The B-50's development was approved in 1944, when the aircraft was known as the B-29D. Still in the midst of war, the Army Air Forces (AAF) wanted a significantly improved B-29 that could carry heavy loads of conventional weapons faster and farther. As World War II ended, the production of thousands of B-29s was canceled. The B-29D survived, but its purpose was changed. Redesignated as the B-50 in December 1945, the improved bomber was now earmarked for the atomic role. The decision was prompted by the uncertain fate of Convair B-36, the first long-range, heavy bomber produced as an atomic carrier. Of course, some of the B-29s that had been modified to carry the atomic bomb remained available, and surplus B-29s were being reconfigured for the atomic task. Just the same, the B-29s of war vintage were nearly obsolete. Hence, they would have to be replaced by a more efficient, atomic-capable bomber pending availability of the intercontinental B-36 or of another bomber truly suitable for the delivery of atomic weaponry.
While the short-range B-50 was immediately recognized as a stopgap measure, the magnitude of the aircraft's development problems proved unexpected. The B-50's first difficulties stemmed from its bomb bay which, like that of the B-29, was too small to house the new bomb and its required components. The fast development of special weapons created more complications, since the individual components of every single type of bomb had to be relocated within the bomb bay's narrow confines.
In keeping with the usual vicissitudes accompanying the development of any new or improved aircraft, the B-50 soon exhibited engine malfunctions. Then, cracking of the metal skin on the trailing edge of the wings and flaps dictated extensive modifications. And while these problems were being resolved, new requirements were levied on the aircraft. In 1949, as the proposed RB-36 remained a long way off, and because of the older RB-29's deficiencies in speed, range, and altitude, some B-50s had to be fitted for the reconnaissance role. To make matters worse, fuel tank overflows, leaking fuel check valves, failures of the engine turbo-chargers, generator defects, and the like continued to plague every B-50 version.
Meanwhile, contrary to plans, most B-50s came off the production lines without the receiver end of the new air-to-air refueling system being developed by Boeing. Additional, and successful, modifications therefore ensued. Nevertheless, the Strategic Air Command (SAC) had no illusions. The B-50, along with the B-36 (first delivered in June 1948), would be obsolete in 1951. That the B-50 did not start leaving the SAC inventory before 1953 was due to the production problems and many modifications of its replacement: the subsonic B-47.
Boeing B-50 on YOUTUBE
3-View
A three-view drawing of Boeing B-50D (582 x 774)
Specification
MODEL
B-50A
CREW
11
ENGINE
4 x Pratt & Whitney R-4360-35 Wasp Major, 2610kW
WEIGHTS
Take-off weight
76389 kg
168410 lb
Empty weight
36764 kg
81051 lb
DIMENSIONS
Wingspan
43.05 m
141 ft 3 in
Length
30.18 m
99 ft 0 in
Height
9.96 m
33 ft 8 in
Wing area
161.55 m2
1738.91 sq ft
PERFORMANCE
Max. speed
620 km/h
385 mph
Cruise speed
378 km/h
235 mph
Ceiling
11280 m
37000 ft
Range
7483 km
4650 miles
ARMAMENT
12 x 12.7mm machine-guns, 1 x 20mm cannon, 9000kg of bombs
I have always liked the down and dirty look of the B-50. I had the great oportunity to fly in FIFI a few years ago and I can only say for this rotor head it was a fantastic once in my lifetime experience.
I'm new here! I'm surprised no one has mentioned the B-50 being fitted with two wing-mounted jet engines. I once worked at the Birmingham, AL Municipal Airport where the AAF had an aircraft modification plant. I've seen many B-50s take off and land that were equipped with the jet engines.
I was stationed at Castle Air Force Base, Merced, Ca. from June 1951 until August 1954. We had three squadrons of B50D bombers and the 93rd air refueling squadron with KB29P's and later the KC97 E&F. We went on a TDY to England with these planes for a three month deployment. I was a electrician and spent many hours working on these planes. This was the 93rd Bomb Wing, 328,329,& 330 Bomb Squadrons. We got rid of the B-50's in 1953 and got the B-47 for a short period until the B-52's got there. Not much has been said about the fact that this aircraft had in flight refueling and also single point fueling on the ground. I was sent to school for the engine analizer that was mounted above the flight engineer panel. We could scope every cylinder on these big engines and gave the engineer a better idea of what was going on. I even got to go on flight status at times for test hops. Worked hard but loved troublshooting that plane.
I was stationed at Castle Air Force Base, Merced, Ca. from June 1951 until August 1954. We had three squadrons of B50D bombers and the 93rd air refueling squadron with KB29P's and later the KC97 E&F. We went on a TDY to England with these planes for a three month deployment. I was a electrician and spent many hours working on these planes. This was the 93rd Bomb Wing, 328,329,& 330 Bomb Squadrons. We got rid of the B-50's in 1953 and got the B-47 for a short period until the B-52's got there. Not much has been said about the fact that this aircraft had in flight refueling and also single point fueling on the ground. I was sent to school for the engine analizer that was mounted above the flight engineer panel. We could scope every cylinder on these big engines and gave the engineer a better idea of what was going on. I even got to go on flight status at times for test hops. Worked hard but loved troublshooting that plane.
I was a pilot in the 427th Air Refueling Squadron flying the KB-50 at Langley AFB from 1960 to 1963. There was one J-47 jet engine added below each wing so that we could refuel fighters at altitudes up to 30,000 feet. Each jet engine was equal to one and a half recips. It was a stable and powerful aircraft. The KB's were retired in 1963.
I was a mechanic on the Pratt & Whitney 4360s that powered the RB-50s of the 1371st Mapping & Charting Sq. stationed in West Palm Beach, Fl. from 1957 to 1959. The B-50 was a strong, powerful aircraft. A weather squadron at WPB used one to fly into hurricanes. The base was moved to Albany, Ga. shortly after my discharge and the C-130 replaced the B-50 in both squadrons.
I am a litttle surprised that the KC97 and KB50 (Kaboom 50) were not included in the Boeing information. They were the only refueling aircraft at the time that could carry the fighters across the Atlantic and Pacific to their destinations. The SAC B47s would have had a lot shorter flights without the KC97s giving them a drink. I spent about 500 hours in KB50s from the Azores to Sacramento out of England AFB in La to give the fighters a drink.
I would like to get in touch with John Foy above. I have been trying to prove B-50A combat in the Korean War for years. My father sitting in the engineer seat was wounded (no purple heart of course) and the weaponeer was killed in a fighter engagement in Dec. 51 over N.E. Korea (Think it must have been PLAAF-- I don't think I'd be here if it was an MiG 15.) I had spent some time at the archive at Maxwell AFB and found in 64th BS of the 43rd BW history that the unit was on rotation to ADVON (Yokota and Tachikawa)from Andersen During Dec 1951. One crew used 2500 rounds on the night of Dec 18th..The planes were rigged with racks for 500 pound bombs but were dropping only one or two bombs (or canisters?) at a time????? Curiously Col. Catton, commander of SAC X-ray was visiting that day. When I asked for the Special Weapons records that would explain what was going on, some poker faced gentlemen came downstairs and informed me that those records were still classified and "would not be declassified." My dad's plane was engaged at 26,000 feet and he says the target was "Yang Dam Po" or something that sounds like that. I realize the B-29s started having problems with fighters in early Dec. '51 and had to change tactics, but WHY would we risk our only secret "silverplate" to go out over Korea( Manchuria or Soviet airspace for that matter) to drop one or two bombs???
My theories:
1.Biological warfare tests (a war plan for Soviet penetration for atomic attack and bio warfare attack on the way out was approved in October 1951.) While the 2nd bomb bay of the B-50 usually contained a fuel bladder, it was still a functional bay that could be used for some lightweight load.
2. Release of the classified files would reveal US had atomic weapons based in Japan prior to our admission of 1954 deployment. ( Initiators and pits were kept at Yokota during these deployments from Andersen.)
3. These missions may have been CIA missions to drop parcels to partisans in support of sabotage and commando efforts.
Any other theories? mikeran@aloha.net Mike Randall P.O. 31143 Honolulu, HI 96820 USA
Being in Korea Feb. 1951 Nov. 1951 with the Fifth Air Force,I recall that there were some B-50's used on bombings in the north. However I can not find it documented. Can you help?
I would love to see a comparison of this aircraft and the original B - 29 ans I flew as a crew member on both during and after the Korean war. Can you do that?
Hello, my name is Alex, i'm a newbie here. I really do like your resource and really interested in things you discuss here, also would like to enter your community, hope it is possible:-) Cya around, best regards, Alex!
