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| Most post-World War II bombers evolved from military requirements issued in the early or mid-forties, but none were produced as initially envisioned. Geopolitical factors accounted for the programs; the military threat, varying in degrees of intensity through the years, never ceased to exist. While these factors justified the development of new weapons, technology dictated their eventual configurations. Strategic concepts fell in between, influenced by circumstances as well as the state-of-the-art. Thus the B-36, earmarked in 1941 as a long-range bomber, capable of bearing heavy loads of conventional bombs, matured as the first long-range atomic carrier. The impact of technology was far more spectacular in the case of the B-52, affecting the development of one of history's most successful weapon systems, and the concepts which spelled the long-lasting bomber's many forms of employment.
As called for in 1945, the B-52 was to have an operating radius of 4,340 nautical miles, a speed of 260 knots at altitude of 43,000 feet, and a bombload capacity of 10,000 pounds. Although jet propulsion had already been adopted for the smaller B-45 and B-47 then under development, the high fuel consumption associated with jet engines ruled against their use in long-range aircraft. But what was true in 1945, no longer applied several years later. After floundering through a series of changing requirements and revised studies, the B-52 project became active in 1948. Air Force officials decided that progress in the development of turbojets should make it possible to equip the new long-range bomber with such engines. The
decision, however, was not unanimous. Money was short, B-52 substitutes were proposed, and it took the deteriorating international situation caused by the Korean conflict to ensure production of the jet-powered B-52-the initial procurement contract being signed in February 1951.
While technological improvements received top priority when new weapons were designed, untried technology was a tricky business. Hovering over the B-52 weapon system was the specter of the B-47's initial deficiencies. As a result, the B-52 was designed, built, and developed as an integrated package. Components and parts were thoroughly tested before being installed in the new bomber. Changes were integrated on the production lines, giving birth to new models in the series, a fairly common occurrence. Yet, in contrast to the usual pattern, B-52 testing only suggested improvements, and at no time uncovered serious flaws in any of the aircraft. In fact, Maj. Gen. Albert Boyd, Commander of the Wright Air Development Center, and one of the Air Force's foremost test pilots, said that the B-52's first true production model was the finest airplane yet built.
Initially flown in December 1954, the B-52's performance was truly impressive. The new bomber could reach a speed of 546 knots, twice more than called for in 1945, and could carry a load of 43,000 pounds, an increase of about 30,000 pounds. Still, most of the early B-52s were phased out by 1970, due to Secretary of Defense Robert S. McNamara's mid-sixties decision to decrease the strategic bomber force. However, the later B-52G and H-models, and even some of the earlier B-52Ds, were expected to see unrestricted service into the 1980s.
By mid-1973, the B-52s had already compiled impressive records. Many of the aircraft had played important roles during the Vietnam War. Modified B-52Ds, referred to as Big Belly, dropped aerial mines in the North Vietnamese harbors and river inlets in May 1972. In December of the same year, B-52Ds and B-52Gs began to bomb military targets in the Hanoi and Haiphong areas of North Vietnam, where they encountered the most awesome defenses. Although the B-52s were often used for purposes they had not been intended to fulfill, after decades of hard work they remained one of the Strategic Air Command's best assets.
| CREW | 6 |
| ENGINE | 8 x turbo-jet P+W TF-33-P-3, 75.7kN |
| WEIGHTS |
| Take-off weight | 221350-226000 kg | 487996 - 498247 lb |
| Empty weight | 111350 kg | 245486 lb |
| DIMENSIONS |
| Wingspan | 56.4 m | 185 ft 0 in |
| Length | 47.6 m | 156 ft 2 in |
| Height | 12.4 m | 41 ft 8 in |
| Wing area | 371.6 m2 | 3999.87 sq ft |
| PERFORMANCE |
| Max. speed | 1070 km/h | 665 mph |
| Cruise speed | 900 km/h | 559 mph |
| Ceiling | 18300 m | 60050 ft |
| Range w/max.fuel | 16000 km | 9942 miles |
| Range w/max payload | 11800 km | 7332 miles |
| ARMAMENT | 4 x 20mm machine-guns, 34000kg of bombs and missiles |
 | A three-view drawing (1000 x 592) |
| 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. reply | | 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. reply | | 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. reply | | 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. reply | |
| | 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. reply | | 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. reply | | 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........... reply | | Edward Fuller, e-mail, 20.12.2011 19:53 To Robert P. Nemeth
Robert,
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 Dad's aircraft was a G-model and normally our two shops didn't 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 their's 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 aircraft's 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 Dad's 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 can't 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, I'm 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 didn't hang out together.
For the record, the DCM was shipped out the following day; I don't know what happened to him. I do know he wouldn't have survived if he'd 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 didn't pass due to the enemy's direct action, the fact that he was willing to risk all and support his country's goals still makes him a hero in my books.
I hope this adds a bit of closure for you and your family. reply | | 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. reply | | 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.. reply | | 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. reply | | 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 reply | | 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? reply | | 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. reply | |
| | 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. reply | | 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. reply | | Robert Nemeth, e-mail, 09.06.2011 09:12 Pat wilson do u still.have them how much do u want for them? reply | | 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. reply | | 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 reply | | 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 reply |
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