Convair B-36: A Comprehensive History of Americas Big Stick (Schiffer Military History)

397 Pages·1998·157.36 MB·English

by  Meyers K. Jacobsen

ACKNOWLEDGMENTS
There are a great many organizations, firms and individuals who assisted, Individuals I would like to personally thank are Beryl A. Erickson, Stephen
over the years, with the completion of this book. Consequently, I would like to P. Dillon, Bob Hoover, Dalton Suggs, Wes Magnuson; Robert S. George, Col.,
thank everyone who gave encouragement and supported this undertaking. USAF (ret.); Harry S. Goldsworthy, Lt. Col., USAF (ret.); James V. Edmundson,
First, obviously, to the six co-authors, most experienced aviation writers Lt. Gen., USAF, (ret.); and the family of Curtis E. LeMay, General, USAF, now
like Ray Wagner, Chuck Hansen, Bill Yenne and James H. Farmer. Also to B-36 deceased.
buffs, Scott Deaver and Robert W. Hinkl, whose enthusiasm for their first-time Many thanks for providing needed photographs to David Menard, C. Roger
efforts overshadowed any literary inexperience. Cripliver, Jay Miller, Bill Plumlee, Frank Kleinwechter, Frederick A. Johnsen,
My appreciation goes to General Dynamics Convair, at both Fort Worth Gerald R. Bishop; Ed Wheeler, Lt. Col., USAF (ret.); Angie Weaver, Sam Bono,
(now Lockheed Martin) and San Diego (plant closed), the San Diego Aerospace Anne Hussey, and Ed Spellman.
Museum, the Air Force Museum, Pima Air & Space Museum, the Strategic Air Special acknowledgement to Warren A. Trest and Jeffrey G. Barlow, both
Command Museum, Edwards AFB Office of History, Kelly AFB Office of History, aviation historians and authors, who assisted with the preparation of the chap-
National Atomic Museum, San Diego Historical Society, Naval Historical Cen- ter "Revolt of the Admirals."
ter, Air Force Historical Foundation, the Fort Worth Star-Telegram, and the And, of course, much appreciation to Peter B. Schiffer, head of Schffler
National Air & Space Museum. Also, for the cooperation of the 7th Bomb Wing Publishing, Ltd., as well as senior editor, Robert Biondi, who managed to as-
B-36 Association and the American Aviation Historical Society, which published semble this book, in spite of my being computer-illiterate.
my first B-36 article in 1970. Finally, thanks to Harold A. Moerke, a former Air Force buddy and friend,
who gave encouragement over the years to finish this book.
DEDICATION
General Curtis E. LeMay, Commander-in-Chief of the Strategic Air Com- "Fighters are fun, but bombers are important."
mand, 1948-1957, who built SAC into the world's most powerful deterrent force,
utilizing the Convair B-36 intercontinental bomber as an important part of that (remark attributed to General Curtis E. LeMay)
force.
Book Design by Ian Robertson.
Copyright © 1997 by Meyers K. Jacobsen
Library of Congress Catalog Number: 98-84394
All rights reserved. No part of this work may be reproduced or used in any forms or by any means -
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Printed in China.
ISBN: 0-7643-0530-1
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CONTENTS
PREFACE 006
FOREWORD 007
INTRODUCTION 008
CHAPTER 1 WHY SIX ENGINES? 010
CHAPTER 2 THE XB-36 PROTOTYPE 019
CHAPTER 3 B-36 PRODUCTION BEGINS 046
CHAPTER 4 FIRST TO FLY B-36S 063
CHAPTER 5 REVOLT OF THE ADMIRALS 082
CHAPTER 6 ADDING JETS, THE RECON B-36 AND LAST PRODUCTION MODELS 092
CHAPTER 7 HISTORY OF THE STRATEGIC AIR COMMAND 1946-1959 108
CHAPTER 8 THOSE WHO SERVED 133
CHAPTER 9 FLYING THE BIGGEST BOMBER 202
CHAPTER 10 HOW THE SOVIET AIR FORCE RESPONDED TO THE B-36 214
CHAPTER 11 B-36 OFFENSIVE ARMAMENT 221
CHAPTER 12 B-36 DEFENSIVE ARMAMENT: WARTIME EVOLUTION 246
CHAPTER 13 B-36 DEFENSIVE ARMAMENT: POSTWAR DEVELOPMENT 261
CHAPTER 14 B-36 VULNERABILITIES AND ELECTRONIC COUNTERMEASURES 288
CHAPTER 15 THE B-36 GOES HOLLYWOOD 297
CHAPTER 16 ACCIDENTS, INCIDENTS AND CRASHES 309
CHAPTER 17 THE XC-99, YB-60, NB-36H AND R&D PROGRAMS 318
CHAPTER 18 TO THE BONEYARD AND THE SURVIVORS 352
PHOTO GALLERY 365
APPENDICES 381
NOTES 390
BIBLIOGRAPHY 397
Preface
Author Meyers Jacobsen has recognized for many years the epic effort that produced and
beneficially utilized the USAF B-36 strategic bomber in the early Cold War years...without ever
striking a blow.
Created basically with the technology of WWII, the huge and complex ten-engine B-36 was
thoroughly labor intensive, requiring large supplies of skilled and talented personnel in the de-
sign, development, production and military operation of the intercontinental bomber. Design
ingenuitites and refinements were the technical keys to the big gains achieved in B-36 perfor-
mance figures, including those of flight operation radius, bomb load capacities, target dash speeds
at stratospheric levels, and other areas.
In service with the newly formed USAF Strategic Air Command, the B-36 was considered
formidable in flight performance and devastating in bomb delivery, far surpassing the capabilities
of previous bombers.
During the development and production of B-36 aircraft by the Fort Worth division of Convair,
I was Manager of Flight Test Operations and B-36 Chief Test Pilot. In those roles, I piloted B-36
development and production test flights intensively for more than ten years with considerable
success and no flight mishaps. My B-36 flight testing included the prototypes XB-36 and YB-36,
and all production service models of the B-36, plus the derivatives XC-99, YB-60, NB-36H, GRB-
36D FICON, and GRB-36F TOM TOM.
The B-36 exhibited conventional, as well as comfortable, flight handling characteristics. And
the aircraft, despite its large dimensions and system complexities, operated easily and effectively.
My B-36 flight testing involved one of more than 52 hours duration, but I did not become weary of
flying this beautiful machine.
I join with all B-36 enthusiasts in commending Meyers Jacobsen and his co-authors for pro-
ducing this book detailing the saga of the B-36 Peacemaker.
Beryl A. Erickson
Convair Chief Test Pilot
Foreword
The B-36 was a very special airplane, and it filled a unique place in military history. I am
delighted that Mr. Jacobsen has written a book to tell the important, but little known, B-36 story.
Three of the most challenging and rewarding years of my life were spent with these ten-
engine monsters. They were never a lot of fun to fly. It was, as they said, like sitting on your front
porch, flying your house around.
Nevertheless, there was a satisfaction in flying these birds and realizing that with it, you had
the capability of performing a mission that was vital to our nation...a mission that could not be
accomplished by any other aircraft, at the time. The B-36 was more than an airplane, it was a way
of life.
Most of my time was spent in the 15th Air Force, but I did pull a tour of duty at SAC Head-
quarters in Omaha, in the operations business. Mostly, I commanded units at the group, wing and
air division levels in B-29s, B-47s and, of course, B-36s.
I was commander of the 92nd Bomb Wing at Fairchild AFB, Washington, when we flew one
of our most unusual missions, Operation "Big Stick." In July 1953, negotiations were underway
for the ending of the Korean War, and nobody trusted the North Koreans. The 92nd sent twenty
B-36s to the Far East with atomic weapons aboard, to be sitting on alert in Okinawa, just in case
they were needed. "Big Stick" was an an appropriate name for the operation.
I flew the lead plane,"Big Stick One," to Kadena. After arriving at Okinawa, we sat on alert for
ten days in all our atomic splendor. The Cease Fire was signed successfully in Korea, Operation
"Big Stick" was declared "concluded," and the wing returned to Fairchild. The 92nd Bomb Wing
was later given the Outstanding Unit Award for "Big Stick."
I feel very fortunate to have been "one of those guys," who flew the B-36, and to have known
and worked with the professional men and women who made up SAC's B-36 bomber force.
James V. Edmundson, Lt. General, USAF (Ret.)
Introduction
The publication of this book is the culmination of a twenty-five year old dream. First envi-
sioned in 1974, it was worked on sporadically until the success of my small monograph, "B-36 IN
ACTION," co-authored by Ray Wagner, was published in 1980. However, it showed the need of an
expanded version, telling the entire B-36 story. Ray agreed.
Because of several new subject areas in this new book required additional research and
expertise, I decided to ask a number of other authors to participate with me in writing, "Convair
B-36, A Comprehensive History of America's 'Big Stick'." This approach has led to a more interest-
ing book, in my opinion, presenting a variety of styles and viewpoints. You can judge the results
for yourself.
As for the B-36 bomber, I never saw one up close in its heyday, nor certainly flew in one. My
first recollection of seeing this big, cigar-shaped airplane, with the engines on the wrong side of
the wings, was watching one slowly making a circle in the sky over San Francisco about 1953. It
was probably from Travis AFB, located northeast of the city by the bay. This is where my facination
with the B-36 began. Years later, my curiosity would lead to initial research in San Diego, and a
series of articles in the AAHS Journal.
My second recollection of the B-36 was viewing it a lot closer, for I was in the Air Force at
Parks AFB, California, standing in review for the 1955 Armed Forces Day parade. Two gigantic B-
36s, one right after the other, came in low over the grinder, and roared overhead at about 1,000
feet. What a sight, and what a sound! Unforgettable. Who can forget the sound of a B-36, once you
have heard it?
I last saw a B-36 in flight high over the city of Fort Worth, heading out from either Carswell
AFB or the Convair side of the field, in 1957.1 was on a vacation trip from Amarillo. Little did I
know that many years in the future I would visit the Convair plant and tour Carswell doing re-
search for this book.
No B-36 has taken to the skies since April 30,1959, and the sound of its six powerful Wasp
Major engines has long been silenced. But my fellow co-authors and I are pleased to herein present
the history of the B-36 Peacemaker, once America's "Big Stick."
8
Introduction 9
"Speak softly and carry a big stick" strength at sea without ever firing a shot in anger. The Great White Fleet, as it
- President Theodore Roosevelt became known, was a tangible demonstration of President Roosevelt's, "speak
One of the nation's most energetic and popular presidents, "Teddy" softly and carry a big stick" foreign policy.
Roosevelt had brought about the transformation of America's neglected naval During the decade of the 1950s, another fleet of gleaming ships, this time
fleet, around the turn of the century, into a navy, second only to Great Britain. in the air, roamed the world's skies as a deterrent force—speaking softly, and
He dispatched sixteen battlships from Hampton Roads, Virginia, on December carrying a big stick. The big stick was the B-36 bomber, armed with nuclear
16,1907, on a journey around the world. The gleaming white-painted fleet trav- weapons. Like the Great White Fleet, SAC's B-36 fleet also never had to fire a
eled some 45,000 miles showing "the colors," and demonstrated America's new shot in anger.
1
Why Six Engines?
Heavy Bomber Development Before 1945
by Ray Wagner
Introduction
This chapter, suggested by Meyers Jacobsen and written by Ray Wagner, details
some of the six-engined aircraft designs prior to 1945. This unusual collection
of airplanes has never been presented together before in this manner, and the
primary reason they are included is because of their six engines, necessary to
carry a bomb load or personnel on a very long distance flight.
This chapter does not imply that the Convair B-36 six-eninged pusher de-
sign resulted directly from any of these other designs, but only shows earlier
attempts to develop a long range bomber or transport utilizing six engines.
American heavy bomber development stemming from the experimental
Douglas XB-19 and Boeing XB-15, predated the B-36, and contributed to the
technical expertise that eventually built the bigger Convair giant. And, of course,
the B-17 Flying Fortress, B-24 Liberator, B-32 Dominator and B-29 Superfortress
advanced American bomber development. None of these airplanes have been
included in this unique chapter because their histories have been told, and
retold, many times over in other publications.
What has not been told very often is the little known fact that both Nazi Open positions for the Staaken R.lV's pilots and mechanics. All six powerplants
Germany and Japan both had six-engined heavy bomber designs either flying could be adjusted in flight. (San Diego Aerospace Museum)
or on the drawing boards, some not too different from America's B-36. Both
Axis powers realized too late the importance of an intercontinental bombing
force. A role that the B-36 would ultimately play in the first decade of the post-
war Cold War period.
Six engines turned three propellers on the Staaken R.IV, whose appearance over London startled the city's defenders. (San Diego Aerospace Museum)
10
Chapter 1: Why Six Engines? 11
Staaken R.V had five engines, but just three propellers. It carried a crew of
eight or nine men. (San Diego Aerospace Museum)
The Staaken R.VI pilot's cabin was spartan and practically void of instruments
compared to B-36's flight deck. (San Diego Aerospace Museum)
London on a December night in 1917. World War One had brought many While the Gotha bombers carried three men, three machine guns, and
air raids, yet this one sounded different. Sound-location gear, in the years be- usually six 110-pound bombs, a Giant could handle up to 18 50-kg, or three 660-
fore radar was invented, warned that Gotha bombers were on the way, but this Ib, bombs. Up to seven machine guns could be mounted, but only three were
night a deeper, louder, engine noise also threatened. actually carried on most night missions. R.N.s carried a crew of eight.
Fifteen twin-engined Gothas were being followed by the six-engined
Staaken R.12/15, then the largest plane to attack London. As searchlights probed Development of the Staaken Giants
the sky and anti-aircraft cannon fired thousands of shells into the night, the The whole idea of a multi-engined bomber was to build a plane capable of lift-
German giant dropped 880 pounds of incendiary bombs, and released a 660- ing enough fuel and ordnance to attack targets far behind enemy lines. Thirty
pound bomb, the first of its size to hit England from an airplane. years of six-engined bombers, from the Staaken to the B-36, were designed for
This aircraft was completed at Staaken, Germany, as the only R.IV type, long-distance raids.
with six engines turning three propellers. Serial number R.12/15 indicated it The first six-engined giant was the R.I 1/15, designed by Alfred Bauman
was the twelfth Reisenflugzueg, or Giant aircraft, built in Germany, and the sec- and sponsored by Count Ferdinand von Zeppelin, who was more famous for
ond number indicated it was first ordered in 1915. Two 160 hp Mercedes en- his airships. Powered by six 160 hp Mercedes turning three propellers, the R. 11
gines were coupled to a propeller in front of the big fuselage, and two 220 hp flew several missions against the Russian Army before a landing crash in January
Benz motors were coupled to a pusher propeller in back of each of the two 1917.
nacelles between the wings.
The only giant bomber built in quantity, the Staaken R.VI, used just four engines. Fifteen of the large aircraft served on the Western Front. (San Diego Aerospace
Museum)
12 Convair B-36: A Comprehensive History of America's "Big Stick"
Underneath the fuselage, the Staaken R.VI carried a single 2,205 Ib. bomb The Siemens-Schuckert R.VHI was the war's largest aircraft. Size of the front
held by these cables. Rather primative compared to the cavernous bomb bay fuselage, shown here dwarfing crewmembers, was nearly the same height as a
of the B-36, capable of carrying an 86,000 Ib. bomb load. (San Diego Aero- B-36. (San Diego Aerospace Museum)
space Museum)
A more powerful version, the R. 12/15, was built by the Zeppelin-Werke Four engines turned four propellers on the R VI, mounted in tandem pairs
GmbH at Staaken and was first flown on August 16,1916. This particular aircraft in the nacelles. This simplified the transmission systems that had troubled the
had a remarkably full service, operating in the East from May to September earlier types. Ten R.VIs used 260 hp Mercedes, but five had 245 hp Maybach
1917, and for the rest of the war against Britain and France. high-compression units.
Also known as the Staaken R.FV type, the huge biplane had a wing span of Lack of a nose motor permitted an open bombardier-gunner's pit ahead
138'5". The fuselage was 76T long, and the top speed was 77.5 mph. The ceil- of the enclosed pilot's cabin. There were few flight instruments, but an electric
ing was 12,139', and flight endurance was six to seven hours. telegraph gave signals to the seven-man crew, and a wireless set was provided.
When the R.12 arrived at an airfield near Ghent, Belgium, it became part Gun positions were provided in the nose, rear and ventral openings, with
of history's first strategic bombing campaign. The German High Command three captured Lewis guns being favored for their light weight. Internal racks
hoped direct attacks on England, and especially London, would "intimidate the held up to 18 220 Ib bombs, but 660 Ib bombs were carried externally. Bomb
morale of the English people," and also, as a secondary effect, disrupt British load varied with fuel load, but 1,650 Ib and 798 gal permitted a 560 mile range.
war industry. The campaign had begun in 1915 with Zeppelins, but heavy losses The first two Giants to accompany Gothas on a London night raid on Sep-
ended that program. Gotha biplanes began daylight raids in May 1917 with suc- tember 28,1917, were blinded by the heavy cloud cover that prevented them
cess, but when British defenses improved, Germans shifted to night raids in from finding their targets, and the same darkness kept the Giants undetected
September. by the British. The next five sorties were only marginally successful. On Decem-
The three dozen Gothas in Belgium were joined by Rfa 501 (Giant squad- ber 18 the R.12 made the successful sortie that opened its London raids, and
ron 501), which by 1918 included the R.12, along with R.13, R.25, R.27, R.33, came back with the R.39 on December 22, but was frustrated by bad weather.
and R.39. All were Staaken biplanes with the same wide wings, but with During 1918, the R-planes returned to London, beginning with January
powerplant arrangement changes. 28, when R.39 drove off a defending Bristol Fighter and dropped a 660-pound
The other four bombers with Gfa 501 were examples of the Staaken R.VI bomb that hit the Odhams Printing Works, killing 38 and injuring 90 people
type, the only giant bomber built in quantity. Fifteen, serialed R.25/16 to 39/16, when a bomb shelter collapsed. The R.39 also dropped the war's largest bomb,
were built for the Western front, and were used from September 1917 to the a 2,205-lb, 13-foot long weapon on London on three later occasions. The first
war's end. such bomb was dropped February 16,1918, on the Royal Hospital grounds at
Chelsea. The home of a staff officer was hit, killing six, including three children.
The same night, R.12 hit cables dangling from a balloon fence near the
Thames, but got through to drop two 660-pounders on Woolwich, killing seven.
Three other R-planes didn't get inland, but some 60 British fighters sent up that
night were never able to find a target in the darkness. All five Giants returned to
Belgium safely, including R.33, with only one of its four engines still running,
the others having failed.
Only one Giant, the R.25, came back the next night, and its 18110-pound
bombs killed or wounded 53 at St. Pancras Station. Only one of the 69 British
fighters sent up even saw the intruder, which also escaped the heavy anti-air-
craft fire. The vast defensive effort had been unable to stop even that single
German plane.
All six Giants took off on March 7, and five reached London, including
R.39, whose 2,205-pound bomb smashed a street in Paddington. That night 23
people were killed, 53 injured. Although 45 Sopwith Camels went up, none
intercepted, and two of their pilots were killed in a mid-air collision, while two
Six 300 hp engines within the fuselage powered the giant Siemens-Schuckert
Giants crash-landed back in Belgium.
R.VIII. It featured a wing span of 157' 6", wider than a WWII B-29. And the
wing was 4,734 square feet, interestingly only 38 square feet less than a B-36.
(San Diego Aerospace Museum)