LAWLESS, e-mail, 09.02.2015 22:20

I reread my post of 02-09-15 and dicovered a gross mistake. It is easy for a soon to be 84 year old to inadvertantly interchange the power plants on a B-36 with those on a B-52. The 30 B-52 air craft turned the sky dark over Ramey with 8 burning times 30, a total of 240 jet engines in play. Although schooled and trained in Naval aviation, I was truly impressed with that display of airpower. Merritt

Merritt Lawless, e-mail, 09.02.2015 03:14

I was assigned as the ARMA Tech Rep supporting the ASG-15 tail defence system on the B-52G's at Ramey. I reported to the 72nd in January of 1961. The ASG-15 was the most complicated and thus demanding system that I encountered in my Tech Rep career. It had a total of 64 Major and Minor sub modes of operation. I never professed to know all of them. The Arma closed circuit TV Bench arrived during my stay. The ARMA cam driven self evaluators for the system had not been introduced prior to my departure. Just simply requiring self evaluators should give some one a clue as to the complexity of the ASG-15. The Arma Tech Rep that I relieved had convenced the shop personnel that the Turret Mockup test fixture could not lock on and track a test set signal, in that it was confronting spurious signals inside a metal building. I did not buy that and obtained a detailed aligment procedure. After getting the "tracking"vectors proper, the turret (track radar) locked on and properly tracked the feed horn of the test set as it was pushed across the path of the turret. A "roar" went up in the shop. Technicians of that era (working on the ASG-15) may find this interesting. A B-52 reported that the ASG-15 would not turn-off/shutdown. It was near the end of the day, I took the proper, unclassified manuals home that night and traced out and pinned down the problem. That is not difficult, in it's self, it only requires tracing through a lot of schematic pages. The following morning I told the troops to pull the Aux Central, that they would find pins 4 and 5 of Relay K-345 welded together. And that the welding of the pins probably took place due to a power surge. The look on their faces was priceless and they were eager to pull that AuX Central as fast as possible. That was no easy or desirable task, in that, the Aux Central was mounted in the aft compartment of the B-52 high on the starboard bulkhead as I recall. It was large/heavy and had it's share of cannon plugs. After eagerly removing the Central and confirming the problem, one of the Techs walked over and sort of sheepishly said you were right.

Jim Beath, your comments on the minimal interval take offs could not have been clearer. I witnessed that same thing at Ramey, 30 B-52G's takeing off one after the other. I don't know if the Russians had the capability to look down on that during the cold war, if so they got a real view of airpower that day. The air over Ramey turned black with those six turning and four burning . A total of 300 engines come to think of it.

The Airmen in the shop had a sence of humor. They modified my name on the check-out board to read Money Bags Lawle$$. Were it should have read M. B. Lawless. They probably did that because I owned a fairly sharp looking 1959 Pontiac and it was our in the parking lot along side of their CO's Caddy. They were a great group of guys to work with. They helped me celebrate a promotion that Arma gave me after I proved that I could hold down the job at Ramey. They held it at the Officers Club. During the course of the evening one or more of the dudes keep filling my gin and tonic glass with extra gin, as I held it to the side as I talked. I should not confess this however they delivered me to my home just out side of the base, feet first. My company Arma lost the contract to a competitive company and I had to depart after 18 months.

That Officers Club at Ramey has a unique inscription on the front entrance door, the longitude and latitude of the airbase. The crews of aircraft operating out of Ramey were no doubt well aware that they were essentially operating from a fixed "carrier", the relatively small island of Puerto Rico. Ramey is located at the extreme north west corner of the island. There was a vast expance of water surrounded them. While there as a Philco Tech Rep supporting the B-36 I attended a unique party at the Officers Club in the 56/57 time frame. They had one man life rafts spread out on the floor, no chairs, no tables. There was a bottle of wine in each raft to be share by the husband and his wife while seated in the rafts. That was a clear indication that they were truly aware of the dangers they faced and I am sure their wifes and family shared that concern. My wife and I visited Ramey approximately 5 years ago. The high security fence is still in place. There is still some aircraft activity , transports I believe. There are no gates to enter the main part of the base. We stopped at the old Officers Club, the unique print of Lat and Long is still on the front door. They have a motel in one of the old BOQ's if one wishes to visit Ramey. It all brough back a lot of memories. Sorry for the length of these comments. I do hope that some of the folks that I crossed paths with will drop me an e-mail.. That would be great. Merritt

Craig Alderman, e-mail, 03.02.2015 04:37

Flew the B52G out of Wurtsmith MI from 1975 to 1981, loved flying the BUFF.

bob hazelton, e-mail, 25.01.2015 20:21

A different view, I was an RBS controller, 6 tours at Loring Nike site, home area Camp Drum Watertown. Other tours RBS Express, Missouri, Pennsylvania, Indiana and final stop Matagorda Island.Prior overseas was Matador missile Makung Penghu Pescadores. I can say all the paper plots and electronic tones were great, the thing that made me a true believer were the live drops at Matagorda Island where even the turkey roost were blown up.The true display of professional B52 crews were amazing. Glad to be involved in their training and mostly glad they returned to talk about it. SAC was a great outfit. Thanks guys...Bob Hazelton

Steven Wood, e-mail, 23.01.2015 17:58

Frank Delzingaro, Major when CC of 416th OMS, good to see your presence. I was under your command, 1973-75, till i reassigned to FTD @ Griffiss. You were a fair Commander, with a good sence of humor.

richaRD BYRD, 19.01.2015 03:57


Jim Carter, e-mail, 13.01.2015 17:52

Flew the Buff out of Grand Froks during 1967 - 1971. Flying was great but alert sucked. Have a couple of exhilarating stories, including rat reaching a F-101 north of Greenland. In the cold artic weather, the Buff's VVI pegged thru FL 270. Thirty minutes later, the chick got us. His radio conversation to us was highly memorable. Flew back to the CONUS at FL 550. NY City is quite a sight from that altitude.

Hey, D Rogers - greetings!

pat patton, e-mail, 07.01.2015 02:56

Is there a picture available on the B52 dedicated "STATE OF MICHIGAN?

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

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.

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.

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!

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.

sven, 26.06.2014 00:28

Dear George.
I doubt that anyone is impressed.

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. :)

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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.

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

pat spnelli, e-mail, 30.10.2013 17:26

Re: comment posted--The year was 1954 not 1984 as posted

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.

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.

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.

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.

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.

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.

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 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.


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!!

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.

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

Frank Delzingaro, e-mail, 21.08.2012 01:59

I flew the B-52G out of Griffiss AFB, Rome NY and deployed to Guam for missions into Viet Nam. A remarkable aircraft and it is still at work.

Walt Kleine, e-mail, 14.05.2012 20:39

I had the honor of flying every model except, of course, the A. I flew a B & C when going thru Castle as a student ('66). Flew Es at Walker ('66). Flew Gs at Loring ('67-'72). Flew Ds during Arc Light ('69 & '71). Flew Fs, Gs (again), & Hs at Castle as an instructor ('72-'75). Flew Ds again at Dyess ('79-'85) until the B-1 came in mid '85.

Melvin L. McDonald, e-mail, 10.05.2012 00:42

Served at Walker AFB, Roswell New mexico in the early 60's. We had E models.You never see much about this model.

JOHN DILL, e-mail, 05.05.2012 18:17

Our squadron, the 524th of the 379th Bomber Wing AT Wurtsmith AFB, MI , got the very first B52H's from Boeing's factory in Whichita, 001 thru 019 (1962). Don't know what happened to 002. Flew them till 1967. Quite an experience. Saw a news clip a year or so ago from Diego Garcia on TV, 019 being the Buff taking off in support of our troops in Aghanistan.

Harry Yarwick, e-mail, 26.04.2012 03:35

To Ed Fuller,
I to worked Bomb/Nav, E's & H's, 60-79. The D model, did not share the same radome as the G. The G radome was a combination of the upper ECM radome and the lower B/N radome. The G and the H shared the same radome.

jon cisky, e-mail, 20.03.2012 23:26

When I was in the 6th grade ( 1953 ) my father worked on the landing Gear on the B52. The folks at school wanted to know what my father did for a living. He told me to just tell them he was an engineer. Apparently the project was classified. He later told me they could get the gear to go up but couldn't get it to come down. He was charged with getting get it to come down. Happy landing Dad.

Don Higdon, e-mail, 18.02.2012 02:07

1964 Guan --- N. vietman and back Non-stop (24hrs) Refueled twice from KC-135. One tired puppy at end of that day. Post flight inspection and maint. turned around and did it again...........

Edward Fuller, e-mail, 20.12.2011 19:53

To Robert P. Nemeth


I was a D-model Bomb Nav Tech stationed at Anderson at the time of the crash. As a matter of fact, I was on the flightline in the D-model avionics launch truck when the aircraft took off. FYI, a launch truck was a large step-van vehicle with racks of easily replaceable equipment and a technician from each specialty. Our avionics truck included Bomb Nav, Radio, etc. If an aircraft had a failure, it could usually be repaired before the scheduled takeoff. There was tremendous pressure from on-high to avoid switching aircraft because of the impact on cost, refueling schedules, and mission goals.

Your Dadís aircraft was a G-model and normally our two shops didnít mix (the D and the G used totally different Bomb Nav systems and had different shops). However, the chin radomes on the aircraft were identical. We knew from the pre-launch radio traffic that they were having a problem getting theirís closed and drove over to see if we could assist (as a group, the D-model community had much more experience with them because we had been in theater longer). The aircraftís crew chief and one of our senior NCOs who had come over from our shop (a man with years of experience, not a chair jockey) could not get it to snug down properly. They both told the DCM (Deputy Commander of Maintenance) NOT to fly the aircraft. For whatever reason, he overrode their recommendations and ordered the radome secured as tightly as possible and the aircraft to continue on its mission.

This was a night mission and the weather at the time was horrible. It was raining hard, even for Guam. We were getting the effects of a typhoon that was between us and the Philippines. Your Dadís aircraft had to fly into, or at least skirt it in order to reach its target. Presumably at some point the chin radome detached and the resultant aerodynamic instability or water penetration into the fuselage caused the aircraft to crash.

I canít say if the weather was the deciding factor, but it certainly didn't help. Usually accidents are not due to a single failure, but a series of contributing ones. At the time, we were told that there were two survivors, Iím sorry to hear that one was not your father. I did not know him or the majority of the flight crew members. The worker bees and the crews generally didnít hang out together.

For the record, the DCM was shipped out the following day; I donít know what happened to him. I do know he wouldnít have survived if heíd stayed as there were a great many troops who were beyond angry and were willing to dispense their own form of justice.

Mistakes are made in war; tragically this was one of them. I apologize for any pain and frustration that this narrative brings you, but you have the right to know. While he didnít pass due to the enemyís direct action, the fact that he was willing to risk all and support his countryís goals still makes him a hero in my books.

I hope this adds a bit of closure for you and your family.

Ray Wright, e-mail, 05.12.2011 02:59

Worked on the D models in 1966 - 1967 at Turner AFB Georgia. I was an AFCS tech (autopilot, astro-nav systems). Transferred to MAC in 1967 to work on C-130s on Guam, so I still got to watch the 52s leave and return on their missions.

BILL EGLINTON, e-mail, 07.11.2011 21:04

There is a B52D at Orlando Airport.. old McCoy AFB... and at Wright Patterson Museum, of course..

Lewis Godfrey, e-mail, 19.08.2011 22:42

Worked in the 96 MMS at Dyess AFB, TX, Sep 1980 to Sep 1983 on both the B-52D, with the Hi-Density Bomb Bay Assemblies and Heavy-Stores Adapter Beams (HSAB)) and later the B-52H with the AGM-69/A Short Range Attack Missile (SRAM). At one time we had both B-52D's that had MiG kills by the Gunners on each plane from the Vietnam War on the base. Later we discovered that we had the second to last B-52H that came off Boeing's assembly line back in, I believe 1962.

Robert P Nemeth, e-mail, 06.08.2011 00:07

Can anybody tell me where in the US can a person go and look at a B-52

John, e-mail, 03.08.2011 18:37

Met a pilot at Oshkosh in 2009 and he told me that the 52s are now quite often flying at FL290 because they had no RVSM, can anyone remind me what the fuel burn is at this FL? I was told that they burn 5000 pounds before takeoff but that is the only number I can recall. Seems odd that our government would not just install RVSM and let us save a little more fuel ($$$). However, I suspect there is more to the story then that. Any thoughts?

william Blue, e-mail, 14.07.2011 18:34

I was at Fairchild AFB in 1974 and video taped the crash of the B-52 which was practicing for a airshow two days away. As soon as I shot it I took off for town before airpolice could collect the tape. I sold it to CBS for 5 K. This was second crash I have seen, I saw a SR-71 hit a mountain in Northern CA while I was flying in an airwork area. All the U tube pictures have the CBS logo on it.

Norman Heiderman, e-mail, 29.06.2011 21:10

I was on Guam in 1966 with 484th FMS from Turner AFB, Ga. Does anyone remember the "bomb shortage" mission where all the "ash trays" made from 750lb tail fins were gathered from around Anderson AFB and installed on bombs for one mission. Very colorful hanging under those black wings. Always regretted not sneaking a picture.

fidel n. sanchez, e-mail, 22.06.2011 04:42

Flew the D-model out of Sheppard AFB, TX then the whole wing, tankers and B-52 moved to Pease AFB, NH. This occured in 1966. Flew out of Guam during the Viet Nam war, always over grossed on WT. A 13 hour mission, always took off at midnight or 1 am. Lost a crew from our squardron when the wing broke and they went over the cliff. The have named a building after Capt. Ed Wyatt. Left the AF on June 67.

Robert Nemeth, e-mail, 09.06.2011 09:12

Pat wilson do u still.have them how much do u want for them?

Ian Roberts, e-mail, 06.06.2011 15:27

The sheer size of this aircraft is staggering. At the War Mueum in Duxford there is a B52 alongside other big bombers, the B24 & B29, & it completely dwarfs them. On their own these would be seen as big but next to the B52 they look like toys.

Don Terbush, e-mail, 01.06.2011 20:38

I flew D,F, G, H The best was flying the H in the 4200 support sqd at Beale AFB in the early 70's We went the whole time of the sqd and never shut an engine down

bob, e-mail, 27.04.2011 06:26

looking for information on a ph-522/axt-2 some sort of belly camera i was told ..i just picked one up at a auction thanks

ken, e-mail, 24.04.2011 02:02

Amassed over 5,000 hours in B-52 B,C,D,F,G, and H's during the 60's and 70's. With due respect to the B-17 and B-24's, The 52 has to be the best bomber this country has ever produced. You always knew it would get you home ! Ken

m wodarek, e-mail, 22.04.2011 18:35

Worked on the ASG-15 at Ramey AFB.
Any body still around from there? Nice weather to work outside there. Yet the G model faded out of existence.Now it seems it was a good experience. I left there and went to Shilling AFB Kansas,gunnery firing range. Anyone from there? Like to hear from you.

Floyd, e-mail, 22.04.2011 06:08

Served 66/70 and 72/84 Grand Forks AFB, ND with the B-52H and G models as a ground crew member and crew chief and later as an FTD instructor. The 52 was transferred out with the B-1 bomber being assigned to GFAFB. Even with the hard work and extreme weather conditions, I enjoyed it very much. Last I heard was that the H models are the only ones still flying and are still being modified to coincide with current conditions such as smart bombs. From the latest photos I've seen, the tail gun has been removed.

Ed Godwin, e-mail, 14.04.2011 03:12

I was a Jet Engine mechanic at Altus AFB Dec.'59-Jun. '63 with the 11th B.W.(later the 11th S.A.W.) I was in Engine Conditioning. I remember many of the A/C numbers of both the B-52 and the KC-135s that I serviced. T/Sgt Cook was my first shop chief and he was a genuinely nice man. I also greatly respected S/Sgts Spencer, Poston, Moreland and Foster. Others: Not so much.

Dave Matthews, e-mail, 12.04.2011 21:35

More info on the 'three' engine buffs. When the 17th BW at Wright-Patterson switched from B-52E to H, two of the E models went to Pratt&Whitney and General Electric to serve as test beds for the ultra fan jets. The GE aircraft tested the TF-39 (C-5) and the CF-6 (747).

Frank, e-mail, 05.04.2011 21:43

In answer to Sanderford - Pratt&Whitney used a B-52 as a test bed during development of the JT-9D for the 747. My guess is thats a picture of the plane used by Pratt.

Kevin H., 05.04.2011 05:55

Stationed at Dyess AFB, mid 70's with the tall tail "D" model as a Crash Crew (CFR) crew member, many hours watching take offs landings and touch and goes. Amazing aircraft to have worked on and in as Firefighter.

Ray Sanderford, e-mail, 05.04.2011 03:23

Was that photo of a B-52 at the top photoshopped?
A double engine and a single engine on one wing?

Dave Rogers, e-mail, 03.04.2011 21:41

Flew the H 65/69 @ Grand Forks, ND & then the O-1 in VN. The buff was the most reliable aircraft I have every flown. I was fortunate to have made the left seat as a Frst Lieutent and will always be greatful for that honor.

Charles O'Donnell, e-mail, 02.04.2011 04:44

Active duty 1956 to 1961 Westover AFB 99th bomb wing 347 squadron. B-C-Ds.Love the mames the aircraft are called now.Told a new guy to clean the snow from wings but he forgot about the vortex generators you know what happened.Finally I have heard that sons of some of the older pilots are now flying the Gs.Keep up the great work.

BILL EGLINTON, e-mail, 10.03.2011 14:58

Nice to read all the comments from you kids... My first flight was 1959 (Castle AFB Crew Training), then 77th Bomb Sqdn, Ellsworth AFB until 1966.. 25 airborne alert flights, over 2000 hours in the "D"... went from 1st Lt to "Spot" Major.. Nav to Bombardier.. lots of wild stories in all those years.. Sure glad it was a forgiving airplane. All those years of training and I missed Vietnam. You guys did a great job. I was there at MACV HQ in 72-73 and got rolled out of bed many times when you made your drops within range of Saigon..

Jim Rowan, e-mail, 02.03.2011 15:32

Ernest - I was at the snack bar on the hill above the north end of the runway with our bomb loading crew in the summer of '69 when that BUFF tried to abort takeoff. We were watching the launch. From our perspective, the planes would go behind the big hangar near the middle of the runway and be in the process of rotation with the front gear off the ground when they reappeared. This one, however, had the big chute deployed as it came from behind the hangar. We all looked at each other, knowing there was very little chance of that big boy getting stopped before the end of the runway. It didn't. Lots of mud and jungle bush went flying but it seemed like a fairly 'soft' event...until the fire started under the right wing near the bomb bay. As I recall, the crew escaped unharmed but a helicopter crew was lost in the eventual explosion. I may be mistaken about the helo crew but there is no doubt about the bomb(s) cooking off! We left the snack bar when the fire crews flew past us up the hill screaming at us to get in our truck and get out of there. We made it back to our unit about a minute before all hell broke loose. Obviously, you never forget an experience like that. Loved U Tapao though! Especially the beach!!

Jack, e-mail, 20.02.2011 05:03

I actually saw the buf that was displayed in the picture. Having flown D models out of Ellsworth and 3 Arclight tours, I took a real double-take that day. Several years later as a pilot with TWA, I flew to Hartford, CT. It was a test bed for the J-9 (B-747)and other engines at the Pratt-Whitney facility across the firld.

Gene Lock, e-mail, 19.02.2011 19:52

Spent 2 Arc Light tours, 68&69, wave lead navigator on Ds eventually. Guam, Kadena and Utapao rotations. As youngest/skinniest on board, my "additional job" was crawling into bomb bay to check for stuck bombs. Very cold, dark and noisy back there at 42,000 feet.

Don Barker, e-mail, 17.02.2011 23:12

I had the privilege of being a Doppler tech on B-52D at U Tapao 1973, B-52H at K.I.Sawyer 74-75 and 77-80. The experience is one I will never forget. There I was, all 110lbs of me, lifting RTs and Freq Trackers that weighed 90lbs!

John Fitzhugh, e-mail, 17.02.2011 09:55

I was an MA repairman TDY to Utapao from Carswell in 1972. From the shuttle truck we watched a Buff lift off and turn its wings verticle. The shuttle driver said " you don't see a 52 recover from that"...but it did. You wonder what went on in the cockpit and who the top notch driver was.

Rich Bail, e-mail, 16.02.2011 13:13

Photo is incorrect. See wrong engine on right wing. Also guns were quad 50 caliber,nor 20mm and later models used a single Vulcan 20mm cannon. 5 barrels

John Taylor, 05.02.2011 20:03

I flew the 5-52B,C,D,E F, and G. At Castle, Fairchild, Carswell and Griffiss. I was a Command Pilot with almost 10,000 hours. I believe I could be blindfolded and carried into the cockpit and I would recogonize it by the smell. Thanks Boeing.

Ernest Orem, e-mail, 01.02.2011 05:48

I was a staff sgt at Utapoa from Jun1969-May 1970 , AFSC 30650. I was just outside the main gate when a B-52 aborted takeoff and crashed at the north end of the runway. I took a poloroid picture of the crash and still have it.You never hear about this crash.

Maurice E. Marler, e-mail, 28.01.2011 07:30

I was associated with B-52(D and G)aircraft at two different bases between 1959 and 1966. It never ceased to amaze me at the 16-foot flexure in the wings. But it always puzzled me that the navigator got only an 8 X 10 window. With two refuelings (remembdeer "Cold Coffee" anyone?)it could fly more than 10,000 miles.

Mark H Benson, e-mail, 25.01.2011 22:05

Served with the 11th S.A.W, Altus AFB OKla circa 1964-1966. Crewed B52E/F models on Alert Duty. Served TDY in Guam circa 66-67 with Columbus/Mather AFB's during ARCLIGHT missions over S./ Vietnam. Just one hell of an airframe - Outstanding !!!

Bill Morehouse, e-mail, 24.01.2011 21:16

Can recall laying on my bunk at Ton Son Nhut in 66 and
"feeling" the 52's do their job - couldn't see or hear them
but you could sure feel them.

ROBERT P NEMETH, e-mail, 21.01.2011 04:01


Randy Jardine, e-mail, 21.01.2011 01:54

I was in Guam and Utapao in 1972 with the crew from Ellsworth. We flew with the first few missions North. Pretty exciting days. Good, reliable airplane.

Frank Bohm, e-mail, 19.01.2011 19:49

I was stationed at Westover AFB from 1966 - 1970 499th / 8th Airforce. The B52 is hands down the best source of keeping the piece ever in the US Airforce in my opinion. I was the crew chief on a number of the "Buffs" in my time in the US, Guam, Utapao Thailand,and Kadena AFB Okinawa. Good times without the war.

Mike Deible, e-mail, 17.01.2011 15:00

I worked on the B52's D and G's 1970-1974 Guam 1972-1973 during Linebacker II 11 days of Christmas bombings and what history that made glad to have been part of it. Spent many hours on those great birds. Mike Deible

Ray Childs, e-mail, 15.01.2011 16:57

B52F 57-054 and 57-168

Jerry Walterreit, USAF Retired, e-mail, 04.01.2011 19:09

Great airplane..worked in the Aircraft Instrument field on the "G" at Loring AFB, Maine Jan. 1961 thru April 1963 and Westover AFB, Mass. April 1963 thru July 1966. I still remember the days and nights of working on the EPR and Fuel Quantity systems. Also spent many hours riding in the launch truck. It could get very exciting in between the card games!! Have many fond memories of the B-52.

William E. ( Gene ) Brack, e-mail, 01.01.2011 20:32

Active Duty from 1956 to 1960. Most time stationed at Castle AFB. Served on "B" model 007. Flew into Kelly AFB for IRAN...the right wing gear hit hard and first while shootings touch & go landings...had to shut it down...checked for damaged...served on D & F models. In the 328th Bomb Sq.

L.H. Jones, e-mail, 07.12.2010 16:16

Still going strong! Testing and improvements continue. In 2001 the B-52 completed it's "Aircraft Midlife Improvement" program. Amazing that after 50 years of service the "BUFF" went through a "midlife" improvement. More improvements are in the works for the workhorse of the Air Force! Gotta love the longevity of this well built beast!

Rob Ball, e-mail, 07.12.2010 02:10

Flew as copilot in B-52 D's and F's and aircraft commander and instructor pilot in G's and H's. Best time of my life. I could tell you stories, but then I'd have to kill you! LOL. That planae could do more than anyone imagined.

Tom Vanderhoof, e-mail, 02.12.2010 05:53

Was on Guam 66 with Ken Jenner, although we do not know each other. Ken was with 28th BW, Ellsworth AFB, SD. I was with the other half of the group with the 484th BW, Turner AFB, Ga. I was on the ground crew, refueled all aircraft that came & went for six months. We flew in on a KC-135, #444, from Turner, I jumped off and refueled it. It crashed later on "take-off" from Kadena. Ken is right the "BUFFS" flew 24/7, D-Model, with the first camo paint job & "big-belly" conversion-went from 60 bombs to 108 & we used 1000 lb'ers, the history books don't say to much about that. I have a picture of myself sitting a "flat-bed" full of them. They called us "Black Barons", 4133rd BW-H (PROV). Ken Jenner if you read this you are only the third person I have met in 44 yrs. that was a "Black Baron", we were the first ones to go up into NV and bomb. Cheers!! to all "ARC Light" participants!!

Angel M Zeda, e-mail, 29.11.2010 06:36

I spent 23 years as a Ground Radar Technician in 1CEG (SAC)
We controlled all B-52's Arc Light missions in Vietnam. I was at 1CEVG , Det.21 (Bien Hoa)call sign MACON.(66-68-69)
Those B-52's and their crews were awesome! Merry Xmas. to all of you.

Jeff Thorpe, e-mail, 15.11.2010 21:26

Spent 2 1/2 years closing Lincoln AFB (by,by B47)then on to Wurtsmith AFB,1966-67(back in SAC!,hubba,hubba!)with the "Buff's". Fastest year of my life. Saw a 52 do a power climb at an airshow and it almost stood on it's tail, I mean almost straight up. I ran back into operations and told "Ski" what I had seen and he said it was using "only" 80% power. What a plane!

Don Adams, e-mail, 11.11.2010 16:45

Clinton Sherman AFB 1966 to 1970. Two TDYs to Okinawa. Was privilaged to be on flying status and ride along on several arc light missions. SAC crews were perhaps the most professional people I have ever been aquainted with. The D models are still my favorite and my first one as a crew chief was 56-612 that is on static dispaly in California and will thankfully out live me. Love that aircraft to this day. She was one of the best. This is Veterans Day 2010 and my best wishes and thanks to all that have served and are serving. God Bless.

Richard Deans, e-mail, 09.11.2010 00:15

I was a ground crew member at Wright-Patterson AFB in the early 70's. I enjoyed working on the bad boys. Never had the chance to get on flight status though. But had a lot of pride in being a part of what those big boys could do.Had the misfortune of getting my nose broke by the entry hatch when the crew had the AC on and failed to open a window in the cockpit. It blew back in my face when I tried to close it for the plane to depart. Left a memory for me.

Bill Grubb, e-mail, 07.11.2010 18:07

I was at Loring AFB from 1955-1958. Started on B36 and crossed over to B52. I had a friend visiting Loring last year and yes it is in sad shape. Both planes were outstanding and hard to beleive B-52 still flying.

Kenneth Warner, e-mail, 01.11.2010 05:33

Ater training at Castle AFB in California, I was sent PCS to the SAC 4130th Strat Wing Armament & Electronics squadron at Bergstrom AFB, Texas. It was redesignated the 340th Heavy Bombardment Wing in September 1962 in preparation for the phase-in of the B-52 bomber and KC-135 air refueling tanker. The early B-52/KC135's were quite a fright in those days (1959-1961), especially inflight refueling. Love every minute, SAC was a super group.

David F. Wallace, e-mail, 30.10.2010 02:51

Stationed at Barksdale A.F.B. 1961-1963 and ordered all parts for 52s. Had many ORI alerts, with Berlin crisis & Cuban U-2 alerts. These were just beautyfull to watch on take off & landings.

Jim Cook, e-mail, 28.10.2010 06:47

I'm retired Air Force (26 years) and worked all three bombers; B-52, B-1 and B-2, as a Bomb/Nav, OAS technician. Cut my teeth on the B-52H at K.I. Sawyer from 1983 to 1987. The B-1 and B-2 were nice but my favorite is still the old work horse B-52, miss those days! Great Aircraft!

Seen a post on here from Bruce Beatty - I remember a Bruce Beatty at K.I. Sawyer. Hope all is well.

ken jenner, e-mail, 30.09.2010 17:51

I worked on the b-52d's on my first deployment from Elsworth AFB in 1966.Spent six months in Guam when all the boming runs were done from there,looking back its really unbelieveable how many missons these planes have been on.During the time I was there these planes were landing and taking off 24 hrs a day 7 days a week.Our plane would come in,it would get refueled and loaded with bombs and off it would go,unless there was a real major mechanical problem.
All the missions those plans flew over nam and all the bombs they dropped hard to believe there is anything left of that place,one marvalous aircraft!
Anyone out there from the 28th OMS ELLSWORTH AFB S.D. years 1966-1970 contact me.

Roger Fagerland, e-mail, 24.09.2010 03:51

5 hears at Loring AFB and 2 at Plattsburgh and 1 at Blytheville. Best years were at Loring. Went back this summer and the place looks pretty sad. Flight line full of weeds. Anyone there between 61 and 69 from OMS?

Dr. Jerry V. Ramsey, e-mail, 22.09.2010 06:19

I was a 19 year-old Tail Gunner in the D/E models at Clinton - Sherman AFB OKLA in 1960-63 during the Bay of Pigs and Cuban Missle Crisis. What a ride!

Robert P. Nemeth, e-mail, 12.09.2010 20:22

Awesome plane. My Dad Robert W. Nemeth and 3 other men Leroy E. Pitman, Stephen R. Roseman and John Y. Whitley were presumed missing.The pilot and co pilot were the ony 2 survivors.It happened on Dec.12 1974.It happened in guam.Does anybody else remember? Does anybody have any information ? please get in touch with me if so.
Sincerely Robert P. Nemeth

Robert P. Nemeth, e-mail, 12.09.2010 20:22

Awesome plane. My Dad Robert W. Nemeth and 3 other men Leroy E. Pitman, Stephen R. Roseman and John Y. Whitley were presumed missing.The pilot and co pilot were the ony 2 survivors.It happened on Dec.12 1974.It happened in guam.Does anybody else remember? Does anybody have any information ? please get in touch with me if so.
Sincerely Robert P. Nemeth

Don Aird, e-mail, 10.09.2010 04:12

I saw an arc light go in west of FSB Veghel the summer of 1970. I was part of an eight inch/175 MM artillery battery. It was midafternoon I was walking around the battery. All of a sudden the ground started to shake. I ran to one of our 8 inch guns (weighed 29 tons). I climbed up on the gun and looked west about 8 miles I could see this long massive column of smoke. I couldn't figure it out, if this was an artillery strike we would have been shooting. Then I noticed three shinny planes almost out of sight heading north east. It was three B-52s. They had dropped their loads are were long gone.

TexasVet, e-mail, 15.08.2010 22:12

I flew B52Gs out of Blytheville AFB, Ark, and then B52Ds out of Gaum. Never have to "walk" home - a very forgiving platform. Flew one home to Gaum one night on 6 engines with half hydrallics out, but landed OK.

Harvey Weinberg, e-mail, 14.08.2010 00:04

I was a crew chief on B-52C/D's at Westover AFB, MA from 69-73. I pulled a lot of alert duty, did 3 tdy's to Okinawa (1) and Guam (2)and truly loved working on that plane.
Looking to reconnect with other crew chiefs from Westover during the same time period.

Jon Thralls, e-mail, 10.08.2010 09:33

B-52...A magnificent piece of machinery. I worked the Fire Control Systems on B-52B's (A3A FCS), B-52D's (MD-9FCS), B-52F's (MD-FCS) and B-52G's (ASG-15FCS) for over 20 years, at bases from Barksdale AFB, La, to UTapao RTNS, Thailand.
One of life's greatest thrills was having an end of the runway FCS problem, requiring removal of the turret side panels, while standing on a B-5 stand 7 feet in the air, with all eight engines running. That was a violation of the safety manuals, but the rules change in wartime.
I visited the Pima Air Museum last year, and was glad to visit with an old acquaintance...B-52D #55-107. I didn't make it to the boneyard at Davis-Monathan, but I am sure there MANY old acquaintances there. After spending 8 years at Bergstom AFB, 3 years at Blytheville AFB, 18 months at UTapao, 3 years at Ellsworth, and 3 years at Dyess, I think that I have worked on every B-52D that SAC ever had, and most of the Gs. I never worked on the H models, but they are the "newest" B-52s,almost 50 years old,and still flying. The B-52... what an airplane!!!!

dan schroeder, e-mail, 05.08.2010 06:04

I worked on both G & H models as a hydralic specialist from 1969-1973. Mostly at K.I. Sawyer afb,but also at Anderson afb Guam during linebacker 11. Once you worked on these beast,you came to love them.I have both fond and sad memories of that time. We lost some planes and crews,but we accomplished our mission. I would do it all over again if I had the chance.

Steve Creech, e-mail, 01.08.2010 22:03

If any of you "old heads" out there have any information regarding the operation of the last resort bombsight reticle on the C through F models, I would certainly like to hear from you. I'm an old D & G crew chief type and would like to pass this information on to the Curator of Collections @ the AF Academy. He is seeing that one of my old D models, 55-083, "Diamond Lil" gets the best of care and I'd just like to return a favor. My thanks in advance to anyone who can help.

S H, 18.07.2010 23:40

Interesting that the author of this page decided to include a B-52 with only SEVEN engines!

FWIW, this was a test airframe for a possible engine upgrade.

sswfnhtu, e-mail, 30.06.2010 06:42

I have some ideas, thank you for sharing, I really like the safety valve

Skip Tollifson, e-mail, 21.06.2010 04:32

Antares 1973 and I have been having fun exchanging views. He hates the U.S. and writes back in Russian which I then translate. It is mostly profane B.S. on his part. He thinks Russia is Utopia. Perhaps it is the cheap vodka that makes him this way. Try it out. Write to this "gentleman."

¬ŁŚÚŪŗžŮÍŤť ņŮŮ ňŤ —Ť ÷ŤŪ, e-mail, 06.06.2010 03:08

Russian fighters MIG-21 fucking USAF in Nam

Stan DeSart, e-mail, 20.05.2010 16:54

Was stationes at Beale AFB 61-63. It was an amazing Aircraft. I was an assistant crew chief on a (G) model for the last year at Beale. Loved the plane, the power still impresses me. I would love to see one fly over again.

Skip Tollifson, e-mail, 12.05.2010 17:52

Bomb/Nav B52G Blytheville AFB from 1960 to 1963. 97th BW A&E Squadron. Got air sick on my first tng sortie. Plane was designated Foamy 19. Puked in my helmet. The navigator laughed and ordered me to wear the helmet. Nasty officer. Young A2C had no choice. Great aircraft. Many fond memories after the puking mission. Blytheville was a hell hole for young single guy.

Ken, e-mail, 28.04.2010 05:35
All kinds of pix of B-52s and info as well. The one at the top of this page is a B-52E. The engine is the same one used on C-5s. has some history. Dad was an electrician at Blytheville AFB 58-61 for SACs 97th BW.

Tom Eisenhuth, e-mail, 22.04.2010 06:42

Would like to know everuyhing sbout the B52g bomber.
1.) how the engines were started.
2.) how the wheels were turned in a Crosswind.

Richard, e-mail, 27.03.2010 01:46

Worked hydraulics D, E and G's. Blytheville 61-64, Larson, 64-65, Altus68-70, Grand Forks, 83-87.When a better bomber is built, Boeing will build it.

Dan Mosiello, e-mail, 06.03.2010 08:19

Although I didn't think so at the time I was lucky enough to crew acft 169 out of Mather A.F.B. One of the first iron bomb aeroplanes to fly out of Guam to Vietnam. I can still remember the feeling of lightness after deploying our payload over the jungle. Long time ago but still remember.

someone, 02.03.2010 23:00

i still love this bomber

someone, 27.02.2010 00:59

i love this bomber

Bill Moss, e-mail, 16.02.2010 07:02

I loved this aircraft as it was a navigators airplane. I flew in the B-52 C/D models at Westover AFB from 1964 to 1967 and enjoyed ever minute of it. I was on a Select crew and we were chosen to develope the "Iron Bomb" procedures for the B-52's so they could be sent to Vietnam. The only thing I didn't care for were the 26 hour long "Chrome Dome" missions over to Europe.

Maj. Derek Detjen, e-mail, 09.02.2010 16:06

I was the EWO on the first B-52D crew to complete 100 msns in Southeast Asia in Nov. of 1967. The old girl was by far the most forgiving aircraft ever. Our ECM equipment was the best of any B-52 ever built,and our ability to counter the SAM threat was almost without equal. Ditto that for the MIG threat; our score there was 15 to 0!

Bill Northcutt, e-mail, 04.02.2010 23:29

Walker AFB New Mexico, Guam I loaded many many MK 82s, but that was ok because they never came back

William D. Stromire, e-mail, 01.02.2010 14:35

I flew the B-52 G & H models out of Minot AFB, ND and Barksdale AFB, LA during the 80's as co-pilot, aircraft commander, and instructor pilot. The aircraft was never used for its original purpose - the delivery of nuclear weapons in war. As part of the nuclear triad, it did the job of deterring the Soviet Union and Chinese from forcing their influence upon us. When the first model of the B52 launched, I was eight months old. Now I'm approaching 56 and the last B-52 crew has yet to be born. That says a lot for the durability of Boeing design and maintenance on the aircraft and its accompanying Boeing KC-135 tanker force. With a success like that, why should we taxpayers switch to Aibus airframes. They have a nasty habit of falling apart in the sky. American Airlines takeoff out of LGA in 2001 and the Air France disaster out of Brazil in 2009 are two good examples.

Dennis, e-mail, 01.02.2010 02:17

I guarded SAC B-52's from 65-69 with the 91st Bombardment Wing in both Glasgow AFB, MT and Anderson AFB in Guam. We had 2 launches daily of 5-6 birds bombing Vietnam. I watched 2 crash with all crewmembers lost. These were the "black Eagles". Wonderful birds and crews.

Bruce Beatty, e-mail, 20.01.2010 07:48


I was a B-52 Bomb/Navigation-Offensive Avionics Systems technician/Master Instructor from 1974-1993. "8 x turbo-jet" means 8 J-57 turbojet engines (B-52A through G models). Late-series BUFFs had water injection to increase thrust, as the J-57s were rated at between 11,000 and 13,000 pounds. P&W TF-33-P-3 were the turboFAN engines used on the B-52H models. These engines were rated at 20,000 pounds thrust each, although they were governed to around 17,000 pounds so as not to overstress the airframe

Among the minor errors in this article are: there were no B-52s with 4 20mm cannon. Very few had 2 20mms adapted/adopted from the B-47/B-36. The great majority of B through G models were armed with 4 .50 caliber turret mounted, radar guided/aimed tailguns. B-52 H models were armed with one M-61A3 Vulcan 6 barreled 20mm rotary cannon capable of up to 4,000 rounds per minute.

B-52H models were capable of a top speed of around 695 mph (slightly higher in a dive).

During Vietnam, many D model and some G model B-52s were modified (know as "Big Belly) to carry 84 each 500 pounds bombs internally, with 24 500s or 750s on external wing-mounted pylons, for a total of 108 bombs.

A fully loaded B-52H could carry 4 gravity-type nuclear weapons, plus a rotary magazine with up to 8 SRAMs or cruise missiles, internally, PLUS up to 12 Air Launched Cruise Missiles or AGM-69 Short Range Attack Missiles (SRAM) on wing-mounted pylons. No idea what they can do now.

The B-52 was supposed to be an interim, high altitude precision nuclear bomber and was to serve into the late 70's/early 80's. Predicted service life has been extended until at least 2025, and they have been adapted/modifid for many different roles. The newest one, tail number 61-01040, rolled off the assembly line in June, 1962 (I was 6 1/2 years old).

Does anyone know what happened to Merlin DeCamp (old D model troop; retired out of Lowry)?

Jim Beath, e-mail, 20.01.2010 04:30

I served on B52F's and G's for almost all of my 20 year career as a Bomb/Navigation Technician. I can honestly say that THE most impressive thing I ever saw them do was a 30 aircraft MITO,(Minimum Interval Take Off), during an ORI,(Organization Readiness Inspection), at Carswell AFB in the mid 60's. For those of you who may not know about MITO's, the first a/c takes off straight ahead, the next starts down the runway almost immediately after the first and just as soon as he gets airborne he banks hard left, the third follows the second, but peels of to the right and they continue that pattern until the last a/c. By that time the air is boiling black and each of the pilots are fighting to maintain control. During that particular MITO one of the aircraft in about the 8th or 10th spot lost an engine and we watched the dust fly up from the end of the runway and he barely, and I mean BARELY, cleared the hill off of the end of the runway, which was a major highway in Ft. Worth! We all stood there awestruck but it made it! I am proud to have worked on such an incredible aircraft!

John R. Goleno, e-mail, 19.01.2010 23:15

The photo on top could be the GE test bed aircraft out of Mojave that was testing CF6 engines, at Edwards AFB in the late 60's to early 70's. The aircaft is still here at Edwards, on the South edge of the lakebed all cut up along with "379" (barrier test aircraft). "008" (Balls-8) is on display at the North Gate,(Hwy 58)to Edwards AFB, CA. I was the Crew Chief/Flt Mech on 008 from 69-75 got out of the service and started crewing 905, NASA's 747 Shuttle Carrier Aircraft. The B-58 and the B-52's still hold a warm spot in my heart. They were both great aircraft to work and fly on.

John R. Goleno, e-mail, 19.01.2010 23:13

The photo on top could be the GE test bed aircraft out of Mojave that was testing CF6 engines, at Edwards AFB in the late 60's to early 70's. The aircaft is still here at Edwards, on the South edge of the lakebed all cut up along with "379" (barrier test aircraft). "008" (Balls-8) is on display at the North Gate,(Hwy 58)to Edwards AFB, CA. I was the Crew Chief/Flt Mech on 008 from 69-75 got out of the service and started crewing 905, NASA's 747 Shuttle Carrier Aircraft. The B-58 and the B-52's still hold a warm spot in my heart. They were both great aircraft to work and fly on.

d man, 17.01.2010 05:23

the biggest and baddest

Bob, e-mail, 11.01.2010 21:37

In 1959 we received brand new B52gs and Kc135s, Itwas around1982 we went up to Grissom AFB in to watch the Thunder birds and look at the changes, Parked was the uglist B52 I ever saw, I told my son who was around 12 or 13 . cOME ON AND iLL SHOW YOU WHAT i WORKED ON, H laughed and said you never worked on that, we walked up to the frorn Wheel well and I was showing him stufff and the crew was setting uo there drinkinga beer, I asked where they where from, They said Rome NY I said oh the old 4039th at Griffis, They asked me if I was stationed there and where shocked when I told them we received the planes in 1059 and 60 from the factory,

Steve, e-mail, 05.01.2010 21:44

I was fortunate (?) enough to amass 3,000 hours in D's, F's, G,s & H's during my career as a navigator & bombadier. Over the years, it was amazing how the changes to the bombing and naigation systems made the BUFF an accurate bombing platform. In the early days, winding up in the correct state was pretty good. Flying over the pond in either direction was very stressful -- does anyone remember "grid?" Yikes!!!

I was fortunate to fly the last D model in bomb comp just before it headed to the bone yard. It was as accurate as any airplane in the competition and finished well. It truly was a joy to fly: the mission was always a challenge. A successful day always left the crew with a great feeling of accomlishment. And, it really was a crew effort.

jj, 10.12.2009 20:42

it sucks

Bob Slagle, e-mail, 07.12.2009 04:06

I flew in a B-52C out of Westover AFB as an EWO (Old Crow--really old now!). From what I understood, ours were the oldest B-52 models flying missions over Vietnam out of Andersen AFB, Guam. A wonderful aircraft piloted by a great former Korean fighter jock, Ed Lewis, one of the few African-American B-52 pilots at that time, who I always trusted to bring me home safely, as he did me to do my job professionally, if need be. We were together for 3 memorable years at Westover AFB. Our wing had been an Augmentee Wing at Andersen for training purposes (16 missions) prior to our planned return to Guam for 1 1/2 years as the Resident Wing. The Resident General pinned the air medal on my tans after the 16th mission; however, while doing so he pricked his finger and said "sorry, Captain, I got a spot of blood on your uniform." Since he was one of the guys, I said "that's o.k., Sir, it'll give me courage" to which he laughed! He was due to be re-assigned to Washington and most likely another star; sadly, he went down on his final mission as The Task Force Commander, sitting in the jump seat, due to a mid-air collision. The base was shocked! Some things you never forget! I never made that next tour since I wiped out my left knee that knocked me off flying status. Off to civilian life for me! In case any of the old crew happens to read this, and especially Ed Lewis, please send me an e-mail. Obviously, I have some great memories of my 6 years service. Phone: 978-499-4479. Cell: 978-944-2324
God Bless Our Troops!

DAVID RAY, e-mail, 16.11.2009 20:29


123murisoca123, e-mail, 16.09.2009 19:19

look at the turbine on the left side ta wrong !!!!!!!

paul scott, e-mail, 09.09.2009 21:25

What can be said about the '52? surely a true great, still in service upgraded fifty years later. Long may she continue!

kiggins, e-mail, 02.07.2009 19:34

I was delivering my second son when the FIRST B52's were flying over Merced Ca on way to Castle Air base ie SAC. AND every time went to visit Merced; I was first out the door to again be thrilled to HEAR and SEE the PILOT as he was coming in over Merced and I would love to have a picture of this MAGNIFICENT Plane. Once the site at Castle had good pictures however that site is gone and I did not have PC for long while. Thank you. I miss to this day that grand / Magnificent SOUND.

Ned, e-mail, 02.07.2009 04:01

Flew D models in the '70s and 80's. Most flights involved constantly working around malfunctions. The systems were so redundant that flights normally continued albeit with more complications. The B-52 is/was a truly great machine.

Rex, e-mail, 25.04.2009 07:29

Just wanted to say these guys were awesome aircraft! I worked on the Fire Control System at Barksdale from 76 to 83. Weather they were a 57, 58, or 59 model, I got to know each and every tail number that came through there and believe me it really tore me up when I visited Davis Monthan in the early 90's and saw the same tail numbers sitting there in pieces. All I could think of was all my blood, sweat, and guts that I left on them to keep them flying. All the times when I am still out at the tail working at 3:00 am and watching the crew pull up to do their preflight. But we never gave up and always managed to get the aircraft back to the green "GO" status. Those were the good ole days although we worked very hard, the wing always seemed to reward hard work. Keep Em Flying Mighty 8AF!

Scotty, e-mail, 17.03.2009 09:41

I read with some interest some of the comments above First I have flown just over 7000hrs as a gunner in the B-52, 4000 hrs in the "Tall Tail" aircraft 3000 hrs in G's and H's. I flew over 400 missions over Vietnam. After leaving active duty I went to work in the WST at Castle AFB training crewmembers to fly the Aircraft. when talking about performance and engines it all depends which model you are refering too, only the "H" had fans. the Tall Tail A-F used water to increase thrust for takeoff. The A model (3) was never operational the B was the first to be deployed operationaly. The B52 was designed to have a A3 gunnery system (quad's) but there was a problem with the system so the Turret/radar system was replaced with the MD5 system Twin 20MM guns. As Stan points out above the system was used on the B36 and the B47 Later "B" had the A3A system, then the A3A replaced by the MD9 the "G" had the ASG 15 system All these were pretty much had the same Track while Scan radar ( the system could lock on and track a tgt while continuing to search for other tgts) and a turret with Quad 50 cal's. the gunner moved to the forward cockpit with the "G" the "H" came with a new system the ASG21 the gunner in the up front and the system designed by Emerson had a 20MM 6 barrel cannon. They have talked about re-engining the aircraft but it always come down to Dollars and cents but the "H" is still flying with upgraded systems and still doing a great job. I sure miss the old "D" model

Ron, e-mail, 06.01.2009 17:44

I just stumbled across an article showing photos of the B52 boneyard in Arizona. Why was the B52 grounded? I had heard it was a very useful aircraft. It's sad to see such a magnificant plane just sitting in a field rusting away. If anybody can give me some insight on my questions, please email me. Thanks.

Jim Dietrich, 25.12.2008 03:25

I served as Maintenance Officer on the B52C/D for two years in 1968/69. A thrill to fly on them although I threw up during a low level training run. I remember some went to the scrap yard with only 6000 flights or less compared to a B727 with 70000 flights.

Norm, e-mail, 21.12.2008 19:09

I was stationed at DM AFB in 1950 and we had the pleasure of having we thought the first B52 bombers on our base. Or was I dreaming

Earl Mundy, e-mail, 20.12.2008 02:57

In the early 70s I saw a scramble of B-52s and KC135s launch out of Carswell AFB at about 2AM one night. It was an awesome sight and the earth litterally trembled at the thunder of the engines. It was an experience of a lifetime I will never forget.

Stan Allen, e-mail, 27.10.2008 05:08

The B52H model's fire control system (ASG-21) used a gimbal fired 20MM M60 Gatling Gun with a firing rate of 4,000 rds/min
It did NOT have four 20MM guns as is stated above. The B52B through B52F used the A3A/MD9 FCS which had four cal. .50 M3 machine guns mounted on a turret along with the track radar. The B52G used the ASG15 FCS and had the same cal. .50 M3 configuration of guns and track radar. There is one exception to some of the B52Bs that had the APG41 FCS with twin 20MM cannon mounted on a turret; this same FCS was used on the B36H and B36J model aircraft. Cheers, Stan

justin, 16.10.2008 09:35

i work on this aircraft every day and just wanted to say you empty weight is way wrong and take off weight and so is the max range. Sorry can't tell you the exact specs but letting you know they are wrong. I am in the air force now. but just letting you know.

Terry, 23.08.2008 02:31

Correction to my post about B-52 engines. The document I mentioned indicated the B-52 could out maneuver the Mig-21 not the later Mig-29 at high altitudes.

Terry, 22.08.2008 08:08

The high ratio bypass engine in the top illustration was an attempt to match an engine similar to the 747's but apparently the older TF-33 engine excelled at higher altitudes. I read a document once that indicated the B-52 could out maneuver the Mig 29 at altitudes above 55,000 due to the TF-33. The only time I ever saw blackpowder cartridges used to start was during an ORI or operational readiness inspection.

Ben Thurston, e-mail, 18.08.2008 20:16

Had the honor of flying in a B-52 from WRB 19th BW (Robbins AFB) on a low level radar bombing run in the NW US (Salina, TX?)(Nebraska) etc. as an orientation ride for Air Traffic Controllers.

Tom, e-mail, 16.07.2008 04:46

Can't you find better pictures. The top picture appears to be a "D", judging by the tail and larger tip tanks, but where did that bastard engine come from in the 5/6 position.

Tom, e-mail, 10.07.2008 19:27

The photo at the top is of an aircraft modified as a large engine testbed. The engine designation(s) are unclear as the B-52 used several different models of J-57 engines with different thrust levels before changing to TF-33 engines for the B-52H. A series of write-ups and photos of the different models of B-52 would have been helpful, as there are significant physical differences in some of the different models. The drawing provided is of the B-52H, and it would have enhanced understanding if that had been indicated.

Sgt.KAR98, 15.06.2008 23:28

Oh yes,BTW,why the B-52 on the top image have a different engine?

Sgt.KAR98, 15.06.2008 23:27

Althought I like more the Tu-95,the B-52 is still a symbol of mass destruction.
I wonder if itīs interior is as cool as the B-17.

David Collins, e-mail, 23.01.2008 22:46

I am a Aero Engineer in Great Britain, When I was working for Rolls-Royce about 10 years ago, the US Air Force wanted a quote to fit four RB211 engines to B-52 to improve performance and fuel economy. There had been previous requests, maybe this was an earlier re-engining test.

Pat Wilson, e-mail, 27.09.2007 23:20

I have found in my garage several "site-guns" for B-52 Bomber. Could you help me find a buyer?

Leonard, e-mail, 28.08.2007 15:51

Can you further identify your picture? 7 jet engines?
This must be some "test bed" version.

Admin, 19.06.2007 20:07

I don't criticize vets unless they tell other people how proud they were of killing "those barbarians", "those communists", "those people who didn't like the american way of life" etc.

Webmaster, e-mail, 18.06.2007 21:00

"Cha Na Na, Tick Tick, Click Clack, Walla walla boom boom"
which means
"You should not criticize a vet for doing service to his nation, no matter what you believe about the usefulness of warfare"
... or it can also be translated as:
"what's up with the anti-US and anti-Isreal rhetoric?"

Admin, 01.05.2007 00:37

Thank you very much for your comments.
You did a marvelous flying career.
But remember how many civilians were killed by those "awesome aircraft" in Vietnam.
O, yes, I forgot, those thousands women and children would deprive the free world of its freedom...

It is interesting that not too much people remember that the US and their "client state" of South Vietnam denied the right of the people for free elections in 1950s. If those elections had ever took place they for sure would have been won by communists. So the Americans did the same for people of South Vietnam as did the Soviets for Eastern Europe - they presented them an unpopular puppet regime.

"Quod licet Jovi, non licet bovi"
what means
"Only the US and Israel are allowed to bomb anybody they want" ;)

Joseph H. Peek, e-mail, 30.04.2007 07:40

These awesome aircraft were the last of the giant bombers flown from Davis-Monthan Air Force Base while I was still living in Tucson, AZ. I later saw them down in Florida when I flew with Eastern Air Lines in and out of Orlando, FL. The engine designations were those of Pratt & Whitney as they applied to a Turbo-Fan model with modifications. Simplly put, these beasts did some damage in their various combat missions against the Communist regime and those who would deprive the free world of its freedom. Call me 404-325-4866 in GA.

sara, e-mail, 10.04.2007 19:02

I want to comment on the engine. What on earth does that mean? "8 x turbo-jet P+W TF-33-P-3, 75.7kN". I'm doing a report on this aircraft, and I can't understand what the engine is.

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