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squadron./signal publicationsAIRCRAFT NO. 42

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by Meyers K. Jacobsen &Ray Wagner

illustrated by Don Greer

squadron /signal publications

COPYRIGHT O 1980 SOUADRON'SIGNAL PUBLICATIONS, INC.1115 CROWLEY DR., CARROLLTON, TEXAS 75006All rlghts reserved. No part of thls publlcatlon may be reproduced, stored ln a retrlevalsystem or transmltted ln any form by any means electrlcal, mechanlcal or othenvlse,wlthout wrltten p€rmlsslon of the publlsher.

lSBN 0-89747-101-6

ll you have lny phologruphr ol thc rhcrull, armor, soldlere or rhlpr ol any nallon, par.tlcularly wlrllme rnlplholi, why nol rhare thcm wlth ut and

- hclp mlkcsquadron/llgnal'e bookr all lhe more lnlcrcstlng and complcle ln thc luturc. Anyphotograph scnt to ur wlll bc coplcd and thc orlglnal rolumed. The donor wlll bc lull!credllcd lor any pholor urcd. Plcmc ccnd lhem lo: Squedronlslgnel Publlcatlonr, lnc-1115 Crowley Dr., Cenollton, TX 75flr0.

ACKNOWLEDGEMENTS: The authors wish to gratefully acknowledge the assistance ofGeneral Dynamics-Convair Aerospace Division, Off ice of the Commind Historian of thestragegic Air command, 2nd, 8th and 1sth Air Force Headquarters, the many present andformer Convair employees, and the American Aviation Historical Society members whocontributed data and photos.

Probably-no hlgher compllmonl can be pald lo a strateglc bomber than that il never had tobe used. Thess B-36Fs ol the 6th BW(H) out ol Walker AFB, MN, represent with thelrsheer slze and power, an era when Amerlcan weapons superlorlty was unchallengeable.The whlte underbelly became standard on USAF nuclear bombers In 1956. (USAD

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(Above) A February 1942 arlisl's conception ol the Model 36 shows that lhe baslc slenderluselage and six pusher engines had already been chosen. Only the twln tail wouldchange signilicantly. (GD) (Below) The X8.36 mock-up in San Diego, Ju|y29,1942, had twoprominenl dorsal turrets and the twin lail which were later altered. (GD)

(Below) The llrst prototype, X8.36,42.13570, emerged lrom the Convair.Ft. Worth planl lnlale Augusl 1945,82o/o complele. (GD)

IntroductionThe world's largest bomber, the Convair 8-36, has a unique place in aviation history.

During the Cold War, the late'40s and '50s, the 8-36 was the symbol of American ability todeliver nuclear weapons anywhere in the world. Beginning as an idea long before theatomic bomb was a weapon in anyone's arsenal, the 8-36 served throughout a period oftremendous technological advance, finally being obsoleted by the jet engine, which wasan experimental toy when the'36's specif ications were drawn. Despite a service life of 10years which covered the height of the Cold War and all of the Korean War, the 8-36 neverfired a shot in anger. lt could be said to have fulfilled its task anyway, preserving thepeace, richly earning its unoff icial nickname: Peacemaker.

It was a desire to achieve intercontinental range that led to this aircraft's great size. ln1941, the United States confronted the possibility that Nazi Germany would control all ofEurope and that in case of war with the Axis, only bases in America itself would beavailable to strike at enemy targets. With this in mind, on April 11, 1941, the Army AirCorps announced a design competition for a bomber that could carry a 10,000 lb. loadhalf-way over a 10,000 mile range. Other parts of the specification called for a speed ofbetween 300 and 400 mph and operation from a runway of less than 5000 ft. At that time,the largest bomber in U.S. service was the Boeing B-17C, which had a 4000 lb. useful loadand 2000 mile range, while the Consolidated B-24A with a 2200 mile range and the samelift had not yet been delivered. A much larger bomber had been under development since1936, the Douglas XB-19, designed to carry a6000 lb. load overa 7300 mile range. Firstf lown June'1941, the XB-19 was the culmination of a long-range bomber development pro-gram begun in 1934 with design of the Boeing XB-15. The larger Douglas, with a 212 ft.span and 140,000 lb. gross weight was the f irst design to use the tricycle landing gear, tailgunner and power turrets that became standard on all later U.S. heavy bombers.

Consolidated Aircraft Corporation, of San Diego, California had won a prototype con-tract in September 1940 for the XB-32 long-range bomber (2000 lb/4450 miles), a counter-part to the Boeing B-29, and had progressed to a Model 35 design with four engines and164 ft. span. Enlarged to six pusher engines, this design was submitted to the Air MaterialDivision on October6, 1941, competing with proposals by Boeing, Douglas, and Northrop.On the recommendation of Brig. Gen. George S. Kenney, the Air Force approved a pro-totype contract for the Consolidated design, as well as one f or the radical Northrop XB-35four-engined flying wing. This contract, issued October25, and approved November.l5,1941, called for two XB-36 aircraft, the first to be delivered in 30 months, or about May1944. Total engineering and construction cost was to be $15 million, with the company toget an $800,000 fixed fee.

Work had hardly started when the Pearl Harbor attack shifted priority to B-24 produc-tion and B-32 development. Nevertheless, a 1/26 scale wind tunnel model was preparedand a full scale mockup of the fuselage and half of the wing and twin tail was built in SanDiego, then moved by railroad in August 1942, to a new government plant in Fort Worth,TX. The basic design provided for six Pratt & Whitney R-4360 Wasp Majors mounted with19 ft. three-bladed Curtiss propellers behind the wing's trailing edge. These 28 cylinderradials had two turbosuperchargers to maintain 3000 hp up to 35,000 ft. The pusher ar-rangement, rare in American aircraft, kept the propellers from interferring with airflowover the wing. Six internal fuel tanks in the wings provided a capacity of 21,116 USgallons, with a self-sealing rubber coating protecting the four tanks which would retainfuel the longest. The wing itself retained !ts shape throughout the B-36's history, with 230ft. span and a 4772 sq. ft. area. The 163 ft. fuselage was of circular section to easepressurization of the crew compartments. Between the forward section containing thef light crew and the rear gunner's compartment were f our bomb bays. An 85 ft. pressurized25 inch diameter tube through the bays connected the compartments, with rails f or a cartto move the crewmen back and forth. The most noticeable change in the B-36's originaldesign took place in the tail section. Originally a twin-rudder arrangement like that of theB-24 and B-32 was intended, but in the fall of 1943 a single f in and rudder was selected asa stronger structure. lt would reach 46 ft. 10 in. off the ground, dwarf ing all previous air-

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craft. Defensive armament designed for the XB-36 included 15 guns in four retractablepoweractuated turrets and a remotely-controlled tail turret. The top forward gunner wasto sit in a turret with two 37 mm. guns, while another such turret could be lowered f rom abay beneath him. Four.50 caliber guns were to be mounted in the upper rear turret, whichwas remotely-controlled by gunners sighting from blisters in the rear compartment. Asimilar turret retracted below it into the belly, while radar aiming was provided for the tailturret's one 37 mm. and two .50 cal. guns.

The specif ications established by June 1943 called for the heaviest bomber ever built,with a 127,643 lb. empty weight and 265,512 lb. gross when carrying 11 men, twenty 500 lb.bombs, and the 18,881 gallons of fuel needed for a 10,000 mile range. Bomb capacity forshorter flights was seventy-two 1000 lb, with 8876 gallons, to be carried 4620 miles.Estimated performance at this weight included a top speed of 288 mph at sea level and369 mph at 30,000 ft., average operating speed of 245 mph and a service ceiling of 40,000ft. This performance was downgraded as design weight increased and design diff icultiesforced Pratt & Whitney to change the two-speed propeller to a single ratio unit. With thisengine (R-4360-25), August 1945 specifications projected top speeds of 282 mph at sealevel and 347 mph at 30,000 ft. Continuing increases in design weight led to further pro-jected decreases in performance.

Enthusiasm for the 8-36 project fluctuated with the fortunes of war. At f irst, B-24 pro-duction siphoned off experienced personnel and priorities. ln September 1942, GeneralArnold ordered lhe "highest priority" to both the XB-35 and X8-36 because Japanese suc-cesses made more likely the need for bombers that could fly across the whole PacificOcean. Responding to Convair's complaints to the Secretary of War that it was diff icult toget subcontractors for an order for only two aircraft, a "letter of intent" for 100 B-36s wasissued on July 23, 1943. Still, it would be a year bef ore a contract was signed and the warwould end before the 8-36 became a high priority project.

Japan's surrender in 1945 sharply curtailed aircraft production in the United States, buthad the opposite effect on the 8-36 program. The appearance of the atomic bomb, as wellas the tremendous cost of capturing island bases for shorter ranged B-29s, convinced the

The XB-36 lilts ofl lor the lirst time, August 8, 1946. Nole the large, single main wheelswhich restricted the aircralt to three specially strengthened runways in the US. (GD)

The basic form ol lhe "Peacemaker" was established in the lirst prololype, althoughchanges would be made to the nose arsa belore the bomber entered production and jetpods would eventually become a slandard addition. (GD)

8-36 Development

R8.36D

8.36J (ilt)

XC-99 (Final Configuration)

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Air Force it needed a truly intercontinental bomber. Cancellation of B-32 production onAugust 15, 1945 finally gave the 8-36 the personnel and attention it needed.

The country celebrated VJ Day on September 2, 1945, and six days later, the XB-36 waswheeled out of the Experimental Hanger on its own landing gear. Engines arrived one at atime, along with other f inal components and on June 12, 1946, the f irst engine run-up testswere begun. On one of these tests, the wing f laps disintegrated in the heavy propeller tur-bulence. The fabric-covered magnesium alloy flaps had to be replaced by stronger onesof aluminium, six times heavier, causing more delay. Taxi tests began on July 21, and onAugust 8, 1946, the XB-36 was ready for its first flight, nearly five years after it wasordered.The aircraft weighed 200,000lbs.with 8000gallons of fuel, and nine crewmen, in-cluding pilot Beryl A. Erickson. The XB-36 lifted off at 10:10 AM lor a cautious 37 minutewheels-down flight.

This and further test f lights soon showed that many mechanical diff iculties would haveto be overcome before the aircraft would be ready for service. Unique in size and design,the XB-36 was at the very frontier of "the state of the art". For example, the engine cool-ing system way inadequate, and although the prototype reached 37,000 ft. it was unable tomaintain high-altitude f light until a better cooling fan could be developed. Propeller vibra-tion seriously punished the wing and engine structure and many points had to bestrengthened. Once a propeller broke loose at 10,000 ft. and another time all threeengines on one side quit because of a vibration induced failure of the electrical system inthe wing.

The prototype was unarmed. For the production aircraft the Air Force had finally decid-ed on an arrangement of sixteen 20 mm. guns, paired in eight remotely-controlled turrets,one of them in the nose. Making room for the nose turret caused a redesign of the flightdeck. Simultaneously a bubbletype canopy was provided for the pilot, co-pilot, and f lightengineer, giving them much better visibility. A f ull-scale cabin mockup had been built inJune 1945 and the new canopy was specified for the second prototype and all productionaircraft. The prototype's large single main wheels, 110 inches in diameter, were thelargest aircraft wheels ever made, but 'they required a 22t/z inch thick runway, thuslimiting the prototype to only three specially strengthened runways; those at Fort Worth,Eglin Air Force Base and Fairfield-Suisun (later Travis AFB). While the safety disadvan-tages were apparent, a multi-wheel gear could not be obtained until adequate brakescould be designed. Finally, a four-wheel gear using 56 inch diameter tires was perfectedfor the 8-364. A 1372 inch thick runway was needed, 22 primary and a f urther 22 alternateair fields could handle the production bombers.

The f irst production 8-36A-1-CF, 44-S2OO4, was f lown on August 28, 1947 with the newcanopy and landing gear. (Ihe CF suff ix denoted Convair.Fort Worth; since all B-36s werebuilt there, the suff ix was often dropped). BM-004 was painted on its side as its Air Force"buzz number". This 8-36A-1 was f lown to Wright Field on August 30 by Major Stephen P.Dillon, the f irst Air Force off icer to qualify as a 8-36 pilot. Only equipment needed f or thisdelivery flight had been installed, explaining why it flew before the second prototype,designated YB-36. BM-004, however, f lew no more; it was gradually demolished at Wrightin 45 static and dynamic tests of its structural strength.

The YB-36, 42-13571, had been moved to the Experimental Hanger in April 1947, and in-corporated safety and engineering changes indicated by XB-36 experiences. More effi-cient turbosuperchargers and the new flight deck canopy were provided, although thesingle-wheel landing gearwas retained on BM-571. Beryl Erickson took it intotheairforthe first time on December 4, 1947.

With another flight test aircraft available, the XB-36 was returned to the shop formodernization. Having completed 31 flights and 89 hours flying time in its original con-f iguration it was now reworked with a four-wheeled landing gear, new engines, rearrangedinstruments and some fuselage reskinning. With the Buzz Number BM-570, it flew againin June 1948, and on June 19 the prototype was ferried to Wright for acceptance by the AirForce. lt was returned to Fort Worth for use in training, but there spent most of its time inidleness. Consideration was given to modifying the prototype to later service standards,but the expense was considered too great and the aircraft sadly ended its career in May1957 as a derelict used to train firefighters.

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On the lest flight whlch took place March 26, 1947, the 8-36 damaged its starboard malnlanding gear on takeolf. The lnner altachmenl point having broken loose, the entlre crewexcept the two pilots bailed oul. Erlckson and Green landed lhe XB as gently as possible.The limitation ol the single-wheel maingear, as well as the enormous ground pressure ex-erted by lhe masslve lire, led to the search lor a replacement system. (GD)

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XB-36 Nose

4-Wheel Landing Gear

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As an experiment, tho X8.36 was lilted with a track-type landing gear. This did lndeedreduce ground pressure signilicantly, but was never seriously considered lor service use.March 26, 1950. (GD)

Six huge R-4360 Wasp Majors, rated al 3500hp, powered the initial batches ot B-36s. Ex-haust gases were venled lrom the bottom ol the nacelle and through the ports at the baseof the spinners. A ring-shaped airplug controlled the exit ol coollng air around the spin.ner. On the nearest engine, the airplug is partially open, the number ol diamonds visibleto the llight engineer helping him to check their position.

Mechanics work on one ol the portside engines ol this Peacemaker. Everything was tosuch a large scale that groundcrew could work in comfort. The vent on the wing uppersur.face between the mechanics is an intercooler air exhaust. (Acme)

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The YB-36, 42-13571, is rolled out of lhe Assembly Building,Fort Worth, 1947. Excepl lor lhe rotonlion ol the singlewheel main gear, the YB is a production-standard A. AllPeacemakers had to be tiltod, as here, lor the tail lo clearthe low door. (GD)

Y8.36, still awaiting propellers and other gear, sits on the. apron lacing the XB-36. Lake Worth is in the background.

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l*--*'* The Y8.36, 8M.571 , lirsl llew on December 4, 1947. The YB: had produclion-type GE BH-2 turbosuperchargers, allowingI il easily to out.perlorm lhe XB. (GD)

8.36A & BNot until June 1948, were the first four B-36As delivered to the Air Force; BM-006 on

June 2, and BM-007 on June 18 to Eglin AFB for tactical tests, while BM-015 on June 26and BM-017 on June 30 were the f irst to join Strategic Air Command. Six more came toSAC in July, and five followed in August 1948. Already the new giant was showing itscapabilities. On May 13-15, BM-013 was f lown from Fort Worth to Hawaii and back.

SAC's f irst 8-36 unit was the 7th Bomb Group (Heavy) at Carswell AFB. Location of thisbase at Fort Worth, across the runway from the factory was an advantage in working outmany problems. The 22 B-36As completed by November 1948 each had a gross weight of310,380 lb. when loaded with 24,121 gallons of fuel and 10,000 lb. bomb load. They re-quired a takeoff run of 8000 ft., and had a tactical radius of 3880 miles. lf a f ull bomb loadof 72,000 lb. was carried, tactical radius was 2100 miles, and a full fuel load of 26,745gallons allowed a 9136 mile ferry range, without bombs. Performance characteristics ofthe Air Force bombers were now stated by a new method in which speed and altitude weremeasured not at gross weight, but at "combat weight", the point at which the bomber isapproaching the target with most of its fuel consumed. ln the B-36A's case, this wasespecially advantageous, for combat weight was down to 212,800 lb. At that weight,8-364 top speed was now given as 345 mph at 31,600 ft. and service ceiling was 39,100 ft.By comparison, the Boeing B-50A, also delivered in 1948, had a 391 mph top speed at30,000 ft. but its combat radius with 10,000 lb. was 1700 miles shorter. Although theB-36As had the ANiAPQ-23 Bombing-Navigation Radar, no guns were installed and thetype's f unction with the 7th BG was training. The f irst aircraft completed with all gunswas the 8-368-1 , BM-026, f irst f lown July 8, 1948.

Powerplants on the 8-368 were the R-4360-41 Wasp Ma.jors rated at 3500 hp which madepossible a 381 top speed and 42,500 ft. service ceiling at combat weight. An AN/APQ-24Bomb-Navig. Radar and AN/APG-3 Gun-Laying Radar in the tail were carried, and the bombbay could accomodate two 43,000 lb. "Grand Slam" bombs.

By the end of 1948, SAC had 35 B-36s at Carswell. Taking this opportunity to test itslong-range reach on December 7,1948, a 8-368 commanded by Major John D. Bartlett f lewfrom Carswell AFB to Hawaii, dropped a dummy 10,000 lb. bomb in the ocean, passed overHonolulu at night and returned to Carswell. The 8100 mile, 35lz hour mission arousedcomment because the unannounced bomber's approach on the Pearl Harbor anniversaryhad been undetected by local defense headquarters. The feat overshadowed a similarB-50 mission on the same day that required three aerial refuelings to complete. CaptainRoy Showalter and his crew set a long distance record with a 9600 mile mission thatlasted 43 hours, 37 minutes, and ended on March 12, 1949. Meanwhile a second SAC unit,the 11 Bomb Group (H), became operational at Carswell.

8.36A.5, 8M.009, is seen on a test lllght prlor to dellvery. The A series lacked armament,being used exclusively as lrainers. (GD)

By the fall ol 1949, B-36s were phasing oul 8.29s at Carswell AFB, across the runway fromthe Convair plant at Fort Worth, TX. The triangle, as well as the accompanying emblem,designated 8th AF. (GD)

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The 8.368 was lully armed, with nose lurrel, lour dorsal turrets, two ventralturrets and a tail stinger. Each turrot mount€d a pair of 20mm guns. Thenose turret carried 400 rounds lor each gun. (RKO via Jeflries)

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The forward dorsal turrets in erecled posilion, the sliding panel retracted. The side panel olthe near lurrel has been removed to allow senrice, exposing the ammo track. Each turret wasaimed lrom a remote position, that lor the near lurret being the blisler to lhe right. On the air-craft's belly is the radome for the AN/APQ-24 Bomb Navigation Radar.

The lail turrel and its AN/APG-3 radar, with a lethal range ol g/c mile. Provision was lor 600rounds per gun. (RKO via Jeflries)

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Three 8-36 fly in lormalion oyor Carsw€ll, where the early Peacemakers were based. Th€two red-lailed aircralt are Bs, tho triangle.tailed is an A. The red-tails were Arctic testmarkings. (USAF)

The apron al Carswell AFB, 1948. 8M.013 and BM-025, both As, appear to have switchedrudders. All the Bs sport Arctic red-tails. (USAF)

The same ramp, a year later. The large buzz numbers are gradually disappearing. The twoBs in the middle ground retain lheir red-tails bul also sport 8th AF emblems as well, whilethe B in the background carries new 11lh BG (H) yellow and black striped lintip and nosegear door. (Acme)

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Four 7th BG(H) 8.36Bs over Central Texas. Such a lormation was rare in thelater days, most Peacemakers llew alone. All have red.tails, only half havebuzz numbers. (GD)

"Big Slick" was one ol the 8-365 nicknames. The reason is obvious in thisview, seemingly nothing moro than wings and tubular fuselage. 8M.033 is ared-tailed B. (GD)

Coming ln low over the Gull coast, thls red.tailed 8.368.5, 44.92042, showsoll the Peacemaker's immense size. (GD)

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(Above & Left) With two Heavy Bomb Groups now operating al Carswell,distinctions bogan to develop between lhe units. 7th BG(H) Peacemakersbegan to display the Group emblem on the nose and Squadron color lintipand nose gear door. Large buzz numbers bsgan lo re.appear wilhout BMprelix. (RKO via Jeflries)

By 1950, the process ol distinguishing between the two Groups at Carswellincluded identification lellers inside the AF triangle. 7th BG(H) used a Jand retained its solid color flashes. 11th BG(H) used a U and black andyellow striped flashes. Note also the now mobile mainlainance shellers.This is one ol the last views of operatlonal Bs, which soon lelt lor San Diegolor conversion lo D standard.

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B-36CAs early as December 1946, SAC Commander George C. Kenney suggested that the 100

plane 8-36 order be cancelled, and only service test aircraft be completed. He favored thefaster Boeing B-50 as the standard SAC bomber until jet-propelled B-47s becameavailable. Attempting to achieve built-in range, he felt then, made the 8-36 too big and tooslow. Strategic bombing operations would require advanced bases or aerial refueling.

lncrease over-the-target speed seemed to Convair to be the greatest improvement need-ed, and an answer was offered by Pratt & Whitney's development of a Variable DischargeTurbine (VDT) version of their R-4360 engine. ln March 1947, Convair proposed a VDT-powered 8-36 expected to reach 410 mph and a 45,000 ft. service ceiling. The newengine's conf iguralion, however, would require changing the pusher-type arrangement totractor. The engines would be reversed, turning propeller shafts extending forward tenfeet ahead of the leading edge. Development of this idea led to the B-36C design, whichwas tenatively approved for prototype conversion on July 10, 1947.

Convair proposed on September 4,1947 that 34 aircraft be f inished with VDT engines asthe B-36C-1, with the additional expense being met by reducing the total 8-36 contract to95. This plan received the approval of most Air Force off icials, except General Kenney,and the Air Material Command (AMC) was directed to go ahead on December 4.

By April 1948, however, VDT design development had run into many difficulties.Gradually it became clear that the B-36C would be slower than the 8-368. AMC nowrecommended cancelation of the VDT project and the B-36C. The whole 8-36 programhung in the balance while SAC had yet to receive its f irst B-36As.

Convair off icials quickly put together the improved performance data learned from the8-364 tests, and anticipated from the 8-368, and presented this information to Air ForceSecretary Stuart Symington in May 1948. ln that period the Cold War reached new heightsof tension. On the morning of June 24,1948, all traffic into Berlin was stopped by theSoviet blockade that was to last over ten months. That same day, Secretary Symingtonmetwith Air Force generals, including Kenney, who voted unanimously to go ahead withall 95 B-36s on the contract. The planned B-36Cs were then to be f inished as B"36Bs.

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(Above) Convair's model ol ths tractor-propeller YB-36C. (GD) (Below) The lull.scale mock.up ol the YB-36C wlng bullt by Convalr at Fort Worlh, 1947. The project was dropped whenthe P & W R-4360-51 VDT englnes was cancelled. (GD)

Adding Jet Power: B-36D,RB.36D & RB.36E

Adding more speed and altitude still seemed the best way to improve the big bomber'schances of survival over enemy territory. On October 5, 1948, Convair proposed adding apair of turbojet engines under each wing. To reduce development time, the engines andnacelles already being developed for the Boeing B-47 would be used. Other im-provements to be added were quick-action, split bomb-bay doors, metal-covered controlsurfaces, and new outer-panel fuel cells. A prototype conversion was authorized by AMCon January 4, 1949, and Convair and Boeing off icials met to decide to use General ElectricJ-47 engines in production models, but f irst to f ly the prototype with the J-35-A-19 alreadyf lown on the XB-47.

The 54th production 8-36 (44-92057) made the first flight with jet pods on March 26,'1949. Vibration problems were controlled by later adding bracing struts to the pods, andthe B-36D prototype demonstrated a speed of 400 mph at 35,280 ft. and reached analtitude of 40,000 ft. The prototype was returned to the shop for installation of the J-47engines, and flew with this engine on July 11, 1949. Anticipation of the improved perfor-mance led the Air Force, in January 1949, to decide to buy 39 more B-36s as bombers andconvert the unarmed B-36As to R8-36E strategic reconnaissance models. ln April,36 newRB-36Ds were added to new production plans, and modif ication of all B-368s to jet podconfiguration was authorized. This decision also involved cancellation of the NorthropRB-49 whose production line was to have replaced the 8-36 at Fort Worth. The FlyingWing was seen as too short-ranged and unstable to be satisfactory f or the strategic recon-naissance role.

The lirsl jet.assisted 8.36, 44.92057, was a modilied B with twin.jet pods, identical tothose carried on Boeing's XB.47, even down to the inslallation ol J.35s until J.47s becameavailable. The prototypes firsl llight was in March 1949. Nole lho abs€nce ol bracing torthe pod. (USAF)

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A great political controversy arose about the wisdom of further investment in the 8-36.Admiral ArthurW. Radford and other Navy off icers warned that the 8-36 program might bea "billion dollar blunCer". The issues raised during the ensuing Congressional investiga-tions were complex. They included the ability of f ighters to stop such bombers, and therole of strategic bombing in the future. Eventually the 8-36 emerged as the choice ofAmerican policy-makers for an interim strategic weapon until the Boeing B-52 becameavailable.

The last aircraft to come out of the factory in 8-368 conf iguration was number 84. Thenext, number 85 (44-92088) was completed as a R8-36 strategic reconnaissance model. ln-stead of bombs, the f orward bomb-bay contained 14 cameras, including one with a 48 inchfocal length lens. The f irst R8-36 was f lown on December 18, '1949 without jet pods. Afterinitial tests, jet pods were added in time for a demonstration flight before PresidentTruman at Eglin on April 22, 1950.

The first RB-36D was thus accepted on June 3, 1950, months before the bomber version.SAG put it into service with the 28th Strategic Reconnaissance Group at Rapid City AFB,SD (later named Ellsworth AFB). After seven RB-36Ds had been delivered, the last four aircratt on the original 100 aircraft contract (44-92095/98) were completed as 8-36D bombers.The first B-36D was delivered to Eglin on August 19, 1950. Deliveries on the second (1949)production contract, beginning with 49-2647, included 22 8-36Ds and 24 more R8-36Ds in-terspersed on the production line. The last, a B-36D-35, was finished in June 1951.

At the same time conversion of aircraft already in service to iet pod conf iguration wasunderway. Twenty-one 8-36A aircraft, sequence numbers 2 through 22, and the YB-36were returned to Convair for conversion to RB-36E recon aircraft similar to the RB-36Dmodel. The f irst aircraft was received for conversion on February 28, 1949 and, was f irstflown as an RB-36E on July 7, 1950. The last of 22 RB-36Es was delivered July 20, 1951.Fifty-nine of the 62 B-368s were later converted to B-37Ds by installation of jet enginesand snap action bomb-bay doors. The only exceptions werc 44-92057, which had been thefirst D prototype, and 44-92075 and 44-92079, which had been destroyed in crashes. Eachaircraft was completely overhauled, with wings and control surfaces removed, andremodeled for let pods, and new bomb doors and equipment were added. The f irst 8-36B,number 043, arrived in San Diego for rebuilding on April 6, 1950 and was completed inNovember. The last,081, was delivered February 14, 1952.

The B-36D's ten engines (six 3500 hp R-4360-41 and four 5200 lb. static thrust J47-GE-19)were estimated, on 1950 characteristics charts, to increase top speed to 439 mph at32,12011., and service ceiling to 45,020 ft. These f igures were based on calculated weightsof 158,843 lb. for combat, and were widely circulated during the period of the 8-36 con-troversy. Performance data in 1954 characteristics charts, however, gave B-36D top speedas 406 mph at 36,200 ft. and service ceiling as 43,800 ft., based on f light tests at an actualweight of 161,371 lb. empty,370,000 lb. takeoff, and 250,300 lb. for combat. This data in-cludes a 29,995 gallon f uel load and 3530 mile combat radius and is consistent with datafor other 8-36 models. When fuel load was reduced to 19,500 gal., cutting combat radiusin half, a 72,000 lb. bomb load could be carried, combat weight was reduced to 219,265 lb.,permitting a 417 mph top speed at 38,000 f t. and service ceiling of 45,600 f t. This data sug-gests how performance varied with the load carried.

The B-36D had a crew of 15; commander, two pilots, two engineers, navigator, bombar-dier, two radio operators, and an observer forward, (the first radio man handling ECMwhile the second radio man, co-pilot and observer aimed the three forward turrets). Therear compartment accommodated five gunners, including one for the AN/APG-3 (laterAN/APG-32) radar controlling the tail turret. A K-1 Bombing Navigation system weighing1700 lbs., including radar and optical equipment for blind or visual bombing by a singlecrew member, was carried. lt was claimed that this system permitted bombing at nightwith greater accuracy than former daylight methods at lower altitudes. During latermodernization programs, the K-1 was replaced by a K-3A system, along with other im-provements i n electronics.

The RB-36Ds strategic reconnaissance aircraft had fourteen cameras weighing 3309 lb.in the forward bomb bay, while the second bay contained up to 80 T86 f lash bombs. Thethird bay could accommodate an extra 3000 gal. f uel tank and the fourth bay ECM equip-

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The first B lo compleie conversion to lull D standard was 44.92043, seen here on ils lirstflight in November 1950. The J.47 pod was braced on the inboard side and had a long ven.tral lairing between the engines. The other noticeable change was the replacement ol theB's tour-piece sliding bomb-bay doors with two.piece "snap.action" doors. (USAF)

ment. Standard gun armament was carried along with an AN/APQ-24 radar-navigationalsystem to locate targets. The crew originally consisted of '18; two pilots, engineer, photo-navigator, radar navigator, weather observer, radio-ECM operator, photographer techni-cian, three ECM operators, tail gunner, and six relief crew gunners. Performance of theRB-36D and similar RB-36E conversions would nearly match that of the bomberversions,and were credited with a top speed of 408 mph. A Convair test crew led by B. A. Ericksonf lew an R8-36 for 51 hours, 20 minutes on a non-stop, non-refueled endurance trial thatbegan January 14, 1951.

ln December 1950, as the Korean War reached a climax, SAC had two Heavy BombGroups with 38 B-36s and one Heavy Reconnaissance Group with 20 RB-36s, along with 12Medium Bomb Groups and three Medium Strategic Groups with 542 B-29 and B-50 air-craft. Only f ive B-29 groups were used for the Korean conf lict, the others being reservedf or strategic deterrence. During 1951, SAC units were reorganized f rom groups to combatwings. The 7th and 11th Heavy Bomb Wings at Carswell were 8th Air Force units markedwith triangle tail codes, while the 92nd Bomb Wing at Fairchild AFB, which received itsfirst 8-36 on July 29, 1951, was marked with the circle tail code denoting.l5th Air Force.The 28th Strategic Reconnaissance Wing at Rapid City AFB received 8-368-10 BM-062-July 13, 1949, and had 15 Bs by April 1950, training with these until the RB-36D arrived inJune.

19

(Left) A ground crewmanchecks lo make sure the let ln.take is lree ol lorcign objects, astandard pre-flight duty. Theiris blades are open lor lhe in.spection. (USAF) (Right) Beingoscorted by an F-89 Scorpion,this early B-36D has its ist podirises closed and No. 1 engineidle. For reasons ol lueloconomy, the jets weregenerally used only on take olland lor a bursl ol speed overthe target. They were shutdown and the irises closed toprevent windmilling duringcruise. As the 8.36 llew well onlour, or even lhree, engines, idl.ing one or two ol lhe pistonengines on a long flight wascommon. What is unusual onlhis bird are the square-tippedpropeller blades. (USAF)

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(Lefl Above & Lelt Below) Two views ol Convair's San Diego lacility where thework ol converting Bs to Ds was perlormed. All gained iet pods, new bomb.baydoors and a blister on the canopy. The FW.SD coding indicates the airframe'sposition in the original Fort Worth production sequence and its position on theSan Diego line. (GD)

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Specif icationsDimensions: Wing span - 230', Length 162.1', Height

46.8', Wing area4772 sq. ft., Empty welght - 161,371lb., Take ofl weight - 370,000 with 29,995 gal. of fuel.

Engines: 4 x J-47-GE-19 rated 5,200 lbs. sl. each, 6 xPratt & Whitney R-4360-4'l Wasp Majors rated 3,500hp each.

Performance: Maximum speed - 406 mph at combatweight of 250,300 lb. at 36,200 ft., Service ceiling43,800 ft., Combat radius 3065 mi.

A rebuilt 8.36A, 44-92012, is now a 72nd SRW RB.36E. Seen here at Ramey AFB, pR,september 30, 1953,012 prepares lor takeofl. lt was standard on RBs to leave tho hatchopen ovor the lonvard dorsal turrets as an emergency escape route lor crew members sla.tioned just alt. (USAF)

ln 1956, 8.36s began to be returned lo San Dlego for a rebuild and eleclronics update, call.ed SAM-SAC (Specialized Alrcralt Mainlenance.Strategic Air Command).695 isone ol theorlginal RB-36Ds, the 119th Peacemaker produced, the TBth to be updated. (GD)

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A 8-36 D had a crew ol 16. Early yersions had one lewer crew member. RBs had live or six more,mainly cameramen and ECM operalors. (GD)

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(Above) Four men were packed into the nose on an R8.36D, lhenavigalor in front, behind him the nose gunner, lo his right thephoto-navigator and then the radar.bombadier. (Above Right) Arecon technician adjusls the settings on his camera. (BelowRight) a cameraman at work. (Below) All the comlorls ofhome! Even a galley with a two.burner slove. (USAF)

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This B-36D'5 bears spurious markings. For inslance, the three digit buzz number whichdoesn't match the lasl lhreo digits ol the serial number, or the lrlirgle L which signitiedno existing wing, or lhe 18th AF emblem, an Alr Force which nev-er exlsted. Att ttriselaborate deception had nothing lo do wlth looling the Russians. Rather, 49.2652 was tohav-e-slarred in a movie, "High Frontier", which in the event never materialized. (RKO viaJelfrles)

49-2097, a 8-368-1, carries the lriangle J markings ol tho 7th Bw(H), based at carswell.Red tail tip and nose gear door, September 19S0. (USAF)

This 99th sRw RB-36D-10, normally based at Fairchild AFB, wA, is seen at the portablerepair dock at Kelly AFB, TX, May 18, 19S3. (USAF)

The circle W on lhis 8.36D indicates the 1sth AF's 92nd BW(H). The nose insignia is thatof the 326th BS. The llashes appear to be red and yellow. itieigan via Gannf

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Two RB-36DS ol the 28th SRW ln lull regalla, Ellsworth AFB, SD. Flash colorswe,re mosl olten ln Squadron color; each Wlng's three squadrons belng asslgn.ed a color, generally red, yellow or blue, 691 in the foreground wears blue, theRB lmmediately behlnd lt has a yellow llash. (USAF)

A three-ship element ol RB-36Ds ol lhe 1Sth SRW. Such lormatlon shols arerare, particularly ol RBs, whlch would have operated alone ln combal. Never-theless, the three.ship elemsnt in the so.call€d "Homotown" lormatlon wasconsidered the ideal delenslve arrangement. (USAF)

'Hometown' FormationFields of Fire Upper, Nose & Tall Turrets

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Nol having a war to light, B-36s wero kopt busy wlth tralnlng lllghtsand occasional practlce deployments. Thls D ol the 92nd BW(H) lsseen al Kadena AB, Okinawa, August 7,1953. The 92nd has by nowlost its tai! code, the only distingulshlng marks being the Wlng badgeal the nose and the Squadron color tall strlpe and noso gear door. lnthis cass it appears to be yellow. (USAR

The 8.36 was oyerpowor€d and easy to fly, very much a "pllol'sairplane" and very popular with lts crews. Neverthelsss, attrltlon dldoccur. The lirst latal crash ol a 8.36 was this B,44.92079, which end.ed up in Lake Worth on the night ol September 15,1949. (Fort WorthSlar-Telegram)

By th6 mid '50s, 8-36 marklngs became extremely plaln. The SACstripe and badge replace Wlng badges. Squadron color wassometimes carraed on the fln, nose gear door and lront ol lhe jet pod.Large buzz numbers sorved lo mark lndlvldual aircralt. This D.10,44.92053, has gone through Featherwelght converslon. Note the lackol nose turret and lorward gun bllslers. Also, lt was common at thlstime to plate over the bombadler's wlndow ln the nose as the moresophisticated K.3A radar made eleclronlc weapon alming more ac.curate lhan visual aiming. (USAF)

B-36F, B-36H, RB.36H & B36JA new version of the Wasp Major gave the B-36F series improved speed and climb. The

R-4360-53 offered 3800 hp., and was first installed on ship number 109, which flew onNovember 11, 1950, and was later delivered as B-36F-1,49-2669. This installation wasmade standard, beginning with production ship 134 (49-22701. K-3A radar systems andAPG-32 gun laying radar were also made standard and, beginning with the f irst ship on theApril 1950 production contract, 8-36F-10 50-1064, a chaff dispenser was installed to con-fuse hostile radar.

Top speed of the B-36F was up to 417 mph and service ceiling 44,000 ft. with standardcombat load and 264,300 lb. combat weight. Thirty{our B-36F aircraft were delivered f romMay to November 1951, interspersed with 24 RB-36F reconnaissance types which had acrew of 22, 14 cameras, and 409 mph top speed at 262,800 lb. combat weight.

The first 8-36H was flown on April 5, 1952, differing mainly in internal details. Amongthe changes were an improved bombing system with the prolect name of Blue Square,relocation of the K system components to pressurized compartments to facilitate inf lightmaintainance, and a completely rearranged f light deck with a second f light engineer's sta-tion. The B-36H was credited with a 416 mph top speed and 44,000 f t. ceiling. Eighty-threeB-36H and 73 RB-36Hs were delivered f rom May 1952 to July 1953. They could most easilybe distinguished from earlier models by the twin radomes of the AN/APG-41A tail gunsystem.

The last 33 aircraft were completed as B-36J aircraft, whose wings now accommodatedan additional 2770 gallons of fuel in the outer panels. This increased gross weight to410,000 lb. while top speed at 17'1,035 combat weight was 411 mph. The B-36J was firstflown on September 3, 1953, and delivery to SAC began the following month.

Proiect Featherweight was a program which reduced aircraft empty weight to gain morespeed, altitude and range. Class ll Featherweights kept all their guns, but the aircraftdesignated Class lll had all the gun turrets and fire control removed, except for the tailguns. The final fourteen B-36s were finished as B-36J (lll) carrying 13 crewmen, two guns,and replacing the gunners' blisters with small flush windows. First delivered in February1954, the B-36J (lll) performance included a combat range of almost 4000 miles, top speed

A yellow.llashed B-36H.1,50-1085, warms up on lhe run.way at Eglin AFB, FL, May 13,1956. Later 8-36 models werevirtually indistinguishable lromthe D version. The only visibledillerence belween this bird Iand a D was lhe AN/APG-32 tailradar, which had noliceablylonger fairing, which was littedto production aircratl lrom theF-10 on. (USAF)

speed 418 mph at 37,500 ft. and service ceiling of 43,600 ft. Featherweight conversionswere also made on some older 8-36 models between February 1 1 and December 31 , 1954.ln this form, the B-36D (lll) Featherweight was also capable of 418 mph, and B-36F (lll) andB-36H (lll) are credited with 423 mph top speed and 47,000 ft. service ceiling, the best 8-36performance. Fort Worth completed production with the last B-36J (lll) delivered August14,1954. Total 8-36 deliveries amounted to 383, including the two prototypes. Averagecost was $3,776,000 each.

By 1953, the full force of six Heavy Bomb Wings and four Heavy Strategic Recon-naissance Wings had been organized. Although delivery of new aircraf t ended in 1954, theSAM-SAC program (Specialized Aircraft Maintainance-Strategic Air Command) returnedeach 8-36 to the latest conf iguration. This process continued to April 1957. On October 1,1955, all four Strategic Reconnaissance Wings were redesignated Heavy Bomb Wings dueto the conversion of all RB-36s f rom reconnaissance to bomber aircraft retaining a latentrecon naissance capacity.

Near the peak of 8-36 power, the SAC December 1954 inventory shows ten Wings with209 8-36 and 133 RB-36s in service, along with 24 Medium Bombardment and f ive MediumReconnaissance Wings with 795 B-47,265 RB-47,78 B-50 and 12 RB-50 aircraft. Themedium aircraft all required aerial refueling for long-range missions.

While the 8-36 never saw combat, routine operations brought their share of tragic ac-cidents. Nine ships crashed with 70 deaths in the first two years of SAC operations, onef rom a mid-air collision with an F-51 f ighter on AWil27,1951. General Richard E. Ellsworthwas among 23 killed March 18, 1953, in the Newfoundland crash of B-36H-25 5.t-'13721. OnSeptember 1, 1952, a tornado struck Carswell AFB and knocked out over70 B-36s, nearlyhalf of SAC's heavy bomber force. Rapid work had 51 back in service by Octoler5, but 26were beyond repair at the air base and were given back to Convair to rebuild. iFhe last wasreturned to the Air Force on May 1'1, '1953, except for one beyond hope that was salvaged.

ln 1955, the 8-152 began to replace the 8-36. SAC's last 8-36, which was also the lastbuilt (52-2827), left the 95th Bomb Wing on February 12, 1959 and is now on display atGeneral Dynamics, Fort Worth. Texas. The last 8-36 to f ly was B-36J-65 52-2220, whichwent to Dayton, Ohio in April 1959 to the Air Force Museum. The only other B-36s left ondisplay are RB-36H-30, 51-13730 at Chanute AFB, lllinois, and B-36J-65 52-2217 at OffuttAFB, Nebraska.

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51-13739, a yellow-trimmed RB-36H, shows the enllre delensive armament ol a late 8-36 belore theFeatherweight program reduced the lurrets to one. Later B/RB-36Hs and B-36Js had still another tailradar, ANIAPG-41A, distinguishable by the twin radomes. (W. Larkins)

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(Above) The last Peacemaker out ol the lactory, 52.2827, aB-36J.75, cloaring the rool at Fort Worth. This is a class lllFeatherweight, all prolruding gun.aiming blisters being replac.ed by llat panels. (GD) (Righl) Wheels caught in mid.retraction,this 7lh BW(H) 8.36H lakes oll lrom Eglin AFB, FL, May 13,1956. Anoiher Featherweight,350 has retained at leasl one olits all blisters. (USAF)

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The l1lh BW(H) contlnuod lo operale lromCarswell, re-squlpplng wlth newer models asthey became avallable. 1092 is an H-1 sosn ln1952 at Detroll. (W. Steeneck Vla AAHS)

On September 1, 1952 dlsaster struck. A tor.nado ripped across the lllght line at Carswell,knocklng oul 71 B-36s, almosl hall ol SAC'sheavy bombers. 51 were back in servlce by Oc-tober Slh. Ol lhe remalnder, all but one weroeventually rebullt at the Convalr plant nextdoor. (GD)

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Slh BW(H): 23, 31, & 72 Bomb Squadrons:Travis AFB California (was SRW). RB-36,Jan. 9, 1951 to Sept. 30, 1958. Tail codeCircle X (1sth AF).

6th BW(H): 24, 39 & 40 Bomb Squadrons:Walker AFB New Mexico. 8-36, Aug. 28,1952 to Aug.27,1957. Tail code - Triangle(blank) (8th AF).

7th BW(H): 9, 436, & 492 Bomb Squadrons:Carswell AFB, Texas. 8-36. June 26, 1948to May 30, 1958. Tail code - Triangle J (8thAF).

11th BW(H): 26, 42, & 98 Bomb Squadrons:Carswell AFB, Texas. 8-36 Dec. 1, 1948 toDec. 13, 1957. Tail code - Triangle U (8thAF).

28th BW(H): 72,717, & 718 Bomb Squadrons:Ellsworth AFB, South Dakota (was SRW).RB-36, July 13, 1949 to May 29, 1947. Tailcode - Triangle S (Bth AF).

42nd BW(H): 69, 70, & 75 Bomb Squadrons:Loring AFB, Maine. 8-36, April 1, 1953 toSept.'15, 1956.

72nd BW(H): 60, 73 & 301 Bomb Squadrons:Ramey AFB, Puerto Rico (was SRW).RB-36, Oct. 27,1952 to Jan. 1, 1959. Tailcode - Square F (2nd AF).

92nd BW(H): 325, 326, & 327 BombSquadrons. Fairchild AFB, Washington.8-36, July 29, 1951 to March 25, 1956. Tailcode - Circle W (15th AF).

95th BW(H): 334, 335, & 336 BombSquadrons: Biggs AFB, Texas. 8-36, Aug.31, 1953 to Feb 12, 1959.

99th BW(H): 346, 347 & 348 Bomb Squad-rons. Fairchild AFB, Washington (wasSRW). RB-36, Aug. 1, 1951 to Sept.4, 1956.Tail code - Circle I (1sth AF).

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What lhe violence ol nature didn't do, weight sometimes did. This 8.36F-10,50.1070, of the'l1th BW(H) had its lelt maingear collapse while parked at Carswell, March 20, 1952. (USAF)

The last year lhat 8.36s would win the Fairchild Trophy lor bombing accuracy was 1956, when it was won by this crew fromthe 11th BW(H).

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(Left Above, Center & Below) B.36s were famed lor their salety record, but when lhey crashed, the result wasolten spectacular. On May 28, 1952 this 11th BW B-36F came in too low while landing lo relasten a cowllngpanel which had come loose soon alter take-off. When an aluminum and magngsium struclure wrappedaround nearly 30,000 gal. ol luel came aparl on the runway, the lire burned lor hours. Happily, most ol the crewsuryiyed. (USAF) (Above) On November 16, 1956, this RB-36H ran out of altitude a mile shorl ol Denver'sStapleton Airport. The magnesium panels on lhe luselage all havo disappeared ln the lirE. (USAF)

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Operalion "Big Stick" was the first massflight ol B-36s to the Far East. Aircraftfrom the 92nd BW(H) lrom Fairchilddeployed to Japan, Okinawa and Guamduring August 1953. Coming immediate.ly alter tho end ol the hostilities inKorea, tho move reallirmed US will.ingness and ability lo intervene in thearea. (USAF)

A pair ol lhree-ship elements approachGuam for a 90.day rotating deployment,Ociober 1954. Beginning that year, 8.36Wings began slanding pormanonl alertat Andersen AFB. (USAF)

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Groundcrewmen load ammo into nose turret on thisRB-36. The SAC badge was selected in 1952 alter a con-test the previous year. ln 1954 it became, along wilh thestar.studded medium blue band, the standard markingon the lelt nose of B-36s. Occasionally a Group badgewas carried on the opposite side, more often just theblue band. (USAF)

(Above Left) Operation "North Star" subjected 8.36s tothe roughest possible conditions, includingtemperatures as low as .40oF. Kicking up a minialurosnow storm, this B.36D is taking ofl lrom Eielson AFB,near Fairbanks, Alaska, February 15, 1954. (USAF)

The snow u,asn't blowing as hard, but it was just as coldat Thule, Greenland, for lhis 6th BW(H) 8.36 up fromWalker AFB, NM. ln spite ol the strain on the men, thecold weather didn't aflect the B-36's reliability. (USAF)

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6rwAs the Peacemaker neared the end ol its career, its markings became increasingly plainand slandardized. The RB-36H above carries the SAC band and white underbelly whichwas standard in the late'50s. The B.36J(lll) above righl with the SAC badge is extremelyrare in having a name, "School Marm". (Merle Olmstead)

ln Oclober 1956, this RB-36F losl its rudder over Lowry AFB, but landed safely. (USAF)

The reason for the 8.36's existence, a Mk 17 air-dropped hydrogen bomb which becameoperational in 1954. ln spite ol being 24lzll.long and weighing 21 tons,it could be carriedinternally by the 8.36. 8.52s could only carry it with specially modilied bomb.bay doors.(Nalional Atomic Museum)

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(Above) The XB-52 crosses inlronl ol a 8.36 at Edwards AFB,CA, alter compleling its lirstcross.country llight. The all-jet8.52 rapidly phased out thePeacemaker. The first produc.tion Stratoforlress llew in 1954,by 1959 the last 8-36 had beenretired. (USAF) (Lelt) Lined upat Davis-Monthan AFB,Arizona, awaiting the smelter,rows of Peacemakers lie underthe desert sun. (USAF)

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xc-ggThe idea of building a transport version of the 8-36 came early. Convair had drawings

on May 20, 1942 of a passenger version using.the 230 ft. wing and twin rudders then plann-ed f or the XB-36. On December 31, 1942, the Air Force ordered a prototype cargo planedesignated XC-99, 43-52436. Wartime priorities kept development at a slow pace, but by1944 the design, Convair Model 37, had reached def initive form, with the same six 3,000 hpR4360-25 engines, wing, and landing gear of the completed XB-36. New was the largestfuselage ever planned for a landplane, a double-deck pressurized structure 182'6" longwith a 16,117 cu. ft. capacity for 50 tons of cargo or 400 troops. Height of the fuselagealone was 20'6". Weight was calculated at 135,732 lbs. empty and 265,000 lbs. gross.Range with 100,000 lb. cargo,5,086 gal. and ten crewmen was estimated at 1,720 miles,while a 10,000 lb. load and 19,112 gallons could be carried 8,100 miles. Cruising speedwas 290 hp and top speed was 335 mph at 30,000 ft.

The wings were made in Fort wqrth and shipped to san Diego where the fuselage wasconstructed and the XC-99 was completed. on November 24, i947, she made her f irstflight f rom Lindbergh Field, san Diego, the world's largest landplane. After successfultests, the XC-99 was modified at Fort Worth to the standard four-wheeled landing gearand3,500hpR-4360-41sof earlyprciductionB-36s. Thefull 100,000 lb. loadwasliftedforthe first time on April 15, 1949 at Fort Worth, setting an unofficial world's record. TheXC-99 was officially delivered to Carswell AFB on May 26, 1949, and in September, 1950transferred to Kelly AFB.

During the Korean war, the XC-99 was used to rush cargo to the west coast. lt reachedthe 1,000 hour mark in July 1952, and regular weekly runs added up the total to 7,400 hoursby the time of her last flight in March 1957. Actually, the XC-99 had a lower cost per ton-mile, when f ully loaded, than other cargo aircraf t. However, at that time, there was seldomenough cargo to make operations economical. Pan American Airways had an option forthree in 1945 for their Hawaii run, but dropped the program when it became apparent therewas noi enough traff ic to make the type prof itable.

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XC.99 Final ConfigurationThe XC-99 shared wing, tail and landing gear with the XB.36. lt was slmply too big to bepractical in the post-war commercial markel (PanAm dropped an option lor-lhree afler theexpected air travel boom flzzled) and the usAF opted lor smaller aircralt. (GD)

Early XC.99

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What could have been lhe 747 to its day. A model ol the proposed passengerversion of lhe XC.99, which Pan Am was to have ordered. lt was intended tocarry 204 passengers and 8 tons ol cargo between New York and London in 9hours. Pan Am talked of ordering 15, actually took out options on three, lhencancelled the project. (GD)

During the 7400 llying hours that the sole XC-99 served, it achieved a lowercost per-mile than any other aircraft in USAF inventory, still it rarely llew full.The SAAMA arrowhead (successor to pre-war air depot markings) indicated theSan Anlonio Material Area. The XC.99's nose is now graced with a radome.(GD & Wm. Steeneck)

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Y8.60The problem of increasing 8-36 speed had led Convair engineers to develop a swept-

wing configuration in 1950. At first six turbo-prop engines were considered but beforelong it became apparent that eight jet engines of the same J-57 type to be used on theB-52 were the most promising powerplants. On March 5, 1951, Air Force authorized twoprototypes to be modified from production aircraft numbers 151 and 165. Originally theseB-36Fs were to be renamed B-36Gs, but eventually the designation Y8-60 was applied tothis very different airframe. Wilh72% parts commonality with the 8-36, Convair f inishedthe first Y8-60 (49-2676) quickly. lt made its first flight on April 't8, 1952.

A wider center chord on the new wing increase the wing area to 5,239 sq. ft., but thesweepback reduced span to 206'5". lncluding the instrument probe at the end of thestreamlined nose, the Y8-60 was 175'2" long, and the sweptback tail was 60'5" high.Eight Pratt & Whitney XJ-57-P-3 turbo-jets, 8,700 lb. thrust each, were paired in four pods.While bomb capacity remained the same as the B-36F, the three forward turrets wereomitted f rom the start, and the four retractable rear turrets were later deleted, leaving onlythe twin 20mm tail guns controlled by AN/APG-32 radar. Crew requirements were thenlimited to five men, all in the forward pressurized compartment. A retractable tail wheelwas added to balance load changes. Weight was calculated at 153,016 lb. empty, and410,000 lb. at takeoff. Al a combat weight of 260,250 lb. performance included a top speedof 508 mph at 39,250, a 44,650 ft. combat ceiling, a combat radius of 2,920 miles with10,000 lb. bomb load, and a ferry range of 6,192 miles with a 38,500 gallon fuel load. lnspite of an impressive improvement over the performance of the 8-36, the YB-60 was in-ferior in most respects to the Boeing B-52.

About 40 hours were logged by the Y8-60-.1 before it was f inally off icially delivered onJune 25, 1954. Full tactical equipment, including guns, K-3A system and ECM were sup-posed to have been installed on lhe second YB-60, but the Air Force never did supplyengines, and the aircraft was delivered without f light test6 July 8, 1954. Both were scrap-ped shortly afterwards. A proposal to have 8-60 replace the 8-36 on Fort Worth produc-tion lines was never seriously considered in view of the B-52's superior performance.

Lilting of I on its lirst flight, April 18, 1 952, the YB-60 never achieved the perlormance ol ilsBoeing competitor, haying a lop speed ol 508 mph at 40,000 lt. (GD)

The Y8.60, a swept.wing, all-jet competitor with the Boeing X8.52 was originally a B-36F,59-2676, sharing 72o/o ol the parts ol a production Peacemaker. (GD)

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The YB-60 was flown to Ed.wards AFB to complete ltsPhase ll llight tests. ll neverstood a chance against theY8.52 which was over 100 mphlaster. (USAF)

The second YB-60 never receiv.ed its eighl J.57s and the air.lrame was delivered in this con-dilion on July 8, 1954. lt was6ventually scrapped withoutever being llown. (GD)

The p.otoypeGRB-36F, 49.2707,partlclpates ln thollrst tesls ol lts'trapeze' wlth atemporarlly modllled F-84E ol the31st Flghter Group,May 28, 1952. A8.29 llles escortlor the palr ol ex-perlmental alr-cralt. (USAR

FICON & Tom-TomFICON (Fighter.Conveyor) was a project intended to provide the 8-36 wlth lts own

lighter type aircraft to be carried into the combat zone. The f irst such pro;ect lnvolved theMcDonnell XF-85, ordered October 9, 1945, a midget fighter designed to be carrled withinthe 8-36 bomb bay. Although two XF-85 prototypes were built and fllght tested from aB-29B in August 1948, the concept did not prove practical.

ln spite of that failure, Convair received a contract for a prototype FICON system tocarry and retrieve a Republic F-84E single-seat fighter from a 8-36. On January lg, 1gS1RB-36F.1, 49-2707, was assigned for modification as the GRB-36F prototype and wasable to make its f irst contact flight on January 9, 1952.

The GRB-36F made its first retrieval on April 23, 1952, with the complete retraction andlaunch of an F-84E, and on May 14, the first composite llight was made wlth the F-g4Estored in the bomb bay during takeoff and landing. The compostte GRB-36F/F-84E wasdelivered to Eglin AFB and by February 20, 1953 had completed 170 aerlat launch andretrievals. A YF-84F, representing the swept-wing fighter generallon, was then modifiedas a parasite, and when May 1953 tests seemed successful, contracts were given to Con-vair to modify ten RB-36D into carriers and to Republic for 25 RF-84K parasltes (indicatingthe shift in emphasis in the program from f ighter escort for bombers to recon-f lghters ex-tension of the recon-bomber's ability).

Each carried an H-shaped cradle in the bomb bays which was lowered to retrieve orlaunch the parasite, and raised to relieve the pilot or ref uel the aircraft. The GRB-36D hadits ECM equipment moved further aft and retained its cameras and tall guns, but no otherturrets or bombs. lt could carry the RF-84K out to a 28'10 mlle radius, launching theparasite at 25,000 ft. Weighing 29,503 lb. including f ive cameras and f our.50 caliber guns,the RF-84K added 1180 miles to the radius, and could dash over the targ€t area at 582 mph

at 35,000 ft. or 629 mph at sea level.By the end of 1955, the GRBs were in service with the 99th Strategic Reconnaissance

Wing, Fairchild AFB, Washington, and were teamed with the RF-84Ks of the glst StrategicReconnaissance squadron, based at Larson AFB, washington, but the partnership lastedless than a year before the 91st sRS was disbanded and the parasite system discon-tinued. serial numbers of the RB-36Ds converted to GRBs were: 44-92090, -92092, -92094,49-2687, -2692, -2694196, -2701 and -2702.

Another parasite fighter program, Tom-Tom, came along after FICON was being ex-plored. Parasiie F-84 fighters would be towed by means of wingtip hook-ups accom-panying a 8-36 to a targel area. With two aircraft involved, the concept improved penetra-tion capabilities, as well as increasing the amount ol bombs that could be delivered on asingle target. Also, multiple targets could be selected, if desired. However, as the pro-gram got underway, it was decided lhat Tom-Tom (like FICON) should instead be utilizedfor long range reconnaissance. Parasite RF-84FS would be carried within reasonablerange of a target, launched and recovered.

RB-36F-1, 49-2707, which had been used in the FICON project, and two Republic RF-84Fs, 51-1848/49 were modif ied for Tom-Tom. Modif ications included podded, articulatedhook-up arm assemblies on the RB-36F and articulated jaw-like clamps on theRF-84FS, which held the fighters in place. lnitial flights, without hook-ups, were made inmid-1952 to test various means of approaching the B-36's dangerous vortex.producingwingtips. The lirst actual hook-up occurred in early 1953 using only one RF-84F. Problemsencountered were mainly aerodynamic rather than mechanical. Most of the hook-upslasted for short periods and all were made during straight and level f light. The majority ofthe hook-ups were extremely dangerous alfairs. The small RF-84Fs were seriously af-fected by the B-36s enormous slipstream and wingtip vortices. Shortly after a test fiightin late '1953, in which severe oscillation caused an RF-84F to tear loose from the RB-36Fhook-up arm, the program was terminated.

45

FICON 'Trapeze'

(Clockwise from Above Right) A lhree-photo sequence shows the stages ol'hooking up'ol the prototype GRB-36F wilh the prototype YRF.84F.

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A "production" GR8.36D (lll),49.2696, ground loads a,,production" RF.B4F,51-1847. tnpractice the parasite most olten joined up alter take ofl. The RF-84F was a recon-naissance version of the Thunderstreak. Those modilied with the latch.hook lor FICONwere sometimes called RF-84K, 25 ol which were assigned to the 91 st sRS, Larson AFB,wA. (GD)

RF.84F

Project RascalThree 8-36Hs were modified and redesignated D8-36H director aircraft to handle the

BellGAM-63'Rascal', a32f1.,18,200 lb. air-to-ground missile launchcrl at a target up to75miles away. The first aircraft was received into this project March 26, 1953 and the lastwas delivered July 15, 1955. Their serial numbers were 50-1085, 5t-5/06 and 51-5210.(Previously the latter aircraft had been used to test a convertiblo bornbr:r-tanker rig thathad been installed in August 1954)

47

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A 348th BS,99th SRW GRB-36D, oneol the 10 that were modilied to GRBconfiguration, in lull colors, red andwhite checkerboard llashes and SACinsignia. The bomb-bay region wasextensively modilied to house theparasite lighter. (USAF via Col.Harold L. Wood)

'Tom-Tom'WingtipHook

Projecl "Tom.Tom" was designed todouble lhe number ol parasites that a8.38 could "catry" but this systemhad a number ol inherenl problems.The intense wing tip vorticesgeneratod by the 8-36 made linking-up dillicult and mated.llighttiresorne. Also, while the pilot ol aFICON Thunderstreak could open hiscanopy and relax in the B-36's bomb.bay, the "Tom.Tom" pilot was trap.ped in his cockpit lor a 10 hour llight.(GD)

Tho sole NB.36H,origlnally deslg-nated the XB-36H,Convair Crusader,was lhe tsst bedlor an alrbornereaclor, llrst llownln September 1955.The roactor was atest instsllatlon inno way lnvolved lnthe propulsion sys-tem. (GD)

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The first plane to carry an operating nuclear reactor in flight resultcd lrom a Convairprogram begun in 1951 with the first Air Force contract to develop a nuclt..ar powered air-craft. The Aircraft Nuclear Program itself was cancelled early in 1961, whon it appearedunlikely to produce a militarily useful aircraft in the forseeable f uture, but not before theNB-36H had been flown.

On May 11, 1953, B-36H-20, 51-5712, was assigned to test airbornc shiolciing ol person-nel and equipment with a small nuclear reactor. The f light crew's conlparlmcnl was socompletely shielded from radiation that the windshield of leaded ql:rss w3s up to 12 in.thick and was so quiet in f light that pilots felt as though they were in a qli(icr. Closed-circuit television systems gave the engineers in front visual check orr tho airt;raft's tenengines and reactor controls. The reactor did not power the aircralt its()ll, but was usedto test radiation effeots on the NB-36H itself. Forty-seven fliqht:; wcro made fromSeptember 17, 1955 to March 28,'1957.

N8.36H

49

Serial Numbers of 8-36 AircraftQl Sorlal Nos. Fsmarks

X8.36Y8.36

8.36A-1B-36A-5B-36A-.10

1 42-135701 42-13571 To RB-36E3 44-92004/006 2 to RB-36E5 44-92007/01.1 5 to RB-36E6 44-9201210'17 6 to RB-36E

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B-36A.15B-368-18,368-5B-368-10B-368-15

44-92018t02544-92026t03744-92038i 04944.92050/06444,92065/079

I121215.15

8 to RB.36E11 to 8.36D (1 LOST)12 to 8.36D15 to B-36D13 to B-36D

8-368-20RB-36D-1

B-36D-1B-36D-5B-36D-35

I 44-92080/087 I to B-36D7 44.s2o881094 3 to GRB-364 44.92095/098I 49-2647t6541 49-2655

B-36D-15B-36D-25B-36D-35B-36F-1

YB-60-1

2 49.2656t6576 49-2658/6635 49.2664/6687 49.2669/6751 49.2676 was B-36G

B-36F-1B-36F-5

YB-60"5B-36F-5

RB-36D-5

't 49.26776 49.2678/6831 49.26841 49-26851 49-2686

was 8.36G

RB-36D-t0R8-36D-15R&36D-20RB-36F-1RB-36F,5

7 49-2687i6934 49-2694/6975 49-2698/702I 49-2703t711

10 49-27121721

2 to GRB-36D3 to GRB-36D2 tO GRB.36D1 to GRB-36F

The,,Crusader" sported blue stripes and a representation ol an atom on its side and the radiation warning symbol onits lail. The cockpit area was completely redesigned with special shielding. (GD)

ln 1958, the "Crusader", with shielded crew compartment removed, sat lorlorn on its hardstand, awaiting scrapping.(GD)

B-36J.75 I 52-2A191827Noie: Serial and block numbers from USAF lndex, except block numbers ol

44-92065/098, once B'36C-1, are as tentatively identified by authors

B-36F-10B-36F-15B-36H-1B-36H-5

R8-36F-10

40.1064/07350.1074i08250-1 083/09150-1092/09750.1098/099

I to DB-36H

109962

RB-36F-15RB-36H-1RB"36H-5

B-36H-108-36H-.15

3 50-1 100/1023 50-1 103/1055 50-1 106/'1 107 51-5699/7056 51-5706/711 2 to DB-36H

B-36H-20B36H-20B-36H-25B-36H-30B-36H-35

51.57125'1.57't3t7175'l-5718t72351-5724t72951-5730/735

1

666

Nuclear test aircraft (NB-36H)

8.36H-40RB-36H-10R8.36H-15RB.36H-20RB-36H-20

7 51-5736t7425 51-5734t7476 51-5748/7533 51-5754/7563 51.t3717/719

RB-36H-25 6 5'l-13720f25RB-36H-30 6 51-13726/731RB-36H-35 6 51-137321737R8-36H-40 4 51-137381741B-36H-45 5 52-13431347

B-36H-50 6 52-1348/353B-36H-55 6 52-1354/359B-36H-60 7 52-1360/366

RB-36H-45 7 52-13671373BB-36H-50 7 52-13741380

RB-36H-55R8.36H.60

B-36J-65B-36J-70B-36J-70

52.1 381/38652.1387t39252-2210t22152.2222t22652-2812t818

66

1257

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City of Fort Worth, 8.36A,44-92015, 7th BG(H), CarswellAFB, 1949.

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GRB.36D, 49.2092, 348th BS,99th SRW, Fairchild AFB andRF-84F, 52.7266, 91st SRS,Larson AFB.

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rsBN 0.89747.101.6