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Boeing B-47 Stratojet
https://en.wikipedia.org/wiki/Boeing_B-47_Stratojet The Boeing B-47 Stratojet (company Model 450) is a retired American long-range, six-engined, turbojet-powered strategic bomber designed to fly at high subsonic speed and at high altitude to avoid enemy interceptor aircraft. The primary mission of the B-47 was as a nuclear bomber capable of striking targets within the Soviet Union. Development of the B-47 can be traced back to a requirement expressed by the United States Army Air Forces (USAAF) in 1943 for a reconnaissance bomber that harnessed newly-developed jet propulsion. Another key innovation adopted during the development process was the swept wing, drawing upon captured German research. With its engines carried in nacelles underneath the wing, the B-47 represented a major innovation in post-World War II combat jet design, and contributed to the development of modern jet airliners. Suitably impressed, in April 1946, the USAAF ordered two prototypes, designated "XB-47"; on 17 December 1947, the first prototype performed its maiden flight. Facing off competition such as the North American XB-45, Convair XB-46 and Martin XB-48, a formal contract for 10 B-47A bombers was signed on 3 September 1948. This would be soon followed by much larger contracts. During 1951, the B-47 entered operational service with the United States Air Force's Strategic Air Command (SAC), quickly becoming a mainstay of its bomber strength by the late 1950s. Over 2,000 were manufactured to meet the Air Force's extensive demands, driven by the tensions of the Cold War. The B-47 was in service as a strategic bomber until 1965, at which point it had largely been supplanted by more capable aircraft, such as the Boeing B-52 Stratofortress. However, the B-47 was also adapted to perform a number of other roles and functions, including photographic reconnaissance, electronic intelligence, and weather reconnaissance. While never seeing combat as a bomber, reconnaissance RB-47s would occasionally come under fire near to or within Soviet air space. The type remained in service as a reconnaissance aircraft until 1969; a handful served as flying testbeds up until 1977. Origins The B-47 arose from an informal 1943 requirement for a jet-powered reconnaissance bomber, drawn up by the United States Army Air Forces (USAAF) to prompt manufacturers to start research into jet bombers. Boeing was among several companies to respond to the request; one of its designs, the Model 424, was basically a scaled-down version of the piston-engined B-29 Superfortress equipped with four jet engines. In 1944, this initial concept evolved into a formal request-for-proposal to design a new bomber with a maximum speed of 550 mph (890 km/h), a cruise speed of 450 mph (720 km/h), a range of 3,500 mi (5,600 km), and a service ceiling of 45,000 ft (13,700 m). In December 1944, North American Aviation, the Convair Corp., Boeing and the Glenn Martin Company submitted proposals for the new long-range jet bomber. Wind tunnel testing had shown that the drag from the engine installation of the Model 424 was too high, so Boeing's entry was a revised design, the Model 432, with the four engines buried in the forward fuselage. The USAAF awarded study contracts to all four companies, requiring that North American and Convair concentrate on four-engined designs (to become B-45 and XB-46), while Boeing and Martin were to build six-engined aircraft (the B-47 and XB-48). The powerplant was to be General Electric's new TG-180 turbojet engine. Swept wings In May 1945, the von Kármán mission of the Army Air Forces inspected the secret German aeronautics laboratory near Braunschweig. von Kármán's team included the chief of the technical staff at Boeing, George S. Schairer. He had heard about the controversial swept-wing theory of R. T. Jones at Langley, but seeing German models of swept-wing aircraft and extensive supersonic wind-tunnel data, the concept was decisively confirmed. He wired his home office: "Stop the bomber design" and changed the wing design. Analysis by Boeing engineer Vic Ganzer suggested an optimum sweepback angle of about 35 degrees. Boeing's aeronautical engineers modified the Model 432 with swept wings and tail to produce the "Model 448", which was presented to the USAAF in September 1945. It retained the four TG-180 jet engines in its forward fuselage, with two more TG-180s in the rear fuselage. The flush-mounted air intakes for the rear engines were inadequate while the USAAF considered the engine installation within the fuselage to be a fire hazard. The engines were moved to streamlined pylon-mounted pods under the wings, leading to the next iteration, the Model 450, which featured two TG-180s in a twin pod mounted on a pylon about a third of the way outboard on each wing, plus another engine at each wingtip. The Army Air Force liked this new configuration, so Boeing's engineers refined it, moving the outer engines further inboard to about ?3/4 of the wingspan. The thin wings provided no space for wheels to retract into so a "bicycle landing gear" was chosen, the two main gear assemblies arranged in a tandem configuration and outrigger struts fitted to the inboard engine pods. As the landing gear arrangement made rotation impossible, it was designed so that the aircraft rested on the ground at the proper angle for takeoff. Pleased with the refined Model 450 design, in April 1946, the USAAF ordered two prototypes, to be designated "XB-47". Assembly began in June 1947. The first XB-47 was rolled out on 12 September 1947, a few days before the USAAF became a separate service, the United States Air Force, on 18 September 1947. According to aviation authors Bill Gunston and Peter Gilchrist, Boeing subjected the first prototype to "one of the most comprehensive ground-test programmes ever undertaken". Role Strategic bomber/Aerial reconnaissance National origin United States Manufacturer Boeing First flight 17 December 1947 Introduction June 1951 Retired 1969 (B-47E) 1977 (EB-47E) Status Withdrawn from service Primary user United States Air Force Number built 2,032 Unit cost US$1.9 million (B-47E) ($17.1 million in 2018 dollars) The USAF Strategic Air Command operated multiple B-47 models (B-47s, EB-47s, RB-47s and YRB-47s) from 1951 through 1965. Upon entry to service, its performance was closer to that of contemporary fighters than SAC's extant B-36 Peacemaker bomber, setting multiple records with ease. It handled well in flight, the controls having a fighter-like light touch. The large bubble canopy enhanced the flying crew's vision and gave a fighter-like feel, but also caused internal temperature variations for the crew. The three-man crew consisted of the commander, copilot, and a navigator/bombardier or a crew chief. It was not until 1953 that the B-47 became operational. It was sluggish on takeoff and too fast on landings, an unpleasant combination. If landed at the wrong angle, the B-47 would "porpoise", bouncing fore-and-aft; if the pilot did not lift off for another go-around, instability would quickly cause it to skid onto one wing and cartwheel. Because the wings and surfaces were flexible and bent in flight, low-altitude speed restrictions were necessary to ensure effective flight control. The B-47 was regarded as a maintenance "hog". General reliability was good, the only major issuing relating to the avionics, typical given the vacuum tube technology used and the placement of equipment outside the pressurized crew compartment. Much work was done to improve avionics reliability, but remained problematic throughout its operational life. Starting in 1950, several models of the B-47 included a fuel tank inerting system, in which dry ice was sublimed into carbon dioxide vapor while the fuel pumps operated or while the in-flight refueling system was in use; the carbon dioxide was pumped into both the fuel tanks and the fuel system to ensure low oxygen levels throughout. It was implemented largely to reduce the probability of an explosion from static electricity discharges. Initial mission profiles included the loft bombing of nuclear weapons. As the training for this imposes repeated high stress on the aircraft, the airframe lifetime would have been severely limited by metal fatigue, and this maneuver was eliminated. Improved training led to a good safety record, and few crews felt the aircraft was unsafe or too demanding, but apparently there were some aircrews who had little affection for the B-47. Crew workload was high, having only three crew members to operate it. Boeing's B-52 Stratofortress, in contrast, generally had six crewmen, five officers and one enlisted, with more internal cabin space. Stress and fatigue incurred in low-altitude operations led to a number of wing failures and crashes, and an extensive refit program was begun in 1958 to strengthen the wing mountings. The program was known as "Milk Bottle", named after the big connecting pins that were replaced in the wing roots. One of the more notable mishaps involving a B-47 occurred on 5 February 1958 near Savannah, Georgia, in the so-called 1958 Tybee Island B-47 crash. A B-47 based out of Homestead AFB, Florida, was engaged in a simulated combat exercise against an F-86 fighter. As was the practice at the time, the B-47 was carrying a single 7,600 lb (3,400 kg) Mark 15 nuclear bomb, without its core. During this exercise, the two aircraft collided; the F-86 crashed after the pilot ejected, while the B-47 suffered substantial damage, including loss of power in one outboard jet engine. After three unsuccessful landing attempts at Hunter Air Force Base, the bomber pilot had to "safe" soft drop the Mark 15 weapon off the coast of Savannah, Georgia near Tybee Island, after which the B-47 landed safely. An extensive nine-month search for the unarmed bomb proved futile. During 1963, final phaseout of B-47 bomber wings began, the last bombers were out of service with SAC by 1966. The last USAF operational aircraft, WB-47Es assigned to the Air Weather Service, were withdrawn from use in September 1969. Shortly before, a B-47E, Air Force Serial Number 53-2280, was used as a testbed for a newly developed fly-by-wire system. The U.S. Navy kept specialized EB-47E test aircraft from USAF inventory in occasional use to support the Fleet Electronic Warfare Systems Group (FEWSG) until December 1977, being replaced by government owned/contractor operated (GOCO) NKC-135 Stratotankers also loaned from the USAF. The final recorded flight of a B-47 was on 17 June 1986, when a B-47E was restored to flightworthy condition for a one-time ferry flight. This aircraft was flown from Naval Air Weapons Station China Lake, California, to Castle Air Force Base, California, for static display at the Castle Air Museum, where it presently resides. The only B-47s to see anything that resembled combat were the aerial reconnaissance variants. The first overflight of Soviet territory with a B-47B, fitted with special radar and cameras in the bomb bay, occurred on 15 October 1952, overflying Soviet airfields in Northeastern Siberia. RB-47s operated from almost every airfield that gave them access to the USSR and routinely probed Soviet airspace. Occasionally, they would avoid confrontations via speed and evasion; at least five aircraft were fired on and three were shot down. The RB-47s fired back with their tail turrets, although it is uncertain if they scored any kills; these were the only shots fired in anger by any B-47. On 8 May 1954, after a top secret reconnaissance mission near the Kola Peninsula, a 4th Air Division / 91st Strategic Reconnaissance Wing RB-47E, flown by then-Capt (later Col) Harold "Hal" Austin, overflew the Soviet Union at high altitude, out of reach of MiG-15s. However, unknown to USAF intelligence, MiG-17s capable of intercepting it had been stationed nearby; the RB-47E was chased by several MiG-17s, firing upon it with their guns over Soviet and Finnish airspace. While taking damage, the RB-47E escaped over Sweden to its home base at RAF Fairford, Gloucestershire; its top speed and combat radius superiority to the fighter jets being decisive factors. The mission marked the first time a jet aircraft equipped with modern aerial photography equipment, K-17 and K-38 cameras, was used for USAF reconnaissance over the Soviet Union. The incident was kept secret by all parties. Other interceptions resulted in losses. An RB-47 flying out of Alaska was scouting out the Kamchatka Peninsula on 17 April 1955, when it was intercepted by Soviet MiG-15s in international airspace. The RB-47 and its crew disappeared. Between 21 March and 10 May 1956, 16 RB-47Es and five RB-47Hs operating from Thule performed overflights the length of Siberia 156 times under Project HOMERUN. The Soviets filed an angry complaint with the U.S. government, which attributed the overflights to "navigational difficulties". MiGs intercepted RB-47s on three separate occasions in late 1958: over the Black Sea on 31 October, over the Baltic on 7 November, and over the Sea of Japan on 17 November. On 1 July 1960, a PVO Strany MiG-19 shot down an RB-47H (AF Serial No. 53-4281) in international airspace over the Barents Sea, killing four of the crew while two were captured by the Soviets and released in 1961. The co-pilot reported that the MiG-19 jammed his MD-4 FCS (that aimed the tail guns), rendering it defenseless. The last known confrontation between MiGs and RB-47s occurred on 28 April 1965, when an ERB-47H was intercepted by two North Korean MiG-17s over the Sea of Japan. While hit by the MiGs, it returned to Yokota Air Base in Japan with three engines out. A few operated during the Vietnam War on missions like relaying ELINT data but were replaced by more efficient and capable Boeing RC-135s. The last RB-47H was retired on 29 December 1967. Specifications (B-47E) General characteristics Crew: 3 Length: 107 ft 1 in (32.65 m) Wingspan: 116 ft 0 in (35.37 m) Height: 28 ft 0 in (8.54 m) Wing area: 1,428 ft² (132.7 m²) Airfoil: NACA 64A(0.225)12 mod root and tip Empty weight: 79,074 lb (35,867 kg) Loaded weight: 133,030 lb (60,340 kg) Max. takeoff weight: 230,000 lb (100,000 kg) Zero-lift drag coefficient: 0.0148 (estimated) Drag area: 21.13 ft² (1.96 m²) Aspect ratio: 9.42 Powerplant: 6 × General Electric J47-GE-25 turbojets, 7,200 lbf (32 kN) each Performance Maximum speed: 607 mph (528 kn, 977 km/h) Cruise speed: 557 mph (484 kn, 896 km/h) Combat radius: 2,013 mi (1,749 nmi, 3,240 km) with 20,000 lb (9,000 kg) bombload Ferry range: 4,647 mi (4,037 nmi, 7,478 km) Service ceiling: 40,500 ft (12,300 m) Rate of climb: 4,660 ft/min (23.7 m/s) Wing loading: 93.16 lb/ft² (454.8 kg/m²) Thrust/weight: 0.22 Lift-to-drag ratio: 20.0 (estimated) Armament Guns: 2× 20 mm (0.787 in) M24A1 autocannons in a remote controlled tail turret with AN/APG-39 Gun-laying radar Bombs: 25,000 lb (11,000 kg) of ordnance, including: 2 × Mk15 nuclear bombs (3.8 megaton yield each), or 4 × B28 nuclear bombs (1.1-1.45 megaton yield each), or 1 × B41 nuclear bomb (25 megaton yield), or 1 × B53 nuclear bomb (9 megaton yield), or 28 × 500 lb (227 kg) conventional bombs * |
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