In 1943, aware of Nazi Germany's advances in the field of jet propulsion, the Army Air Forces (AAF) asked the General Electric Company to devise a more powerful engine than its prospective axial turboprop. This was a tall order, but it eventually brought about the production of the J35 and J47 turbojets. In 1944, 1 year after the jet engine requirements were established, the War Department requested the aircraft industry to submit proposals for various jet bombers, with gross weights ranging from 80,000 to more than 200,000 pounds. This was another challenge, and only 4 contractors answered the call.
Pressed for time, the AAF in 1946 decided to skip the usual contractor competition, review the designs, and choose among the proposed aircraft that could be obtained first. The multi-jet engine B-45, larger and more conventional than its immediate competitor, won the round, with the understanding that if a less readily available bomber was to prove superior enough to supplant it (which the Boeing XB-47 did), that aircraft would also be purchased.
Testing of the XB-45 prompted pre-production changes. North American Aviation, Incorporated, redesigned the nose panel, increased the aircraft's stabilizer area, and lengthened the tailplane by nearly 7 feet. In August 1948, 22 of the 90 B-45s, ordered less than 2 years before, reached the newly independent Air Force. However, the B-45's increased weight, excessive takeoff distance, and numerous structural and mechanical defects generated scant enthusiasm.
Meanwhile, the B-47's future production had become certain, and in mid-1948 the Air Staff actually began to question the B-45's intrinsic value as well as its potential use. Soon afterwards, as President Truman's budgetary axe slashed Air Force expenditures, the programmed production of B-45s was reduced to a grand total of 142, a decrease of 51 aircraft.
Although continuously plagued by engine problems, component malfunctions, lack of spare parts, and numerous minor flaws, the B-45 regained importance. Like all bombers produced after the end of World War II, the B-45 was designed to carry both conventional and atomic bombs. In mid-1950, when U.S. military commitments to the Korean War reempha-sized the vulnerability of the North Atlantic Treaty Organization forces in Europe to Soviet attack, the Air Force made an important decision. Since the U.S. planned to produce large quantities of small atomic and thermonuclear weapons in the near future, the use of such weapons, heretofore a prerogative of the strategic forces, would be expanded to the tactical forces, particularly in Europe.
The program that ensued, under the code name of Backbreaker, entailed difficult aircraft modifications because several distinct atomic bomb types were involved and large amounts of new electronics support equipment had to be fitted in place of the standard components. In addition, the 40 B-45s allocated to the Backbreaker program also had to be equipped with a new defensive system and extra fuel tanks. Despite the magnitude of the modification project, plus recurring engine problems, atomic-capable B-45s began reaching the United Kingdom in May 1952, and deployment of the 40 aircraft was completed in mid-June, barely 30 days behind the Air Staff deadline.
All told, and in spite of its many valuable secondary functions, the B-45 did not achieve great glory. The entire contingent, Backbreaker and reconnaissance models included, was phased out by 1959. Yet, the B-45 retained a place in aviation history as the Air Force's first jet bomber and as the first atomic carrier of the tactical forces.
North American B-45 Tornado on YOUTUBE
3-View
A three-view drawing (800 x 1177)
Specification
CREW
4
ENGINE
4 x turbo-jet General Electric J47-GE-13/15, 26.7kN
I was part of the modification team from Gentile AFB, sent to Norton AFB to modify the B-45, which included bigger engines, and 20 mm guns in a powered turret in the aft position. I watched the gun installers zero in the 20 mm guns at the calibration stations to ensure accuracy of the guns relative to the sights. The electronics suite was upgraded also to increase survivorability. This work was done Jan - Feb 1952.
I joined the 84th Bomb Squadron at Langley AFB, February 1952, transfering from SAC crewing an RB-36. I served as a radar technician maintaining the Q-24 Bombing System and Shoran set. I was on flight status both at Langley and Sculthorpe, flying test missions. I was at Sculthorpe until I rotated back to the States August 1954. Loved the plane, crews, and the experience in the 84th.
When I arrived in Japan 1955 (Yokota AFB) there were several RB45 on the ramp that were being deactivated. We were Photo Recon and operated B57, F100, F86, and T33's all camera equipped.
I worked on B- 45'S in El Paso Tex. Biggs A F B from 1954-57 our aircraft had J-35'S If some had J-47's thay must be a later AC than ours.My memory of working on 45'S was how difficult it was to work on a hot eng. because of how close they were to each other you could hardly get your hand very far up inside. Also they had a fixed canopy which caused it get very hot inside that thing, out in the west texas sun. We only had 3, we were a tow target Sqd. We used them for high alt. tracking,for
I worked on B-45's at Biggs A F B, El Paso, Texas from 1954 till 57. Our aircraft had J-35 Engines. My not so fun memory of the 45 was how close the engines were to each other. It made it very difficult to work on a hot engine. You could hardly get your hand between them and not get burned. They also had a fixed canopy which got very hot in the west Texas sun. I was in the 1st Tow target Sqd. We only has 3 B-45's. We used them for high alt. tracking. Our Sqd. also towed with B-29's, B-26's (Dug.), B-57's.
I was with the 66 TRW at Sembach in 1955. We had a squadron of RB-45's at RAF Alconbury(10th Tac Recon Squadron). I believe these RB-45's had J-35 engines, not the J-47. Can someone clarify this for me.
I am hoping someone may be able to help - my mother-in-law (Sheila Pennell) has recently died - shortly before she died she told my husband who his father was - he was Jack O'Brien (may be O'Ryan) - he was stationed at Sculthorpe in the 1950s - my husband was born in 1956 - we think he came from Maryland USA - would love to trace him - does anyone have any information which may help? Thanks.
I served at Sculthorpe in '53 w / 7th shoran beacon Sqdn which supplied certain Radar info for the flock of B 45's. The 7th had operational sires at Sculthorpe and two or more? at othe RAF Stations in '53-54 & 55. I would like to hear from any personnel w /knowledge or info-
I was stationed at Sculthorpe England from 1955 to 1958 and was quite intrigued with the B-45. I had a friend, Ken who was a tail gunner on the airplane before the RB-66s came in.
The B-45 DID NOT have 20mm cannons in the tail gun postion. It had two 50 cal machine guns. The radar was the AN /APG 30 plus the range servo unit (from the A-4 GBR sighting system). The radar measured the range to the target and had one output..a DC voltage proporational to range. The range info plus other data went to some left over turrent system box plus the input info from the gunner using the ball turrent system to "track" the target visual..Hence some sort of lead angle was caluclated and aided the gunner in hittting the target...I worked B-45 tail gun radar from Dec 53 until June 56 at APO 22 NY NY
Hello Mr.Donald Read who posted above about being with the 1st TSS /TDS please contact me I am trying to find out some unit history for a friend who's Father was with this unit and what unit /s was it under command of, please contact me,thanks ! WeBeEmblems@aol.com
I was with the 1st TSS in May of 1954 which became the 1st TDS a little later. Then to Det. #3 of the 1st TDS at RAF Sculthorpe. We took care of what the B-45's carried.Those were great days although today most don't know what a B-45 was. But we did our task will skill and diligence.
In 1953 I was transferred from Tyndall AFB in Florida to Shaw AFB SC to become a member of the newly re-activated 19th Tac Recon Sqdn. After a year of crew training in the B-45 we deployed to RAF Sculthorpe in England where I spent the next three happy years. I was assigned to the engine shop and eventually became the NCOIC. I rotated back to the states shortly after the B-66s arrived. But I still have fond memories of the 19th and the B-45. The license tags on my car still bear "19Tac" on them.
I take exception to Paul Scott's statement that RAF air crews who trained with us (47th Bomb Wing, 85th Bomb Squadron) on operations and radar targets did our dirty work! We flew many missions along (often into) Russian and E. Germany. Later deep penetrations were made to acquire radar pictures for our wartime targets. Under an agreement with the RAF they did in fact borrow 4 B-45s that were painted in RAF colors for some of their super secret missions! The RAF did not have an aircraft capable of deep penetrations required for both USAF & RAF. Later,USAF RB45s flew deep mission into Russia. We jointly studied radar targeted cities for our Bombing mission requirements!
I flew as an Aircraft Observer Bombardmanet in the 85th Bomb SQdn of 47th Bomb Wing, at RAF Station Sculthorpe from 1953 to 1957. We were an Atomic Bomb delivery system of the first order. No one stood between us the those pesky Russians. The Russians knew if they attacked the US or the UK we would bloody there nose to say the least. We dropped practice bombs in the North Sea off the German coast and the Irish Sea. We had an outstanding record of flying in the most difficult circumstances in Europe. Our Escape and Evasion training at Bad Tolz, Germany told us that we had a fighting chance to return from a one way flight to beat hell out of the Russians. The B-45 and RB-45 were two fine models of the early Jet era!! Long live the B-45, RB-45!!!
I served at RAF Sculthorpe from Dec 53 to Nov 56,as a B-45 gunner in the 85th BS. There is a comment above by Bill Menkevich as to the 47th BWA Website. This group has been together since 1990, with yearly reunions. The next is in New Orleans for a 5 day cruise. All those who served at Sculthorpe in any capacity are eligible to join the Association. I am the editor of the Association's newsletter, CONTRAILS, and would be pleased to send the newsletter to those interested. Please respond through my email address. I later served at Shaw AFB, Sumter, SC in the RB-66.
After reading the above descriptive text of the B-45 and the comments I believe that something is out of date sequence. I say that because I worked for North American Aviation and was the lead engineer on the design modification of the B-45 to enable it to carry the Atomic Bomb. The year was 1954. It was a modification and not part of the original design. I don't know that the B-45 had any earilier atomic bomb cabibility. As I remember ---that was a modification of the forward weapons bay. Later, I was the lead engineer for the design of a pallet that held radar jamming and chaff dispersal equipment that installed in the aft weapons bay.
Yes--The B-45 was used extensively flying out of England. I use to read all the Field Service Reports during 1955-56 time period. I recall on reprt of a B-45 flying over England with those hugh wing tanks mounted on the wing tips when it entered a hugh black cloud, experienced much turbulance, Came out of the cloud upside down and one wing tank gone. It re-enterd the cloud, experienced much turbulance, and came out of the cloud right side up and the other wing tank gone. Seems that the ride was a lot more than a Disneyland C-Ticket ride. I would say that the B-45 was a well designed and built airplane.
I have over 1000 hours in b-45's as an AOB. I was in the 19th TAC recon Sq. and 86th bomb Sq. I was at Shaw AFB,RAF Sta Sculthorp, Raf Station Molesworth and RAF Sta Alconbury. I enjoyed my time in the aircrsaft. My crew at Sculthorpe was Pilot Oliver J Nasby, Co Pilot Loren Hiniker, and gunner Bob Grill. These were the best years in the Air Force.
I believe this to be the aircraft where the USA very nicely (Sarcasm) entrusted the RAF to do (The USA's dirty work) the first reconnaisance flights over a decidedly new foe, the Soviet Union. Extremely dangerous both in diplomacy and flying, one of the lesser-known aspects of a real dirty war. Someone's got to do it - oh yes, the USA's 'lackey' the United Kingdom.
I was reminded by Don Brown's letter about an incident I recall whilst serving in the RAF at West Raynham, Norfolk which was practally down the road from RAF sculthorpe. I was stationed there about the same time as DON (1954-59). My room mates and I were awakened by the sound of a avery low flying A /c that sounded Quite sick, upon looking out of the windows of our accommodation block we saw a large bomber which appeared to be heading straight for us. in fact it missed and in silohette one could se it was a B45 Tornado which continued toward Sculthorpe. What alarmed us was the large fire that engulfed one of the engine nacelles. I have often wondered since wether that plane made it safely back. As it was the height of the cold war at the time and it was possibly carrying nuclear weapons there was a news black out on such incidents, But but all these years later I thought perhaps Don or one of his contemporary warriors may recall this incident?
Do you know Robert Huffman? He was a tail gunner too. I believe they called him Huffy
reply