Boeing B52 Stratofortress and B-47
Stratojet in aviation
art prints. The B52 Strato Fortress part of the US Nuclear Strike Force
are shown in superb aviation art print by leading aviation artists
available from the aviation art print company.
The
Boeing B-52 Stratofortress has played a major role in Americas defense
for nearly forty years. In his dramatic painting appropriately entitled B-52s:
They Keep On Ticking,
aviation artist Stan Stokes depicts an early big-tailed B-52B and a more
contemporary B-52G which saw service during Operation Desert Storm.
The
origins of the development of the B-52 begins way back in the early
1940s. All major aircraft companies were interested in developing the
first truly intercontinental bomber. Shortly after WW II the Convair
XB-36 and the Northrop XB-35 were developed, and both had
intercontinental range. However, neither of these aircraft were capable
of penetrating deep into Soviet airspace, and defense planners in the
early 1950s presumed that the Soviets would be our prime adversaries for
years to come. In 1946 the Air Force issued a requirement for its next
generation of strategic bombers. Required was a range of at least 5,000
miles with a minimum 10,000 pound bomb load, a top speed in excess of
450 MPH and an operational ceiling of at least 40,000 feet. Boeing
entered this competition with the XB-52 which incorporated six turboprop
engines.
Part way into prototype development, Boeings designers decided to
scrap this design in favor of a swept wing jet powered aircraft. The
first XB-52 was rolled out in November of 1951. One major change in the
prototype was a complete redesign of the forward fuselage to allow the
pilots to sit side-by-side. The B-52B was the first true production
model of the Stratofortress. It became operational in 1955 with the
Strategic Air Command. On January 16, 1957 SAC demonstrated the amazing
capabilities of the B-52 with a non-stop around the world flight
covering over 24,000 miles in 45 hours and 19 minutes. The B-52B was
phased out in the mid 1960s. The B-52C was the first of these aircraft
to be painted gloss white on its entire underside to reflect the heat
from nuclear blasts. The C remained in service until 1971. The B-52D saw
significant service in Vietnam. Many of these models were modified to
carry up to as many as 108 conventional bombs. During a major offensive
strike at Hanoi in December 1972 a total of 729 B-52 sorties were flown.
Only 15 aircraft were lost, despite the fact that Hanoi was heavily
protected with SAMs and anti-aircraft batteries. The B-52G was the first
of the short tail models. The manned rear gun turret was removed on
these models, and the fuel capacity was significantly increased. The G
model was the first of the B-52s to carry cruise missiles, a development
which significantly lengthened the useful service life of this aircraft.
The B-52G is, like its predecessors, a very large aircraft with a
wingspan in excess of 185 feet, and a maximum take off weight of 488,000
pounds. With a range in excess of 7,000 miles and a maximum speed of 634
MPH, the Gs were successfully utilized in the Gulf War, and no doubt
will continue to see service for many more years into the future. The
B-52 is clearly one of the most unique of all post-WW II military
aircraft, and it is interesting to note that it is one of only a very
few aircraft designs which is older than most of the pilots who fly it.
The
Boeing B-47 Stratojet was the first swept-winged, jet bomber that was
built in any meaningful quantity. It became the backbone of the
Strategic Air Commands bomber fleet for much of the 1950s. More than
2000 B-47s were produced. The origin of the B-47 can be traced back to a
request in mid-1943 by the USAAF asking several aircraft manufacturers
to commence studies of the feasibility of producing a multi-engined jet
aircraft for photographic reconnaissance and or medium bombing missions.
By November of 1944 formal requirements were issued for a jet-powered
aircraft capable of 550-MPH, a ceiling of 45,000-feet, and a range of
3,500 miles. Boeing aircraft had been experimenting with jet engines for
its B-29, but had encountered problems during wind tunnel tests. In 1944
Boeing was awarded a study contract designated XB-47 for a Model 432.
The 432 was a highly modified B-29 with a cluster of 4 jet engined
mounted inside the fuselage. Martin, Convair, and North American all
received contracts for studies on other competing aircraft. In 1945
George Schairer, Boeingss chief aerodynamicist visited German research
facilities. The Germans had done research proving the advantages of
swept wing design for high-speed aircraft. Boeing modified its design to
a swept-wing version, and at the urging of the USAAF eventually removed
the in-fuselage jet engines in favor of externally mounted engines. Work
on the B-47 protoypes began in 1946. The aircraft would have a crew of
only three. Pilot, co-pilot/gunner, and bombadier/navigator. The pilot
and co-pilot would sit tandem in a fighter style plexiglass bubble
cockpit whereas the navigator/bombadier would sit in the nose behind a
transparent nose cone. The B-47 had a thin wing, and all its fuel was
carried inside the fuselage. Managing fuel during flights was important
to prevent the aircraft from becoming unstable. Because of its high
speed it was expected that the B-47 would only be attacked from the
rear. Hence the only defensive armament incorporated in the design was a
pair of remotely-controlled, radar-managed, machine guns in a rear
turret. The first prototype flew on December 17, 1947, only two months
after Chuck Yeager broke the sound barrier. In September of 1948 the Air
Force placed its first order for production B-47s. In early 1949 one of
the prototypes set an unofficial continental speed record of 602-MPH.
The first production B-47A flew on June 25, 1950. In Stan Stokes
painting a pair of the new breed of bombers pass over some interesting
scenery in the western portion of the United States
