I flew the B-36 from 1956 to 1959 when they retired the last one in February. I was at Biggs AFB, TX, 95 BW, 335 BS. Great airplane and a whole lot more fun to fly than the B-52. I ended up with about 1700 hrs in the B-36 and over 10,00 in the B52. Other than being almost deaf I enjoyed every moment of the time.

Was assigned to 492 bombsqd 7th bomb wing Carswell AFB. I was a radio ECM operator gunner. I flew from 1949 - 1960. Our crew major J.B Upton was selected as the best crew in SAC ands was featured in the Aug 27 1951 Life Magazine. Would like to know if there is any other crew member still living I would like to hear from them please E-Mail me as soon as possible.

I flew in the B-36 as a K Series Bomb Navigation System Technician from Carswell AFB from 1952-54.We flew around the US Radar bombing various cities, went to Morocco once with just one plane , to check out the facilities for future flights. While visiting the Pima Air museum in about 1989, I bought a B-36 baseball cap and later that day while I was wearing that cap, a fellow came up to me and introduced himself and said that he was the last person to fly the B-36. He was still employed by Mc Donnell Douglas at that time.

I was assigned to the 5th bomb wing at Travis AFB from 1951 to 1955. I was a ECM technician and enjoyed the deployments that was a part of being in SAC. I never got to fly aboard the aircraft during my career in the Air Force but it later played a part in my future life. Once when I was on leave back in Missouri a funny thing happened. My father was listening to a radio broadcast of a St. Louis Cardinal ball game by Harry Cary. Harry's famous phrase was " Holy Cow". During this game he said to his side kick "Holy Cow" look at the size of that aircraft flying over the stadium. I told my Dad, that's one of my aircraft, a B-36. He said how do you know and I replied-its 6 prop engines have this resonance of it's own, and anybody working on this aircraft didn't have to see it to know what it was. After my discharge from the USAF I went to work for McDonnell Aircraft in St. Louis. A new job assignment came up and the supervisor was looking for people that had big aircraft experience. Most of the old timers I worked with had only fighter aircraft experience since the company was a fighter manufacture. In the interview form I had to fill out it asked how many engines did the aircraft have? I put down 10. When I was called up for interview the supervisor asked (smart ass) what aircraft has 10 engines? The reply, the B-36 with ten, six recips and four jet. I did get the job which turned out to be an assignment to Hollaman AFB crewing a B-47. I still have a B-36 ash tray in solid crome, I dont smoke, but I cant part with it as it came from the BX at Travis way back in the 50's

I was stationed at Travis AFB, Ca from mid 54 to mid 58 in the 5th A&E Sqdn. as munitions and weapons tech. It was an awesome aircraft. I did get to fly once on one as a maintenance tech on the bomb release system. Turned out that moisture was getting into the bomb release unit and freezing in the unheated bomb bay. This gave a false light indication on the cockpit bomb release panel. We actually had an incident of a 100 pounder falling off the rack because of it from the jar of the doors closing. That gets your attention. No explosion. Most of the 100 pounders were practice with a small smoke charge for spotting on range drops.

For about three years, 1951-1953, B-36's used to fly directly over our home on the Olympic Peninsula in Washington state, usually at what I would guess to be about 30,000 feet. Usually one plane at a time, but sometimes a small formation. They were flying from Carswell AFB to Alaska and return. One morning a formation of about 4 or 5 flew over at what I would guess to be only about 10,000 feet. The noise was overwhelming! And they were leaving contrails at that low altitude. Cold!
When they came over at high altitude, always flying north, you could hear (And see) the plane(s) from horizon to horizon for about 15 minutes. The drone was awesome. I enlisted in the Air Force in 1955 and worked on TB-25's at Bolling AFB, DC, and Lowry AFB, Colorado. The 25's went to MASDC in 1958 and I was discharged in 1959. I really enjoyed those 4 years.

Who is this turd (below)

Dearest,One

First of all I will like to thank you for given your attention to read my mail and for your interest,I pray that my plan with you shall be of good success. Well, I will go ahead to explain little about myself, I am Master.James kieta,from Morovia Liberia in West Africa. There is crisis in my country so I ran to Abidjan popularly none as Cote D'lvoire where I am contacting you today. I am 19yrs old and was in school when my Father and my Mother with my only sister were born down with fire under the leadership of former president Charles Tailor, when he refused to step down for another govemenmt.I was the only surviving child left now.

My father Dr James Soroma was a diamond dealer and was one of those people who was revolting against the leadership of Mr Charles Tailor. One day he sent his boys to set our house on fire killing my parents and my younger sister . I was so lucky to be in school,when the set our house on fire.it was how I survived. I have meant our family lawyer and I have find out that my Late father deposited so much fund for my brighter future, he left in my possession for my future plan and of his direction in his will .The reason why I am contacting you is to know if I can really obtain a favour from you to go into a good plan of investment in your own country. I have no idea of investment that is the main reason why I ask for your attention for your advise and to stand behind me to invest my inheritance in your country. My father left Nine million Five Hundred Thousand USD Dollars (US$9.5m ) for me in a bank.

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Thanks

And Be Bless
Best regards.
James Kieta.

IN 1956 AND 1957 I WAS STATIONED AT WHEELUS AFB, TRIPOLI LYBIA, WE HAD THE PLEASURE OF WATCHING THE B-36 TAKE OFF AND LAND. THE REAL SIGHT WAS WHILE PLAYING GOLF, WE WATCHED THE 36 LAND. IT WAS A BEAUTIFUL SIGHT TO SEE THAT BEAUTIFUL MONSTER LOW ENOUGH TO BE ABLE TO COUNT THE RIVITS. JUST TO SEE IT GAVE YOU CHILLS AND NO WONDER IT WAS CALLED THE "PEACE MAKER".

USAF, 1959-1954. Initially assigned to Basic Electronics School, Lowry AFB followed by APG-32 Tail Gunners School and upon completion was assigned to the 42nd Bomb Squadron at Carswell AFB performing maintenance on the radar directed B-36 tail gun. Next sent to initial ’71 level Armament Systems School at Lowry AFB. Returned to Carswell AFB and was placed in charge of all 100 hour inspections of the B-36 armament System. Saw the transition from mechanical computer gun laying system to the electro-mechanical system. Transferred to flying status as one of the B-36’s turret gunners (right lower waist). Was assigned member of a Select Crew and experienced many 25 hour minimum training flights over the southern U.S. sometimes with nuclear weapon aboard (simulated or real, I never knew). As a Select Crew, I was able to attain the rank of T/Sgt. There were memorable TDY flights to Puerto Rico and Morocco where we stayed for one week. Completed my enlistment as tail gunner on a light-weighted B-36, but never flew at the extreme altitudes, >63,000 feet, that it was capable of. Very dependable aircraft in my experience. In my 356 hours of B-36 flight only experienced loss of an engine on one flight, prop went into reverse while in final approach on one occasion and our Master Gunner had to go out in the wing and crank down the landing gear on one occasion.

Richard T. Nicolls, M.D.

I had the extreme pleasure of working on "730" (Which is now "static" at the old Castle AFB in CA)as an aircraft electrician when it was active at Ellsworth AFB in SD 1953,1954 and 1955. can be viewed www.air-and-space.com/castlb36htm. Like a big dummy, I never took the opportunity to fly in one of these giants. The 36 was one of my favorites to be worked on during my 22 years in the USAF. I do have to say that it was the dirtiest one to work on in the engine conpartment. Those 28 cylinder recips really blew a lot of oily sooty crap all over the inside of the engine area. Working in the j-47 area gave me the idea of how nice and clean it could be working on jets. After leaving Ellsworth in 1955, I continued my Air Force career mainly working on jet aircraft of which my favorite "bird" was the A-10 warthog.
John Wagar, Msgt, retired

It would be nice if one of the existing B36's could be restored to flying status. It would look fantastic doing the airshow circuit along with the B29 "Fifi". Why the Air Force would not allow it is beyond me. As a flying aircraft, it would be a most fitting tribute to all the men who flew and worked on her during her relatively short service career.

After Flight Engineer training at Mather in B-50's was in the 99th at Fairchild as Second Engineer which was an Officer rated job. Attached to several Select Crews.
Made one memorable trip to Guam - took 33.5 hours to get there and 29.5 hours on the return. Mt Rainier never looked so good. Another memory was when as second engineer I had to go out into the starboard wing one night because the landing gear and the 'Canoe door' wanted to come up at the same time. I had to manually crank the gear down and recycle it. A fun experience. The true max gross weight was 410,000 and the 4360's were rated at 3800 hp 'wet'. A person could stand up inside the wing at the third engine out.

I flew in B-52's but wish I had at least one flight in the
B-36. I have always been intriqued with reports mechanics
could go out in the wing to make repairs. I have never
seen any pictures of how they worked their way out the wing. Are there any such pictures. Thanks

Does anyone know where I can see a B 36 on the east coast ?

For those interested in the Flight Manuals for the Convair B-36. My son researched and found this CD which is the complete Flight Manuals in great detail.

This CD is available at: www.flight-manuals-on-cd.com Ltd
P.O. Box 38-847
Wellington, New Zealand

I was ann Aircraft performance engineer on B-36s from 1951-1954. Stationed at Fairchild AFB, Fairfield, CA, Biggs at El Paso, TX. Would like to know what happened to Col Pete Sianis, Col. Estes, Lt. Bob Swanson, Frank Cavanaugh. Any leads would be appreciated. I would also like to know that any B-36 restored and on display would allow one to climb aboard and reminice. Gus

I was in the USAF 1952-56 thru Lowry B-29 gunnery thence to Carswell AFB tng. for B-36 as tail gunner. Eventually formed with other transfers as a member of a combat-ready crew and shipped to Limestone (Loring AFB ME.) We began flying in B36-Ds "profile missions" mostly around artic regions,and in "show" missions to UpperHeyford England, Preswick Scotland etc. Later (1955-6)we got into "featherweight" H and J models which discarded 14 of the 16 20mm cannons and turrets, (leaving just the radar-controlled tail guns.) These last models were virtually "hot-rods" of the breed and we marvelled at some of the steep angles of attack some pilots achieved in takeoffs...perhaps beyond regulations. All aft-compartment gunners were also "scanners"...an extremely boring job of watching engines, intercooler settings, gear movements locking down lock, canoe-door closing,and any hints of oil leaks, smoke, flame, etc. (We lost at least one engine in flight about 25% of the time) We also were tasked with spotting AD Command fighters who "attacked" us on a fairly regular basis..We used gun cameras in return..learning later how many times we were shot down by F-89s, F-86s, even by Glouster Meteors over Canada. As "gunners" we shared multiple tasks, mostly related to emergency procedures and practices thereof. Aside from loading and arming all the 16 guns under the direction of our "senior gunner", scanner duties, and operating the tail radar armament system...we also could crawl into the wing (at low altitude) and crank down the gear (I never did this, thank God)..we could go to a panel and run a back-up for lowering flaps, and we could also do emergency retraction of the lower and upper turrets (which folded into the fuselage) There were six bunks in the aft compartment of all the models I rode..also an electric stove with 4 burners where we presumably could cook ham and eggs...but we seldom, if ever did that, even on long missions of more than 30 hours. (Inflight "Box lunches" were not all bad, except for the ubiquitous "Purple Plums in Syrup, and the vitamin fortified chocolate bar..) Advancement for combat-ready crews was more rapid than in the rest of the Air Force, (we were told) our AC,Pilots,and Radar/Nav/Bombradiers all gained heavier metal within the first eighteen months after passable flight safety records and a good bombing scores. Enlisted crewmembers would usually make an NCO (E-4+)grade within or shortly after 4 years. As a crew after "combat ready" we became a "select crew" then an "instructor crew" which placed us into other people's aircraft, drilling them remorselessly on SOP. I'm now 75 years old...I think I was told that for a time, in 1954-55, I was the youngest tail gunner in SAC. Those were memorable days.

I was assigned to the 717th Strat Recon Sq. at Rapid City AFB as an aerial photographer (1953-54). SAC and the B-36 were our nation's main deterent to Russian/Chinese expansion and war threat. In August '54 we attained an altitude of 57,000 feet in a featherweight RB-36E. It was a marvelous aircraft and maintained by excellent ground crews.

I was a jet mechanic in early 50's and later a licensed A&P mechanic with commercial airlines. I have always been facinated with the B-36 and would like to know if mainteance or flight manuals are available??

Re the Jimmy Stewart movie: It was "Strategic Air Command", in color, starring J. Stewart and June Allison. It came out in 1955 while the B-36 was still our primary strategic bomber.
All are invited to join B-36 vets on a Delphi Web site called "B-36 Era and Cold War Aviation Forum". You can find answers to most questions you can thing of about the B-36.
Walt Mitchell

Wasn't there a B&W Jimmy Stewart movie about the B-36? What was that title? I seem to recall it crashed in the snow. It had great shots of the plane, it's insides and all that went with it. I think it was the largest plane we ever made.

Here at Castle Air Museum (Castle Air Force Base Merced) We have the RB-36 that was at Chanute AFB ILL. Our restoration Crew went to Chanute and dismantled the aircraft and had it shipped to Merced and then reassembled it. Truly a monumental piece of work, the aircraft looks great http://www.elite.net/castle-air/ondisplay.html or you can see the pictures of the assembly at http://www.air-and-space.com/castlb36.htm For our last open cockpit day they cranked one of the forward upper gun turrets up. you can also get up into the cockpit. You can check out the stats for all Aircraft at the museum (around 49 and counting)

I flew the RB-36 as a Lower Aft Gunner,Ramey AFB,P.R.,1953-1955.Loved the Airplane & the deployments to French Morroco,North Africa.Crew transferred to Fairchild AFB,Wn Nov.'55. The B-36 had the MOST DISTINCT SOUND with those 6 4360's.

Reply to Bob Miller. Can't tell you about B-36, but GSW was NOT incotporated into DFW. GSW is the site of several office buildings designated as "CP #1" through 'CP # 5" CP being the designator for "Center Port". The old B=36 pad was on yhe extreme West side of GSW facing the service road of State Highway 360.

For the B36H & B36J models I believe that the max gross weight at t/o was over 400,000 lbs. The 357,508 lbs. would be applicable to earlier models. Cheers, Stan

The narration describing the B36 says it had a pressurized fuselage; that's not quite accurate as the B36 had two pressurized compartments, one forward and one aft of the bomb-bays. The RB36 had three pressurized compartments a fore and aft and another photo compartment aft of the forward crew compartment, in place of #1 bomb-bay. Therefore, the B36s had four bomb-bays and the RB36s had three bomb-bays. Cheers, Stan

The B-36 formerly on display in Ft Worth is currently in Tuscon, AZ at the Pima museum being refurbished and assembled for permanent display.

I was a tail gunner on RB-36s. Fairchild (99th)in '54, Ramey (72nd) '55/56, Ellsworth (28th)'56. Gunner's primary jobs were gunners only. Exceptions were the forward positions which were manned by the 2nd radio operator, third pilot (extra gunner if no third pilot assigned to crew) and an officer in the nose (sometimes an enlisted weather trained gunner). One gunner was trained in mechanics and then electrical systems before going to gunnery school. Other gunners were trained as turret or gunlaying (Radar) systems technicians before gunnery school. We normally did not work on any equipment other than install the cannons, load ammo and preflight systems prior to gunnery missions.

99th field maint sq. Fairchild AFB Washington. 1952/1955. A&P school Sheppard aircraft elect DC&AC.After 10 years Air Force,enlisted US ARMY.Helicopters/CV2 Caribou Vung Tau Vietnam.US Army Civil service Fort Eustis VA. Navy air Resv. Flight Enginer VR 56 NAS NORFOLK. The B-36 was my introductionin into aviation and as a kid had no idea that this B-36 experience would set the aviation standards for the me the rest of my life. The first time I looked at the flight engineers panel in the 36 was my introduction to the real world. FIRST THOUGHT! I'll never learn all this "CRAP"!!!!!This was right up there with that stray round that came up through the floor between my feet in NAM.61st aviation ving tau 1962/63.

Does anyone know what happened to the static display B-36 that was found at Greater Southwest Int'l Airport (before it was expanded and rebuilt as DFW)?

I was a crew chief on a
RB-36 D model. I was in the 717th bomb recon squardon in the 24th bomb wing of SAC stationed at Ellsworth AFB in Rapid City SD. I was in a flight of RB-36s that flew out of the Azores island accross the Atlantic at one thousand feet above the cold wet north Alnatic on a penetration mission back into the USA to test the air defince command. That is when General Ellsworth, in a 36 several planes ahead of us, crashed into the shore line cliffs in New Foundland.. Rapid City AFB was then renamed Ellsworth AFB. This was a great plane that keep the Russians at bay hence the name Peace Maker - that never dropped a bomb in anger.

As a kid growing up in Denver, Colorado in the mid 1950's, I remember that the USAF brought one of these to town. Lowry AFB did not have a runway long enough to accomodate the beast, thus it landed at Stapleton Field, the Commercial Airport, Thanks to warm weather and the overall weight of the plane, it literally sank into the Asphalt parking apron and had to be moved out with a pair of very large BullDozers. The last time one landed there! My recollection is that this airplane had the most distinct "sound" of anything flying and you could identify them before you could see them. Also left some interesting con-trails with 6 engines, plus 4 Jets.

Seen this in the movie Stragetic Air Command with Jimmy Stewart & John Wayne in Jet Pilot.
Big beast of a plane.
Unique
2 bad Non fly in Retro mode like some B17s do,
Must get one 2 fly to honor Cold War era & USAF crews.

I went through Aircraft Electrical Repairmen School at Sheppard AFB , Wichita Falls, TX and was told that I would attend Gunnery School after to train as a gunner on the B-36
But after school was shipped to Westover AFB ,Mass and serviced B-52's so I never got to see the Inside of a B-36 or attend gunnery school. Thanks E. Ruggles

The GRB-36J (FICON) carried one RF-84F "parasite" reconnaissance aircraft in the bombay which could be launched and retrieved in flight. The 10,000 range of the B-36 combined with the 2,000 mile range of the RF-84F permitted lengthy reconnaissance missions.

One day in my home town of Griffin, GA, c1958, while walking home from school,I saw a B-36 flying a few hundred feet off the ground right down the center of our main street, heading east. I could clearly see the pilots. A friend from Arizona says he remembers about the same time seeing B-36's low level across the area around Prescott, AZ. I guess it was some training thing. When I was in Nam, flying Hueys, I bought thru the PX a B-36 balsa kit made in Japan. It has a 10 ft wingspan. I still have the un-built kit in the original box. One of these days I'll build it, when I retire..................

I was a crew chief on a Rb-36F, was a lot of work to get it off and keep it flying, we carried a 21 ton h-bomb, our service cealing 52000 feet where we were at most of the time, I was very lucky to have 6 very good men working under me, we would fly for 48hrs missions a very long time to say the least, I was in the 99th bomb wing, 346th sqd. at Fairchild afb.

It is a beautiful aircraft of the USAF. 6 Turn...4Burn.
I was able to checkout both exterior&Interior of this
beautiful aircraft,which i have wonder thoughts of,while
i was in the USAF a A&P Student @ Chanute AFB ILL.

Gerald, I was a tail gunner on B-36's. No we couldn't service engines in flight. If we were low enough, we could go out into the wing thru a crawl space in the bombay, and lower the Landing Gear manually.
Yes the B-36 Was larger than the B-52 I also flew as tailgunner on B-52's. The B-36 was more fun !

Was that plane bigger than the B-52 or B-29?

after "airplane and engine school" at sheppard afb in 1951, i went to "dc" then "ac" electric repairman courses at channute afb. i was told that this was the preliminary to becoming a gunner on the b-36. however , i ended up sewart afb ( c-119's) then to korea ( b-26's).

my memory tells me that the gunners on the b-36 crews had other jobs (hence me being an aircraft electrician). i remember that i was told that on the b-36 in flight, that a crewmmber could reach and service an engine if needed. is there a book that can be recommended that woexplain the duties in detail re their responsibilities.

thanks
gerald roberts (s/sgt discharged in 1955)