Convair B-36

1946

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Convair B-36

The first intercontinental bomber, the Convair B-36 originated from a specification issued on 11 April 1941 which called for an aircraft with ability to carry a maximum bombload of 32659kg and, of even greater importance in view of the state of affairs at that time, to deliver 4536kg of bombs on European targets from bases in the United States. An unrefuelled range of 16093km was a prime requirement, with a maximum speed of 386-483km/h and ceiling of 10670m. Selected from four competing designs, the Consolidated Model 36 featured a pressurised fuselage, and 70.10m span wings with a root thickness of 1.83m to permit in-flight access to the six pusher engines. The aircraft was designed originally with twin fins and rudders, but by the time the XB-36 prototype was ready to be rolled out at Fort Worth, on 8 September 1945, single vertical tail surfaces had been substituted.

First flown on 8 August 1946, the XB-36 had single 2.79m diameter main wheels, also a feature of the YB-36 second prototype on which they were replaced later by the four-wheeled bogies adopted for production aircraft. In this form the aircraft was designated YB-36A and also differed from the first aircraft by introducing a raised cockpit roof. On 23 July 1943 100 aircraft were ordered but it was more than four years before the first of the 22 unarmed crew-trainer B-36A models took off on its maiden flight, on 28 August 1947. Production of the B-36 continued for almost seven years, the last example being delivered to Strategic Air Command on 14 August 1954, and the type was retired finally on 12 February 1959.

Convair B-36

Specification 
 CREW16
 ENGINE6 x P+W R-4360, 2575kW
 WEIGHTS
  Take-off weight162162 kg357508 lb
  Empty weight72051 kg158846 lb
 DIMENSIONS
  Wingspan70.1 m230 ft 0 in
  Length49.4 m162 ft 1 in
  Height14.3 m47 ft 11 in
  Wing area443.3 m24771.64 sq ft
 PERFORMANCE
  Max. speed696 km/h432 mph
  Cruise speed362 km/h225 mph
  Ceiling13700 m44950 ft
  Range w/max.fuel16000 km9942 miles
 ARMAMENT12-16 20mm machine-guns, 32600kg of bombs

Comments1-20 21-40 41-60 61-80 81-100 101-120 121-140 141-160
Steve Williams, e-mail, 11.08.2013 02:27

My father on the B-36 out of Carswell in the mid 50's as a gunner. Anybody out there know him or have any stories? Thanks for anything.

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Steve Williams, e-mail, 11.08.2013 02:27

My father on the B-36 out of Carswell in the mid 50's as a gunner. Anybody out there know him or have any stories? Thanks for anything.

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Steve Davis, e-mail, 27.07.2013 04:45

Dick Ingerle,
My father, along with 14 other crew members was killed in April 1952 at Fairchild. Were you there at that time? My fathers name was Earl Davis the family called him bill and might have been known as Red.

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jf scanlan, e-mail, 04.07.2013 22:47

ac electrian jan 1955 to aug 1958 did a lot of crawling around the 36. got up in those wings. never forgot the expr

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CURTIS BERRY, e-mail, 19.06.2013 18:54

In 1950 when I lived in Mississippi I recall seeing & hearing the B-36s fly overhead with their unusual engine noise & sometimes their guns firing. The guns cycled rather slowly so I assume they were cannon & not .50 cals.
The engine sound was a distinct undulating sound as though the engines were NOT in scynch. I have never forgotton that.

I retired from the Air Force in 1974 as a MSGT.

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Richard Lynch, e-mail, 18.06.2013 05:49

I was assigned to Fairchild in October 1954 as ECM specialist in the 348th squadron. I flew on the crew of Capt. John Herberg during my entire time there. We participated in the Ficon program and some other experiments. I had about 800 hours B 36 time. There were about five times that I remember when getting back in one piece was questionable. My crew transferred to Westover Massachusetts in November 56 for B-52 training. I did not go, and was discharged in February 1957.

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John C Gaydos, e-mail, 01.04.2013 19:54

enlisted 3 /1951 4years. stationed at carswell, trained as an electrical specialist and did a lot of experimental modifications on the big bird. spent time at eglin in fla. some very interesting duty like taking high altitude pics of the captured mig 15 that plane was a true hot rot and we had nothing that could keep up with it at the time. did get to see a fire power demo with a 36 drop of 160 500 pounders at one a second, thank goodness the ruskies were watching as well. the crews competed by bombing most large us cities with radar to get there hits by reflection. we had no real targets , thank goodness..

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Paul Gill, e-mail, 09.11.2012 08:55

I was assigned to the 95th at Biggs directly from basic in Nov '54. As the Flying Safety office clerk, later the Wing Directorate of Safety, I spent 4 years typing engine fire reports on those awful P&W engine. The configuration of the engines, icing problems kept me on that Royal manual typewriter distributing Flying Safety Messages to the Squadron Safety Officers. Knew the pilot of the "fuel starved" acft that crashed near El Paso International and many of the crew of the "short of runway" at Lake Worth at Carswell. Respected all flying and maintenance that supported SAC mission. I worked the Wg Control Room on Guam in '55 as the 95th relieved the 28th. Most rewarding 4 years of my 30 year career. P Gill, CMsgt 54 /84 (ret)

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Jim Hoak, e-mail, 31.10.2012 14:09

I was assigned to the 72 FMS, Ramey AFB. Puerto Rico in 1957. Worked on the R-4360's till we retired the last bird in 1959. I always loved the sound of those engines on take-off. The 72nd received the U.S. Air Force Outstanding Unit Award for Operation Curtain Riser with this aircraft. I was proud to be a part of that along with all my fellow A.F. comrades.

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Richard Haas, e-mail, 16.08.2012 19:15

I wish the miltary channel would do a documentary, about this wonderful plane and the crews. It is probably one of the most important AC in our history and the people who flew in it. My brother was a FLT Engineer and intructor on one, and oh the stories he he told. One story was when one of the outboard engines had a runaway prop on take off and two thirds down the runway, going thru all the adjustments, power etc with anew student. in the end all came out fine. But the excitement was really something else.

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R J Crawley, e-mail, 09.07.2012 16:36

During my enlistment, I was trained as an an aircraft electrician , at Chanute, and then sent to Lowery for training as aircrew gunner AFSC 42351E. I was assigned to 5th Recon Bomb Wing, 31st Recon Bomb Sqdn, crew L21F, Travis, AFB during period Mar '55 to Dec '57. All our birds were "H" model "RB's". Have lots of memories of long flights, 24-48 hrs, most were pleasantly boring, but there were a few scary times. Lots of oil leaks, with shut down engines. and an occasional engine fire. Like every other person,who flew the plane, the sound, I can still remember, after a few hours of flight, it seemed to sink into your body, and you became a part of the plane. When you got back to the barracks, you would still vibrate the next day. As I look back on that period of my life, I am especially proud of being a part of the Air Force during the cold war.

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Jim Curgow, e-mail, 23.06.2012 20:07

I went thru basic elec., B-36 TG Radar & Control, Flt crew training all at Lowry AFB, Denver, then was assigned to Ramey AFB in PR, then assigned as Tail Gunner on RB-36 crew in 73rd Recon. Sqdrn. After 26 months Crew S-43 rotated to Carswell AFB, Ft. Worth. Even tho I did not have my 36 mos. in, I was fortunate enough to stay on crew and transfer with them to Ft. Worth. I owe so much to my AF training. I served my four years, then got my degree in Elec. Engineering from TEXAS A&M. I thank the AF for my electronics trng, which made the EE degree possible.
Also, I really enjoyed flying with a top notch B-36 crew

Thanks to AF and the electronic schools for really laying the groundwork for my very sucessful career in electronics.

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Dick Ingerle, e-mail, 14.06.2012 02:33

I was a B-36 tail radar gunner at Fairchild AFB 1952-54. 327 Bomb Sqdn. on Col. Frank Sanders crew. We had quite a few hairy flights also. Explosive decompression at 40,000, a hard landing in 0 visablity and many lost engines but it was great on a crew that was like family.

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James F. Litchfield, e-mail, 19.04.2012 20:15

In addition to my previous posting about my father, James E. Litchfield... his units were 60th bombardment squadron H (SAC)out of Ramey AFB in Puerto Rico. and the 305th Original Maintenance Sq (SAC) out of Bunker Hill AFB. Again, thank you.

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James F. Litchfield, e-mail, 19.04.2012 19:57

My name is James F. Litchfield. I am the son of James Edwin Litchfield (AKA Smokey or Litch). He was a crew chief on board a B36. I do not know which one. He was stationed at Ramey AFB in Puerto Rico in the late 1950s, early 1960s. He was also a crew chief on a C-47. He was sent to Vietnam in 1963, I think. He lived off base at Ramey AFB and owned a small rum bar on the beach. If anyone has information regarding James Edwin Litchfield, please feel free to email me at my address. We are trying to get information together for him in regards to the VA. Thank you in advance. James Litchfield

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Terrence O'Neill, e-mail, 18.04.2012 23:32

The Strategic Air Command's top mission that justified their huge budget was to A-bomb the USSR secret atomic bomb war plants in the Ural Mountains, by flying UNESCORTED forf 1000 miles over the Arctic, then 3000 miles through 19,000 USSR interceptors guided by nine radar rings painting the huge B-36. Lost of luck. The B-35 Wing, Sealthy in 1948, faster, flew higher, and was invisible!

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Mike Dowaliby, e-mail, 14.02.2012 04:42

I Inlisted in the USAF 12 /26 /52 and eventually was sent to SAC Base, Fairchild AFB, Spokane, WA. 1953-Dec.1956. Was with the RB36, 99th Recon wing as a ECM tech. made it to S /sgt. Went to TDY Fairford England in May, 1954, to Anderson, on Guam and then Yakoda, Japan, 1955. I had great times being around the B-36, Had excitement on every flight. Never had all six running, and two, many of the times. Saw two crashes at Fairchild and some heroic landings. One of our planes lost a rudder while on a flyover the AF Academy during the opening of Colorado Springs. The AC landed in Rapid City by using his ailerons to control. Made a smooth landing and recieved the Distinguish Flying Medal. Never a dull moment. 2 /13 /12

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DONALD KOGER, e-mail, 13.02.2012 16:23

I

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Bill Kepner, e-mail, 12.02.2012 23:57

Did the B36 have an onboard APU? (auxiliary power unit) If so, where was it, what kind of engine, and did it supply hydraulic and generator power? thanks (R4360 mech on C124)

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Bert Fletcher, e-mail, 03.01.2012 08:00

In case no one ever noticed, the Russian TU-95 and TU-142 sound EXACTLY like a B-36 when they take off and fly overhead.

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