Convair B-36 Peacemaker a Photo Chronicle

Convair8-36 Peacem aker

A Photo Chronicle

Meyers K. Jacobsen

Schiffer Military HistoryAtglen, PA

ACKNOWLEDGMENTS

The author wishes to thank the many individualsand organizations that made this publication possible.The assistance of General Dynamics Convair Division,the San Diego Aerospace Museum, the 7th BombWing 8-36 Association, C. Roger Cripliver, James H.Farmer, Frank Kleinwechter, Scott Deaver, Robert W.Hickl, Tim Timmerman and David Menard is gratefullyappreciated. Also, previous research work by Lind-say Peacock and Joe Baugher is hereby acknowl-edged.

DEDICATION

This book is respectfully dedicated to the men ofthe Strategic Air Command who maintained and flewthe Peacemaker. A special commendation goes to themembers of the 7th Bomb Wing-the first to operateB-36s.

ADDITIONAL 8-36 INFORMATION

Readers and 8-36 bomber enthusiasts can getmore detailed background information on the historyof the Peacemaker in "Convair 8-36, A Comprehen-sive History of America's Big Stick," also published bySchiffer Publishing Ltd. Call 610-593-1777 lor order-ing information.

Book Design by lan Robertson.

Copyright O 1999 by Meyers K. JacobsenLibrary of Congress Catalog Number: 99-64161 .

All rights reserved. No part of this work may be reproduced or used in any formsor by any means - graphic, electronic or mechanical, including photocopying orinformation storage and retrieval systems - without written permission from thecopyright holder.

Printed in China.ISBN: 0-7643-0974-9

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INTRODTJCTION:'l'he Convair B-36 Intercontinental Bomber

It was, and still is, the largest bomber ever to berrr ',cr.vice with the United States Air Force.

In today's Air Force, the B-1 and B-2 StealthI ',

r111[;s; outperform the old Peacemaker on every f ront, ,. r t )[)t that of sheer size and bomb carrying capacity.I l(,rllror can match the 86,000 pound weapons loadtlr, rl r;ould be carried internally by the 8-36. Unrefueled,rr,,rllrr)r can match the long distance range of the B-tr, lor it was the first true intercontinental bomber.

l)uring the late 1940s and early 1950s, the 8-36

'.,,r', the mainstay of the USAF's Strategic Air Com-rrr,rrrd, which provided the nation's primary nuclear,lr,lcreflt. Although the big bomber never dropped al,,rnb in anger and never saw combat, it did its job

',r,'ll, lrelping to keep the peace during this early Coldvv, rr period. lt truly earned its nickname, "Peacemaker."

lhe story of the Peacemaker begins in 1941, be-l, rrr ' 4t"t ." had entered the Second World War.

Ihe Nazis were overrunning Europe, and the U.S.

'r,r'; concerned that Britain might fall and leave ther\r rrry Air Corps without potential advance bases. With-,'rrl such bases, a bomber ol unprecedented range',,rr rrrld be needed to operate from the North American

rrrlir€rt. Thus, the need and origin of the 8-36 waslrrrlll.

XII-36 PROTOTYPEI'rr:r;ident Franklin D. Roosevelt in conference withrtrrrry Chief of Staff George C. Marshall and Maj. Gen.I llrrry "Hap" Arnold, Air Corps chief, directed that anrlorcontinental bomber be developed. A design com-

I ,r ,lition was announced by the Army Air Corps on April

I I 1941, that specified, after revisions, that thelrrrn)ber be able to carry a 10,000 lb. bombload to a

target 5,000 miles and return. lt also was to have aspeed o1r240 to 300 mph and operate from a runwayof 5,000 ft in length. Service ceiling was to be 40,000ft. This was a tremendous task for the companies thatentered the competition-Consolidated, Boeing,Northrop, and Douglas. The Boeing B-.1 7, then in ser-vice, could only carry a 4,000 lb. bombload 1 ,000 milesand back.

Consolidated Aircraft Corporation of San Diego,California, won the competition with its Model 35 (laterchanged to 36), a six engine pusher design, and acontract for two prototypes was awarded on Novem-ber 15, 1941 . The first prototype was to be deliveredin May 1944,Lhe second six months afterwards. Costof the two experimental planes including engineeringand construction was $15 million, with Consolidatedto receive a fixedJee of $800,000.

ln August 1942, lhe company moved the XB-36project, including all the engineering drawings, thewooden mock-up, the engineers themselves, andsome tooling to Fort Worth, Texas, setting up at thenew Government Plant #4. Consolidated had leasedthe huge factory and was busy building B-24 Libera-tors for the war effort. Progress was slow on the XB-36 Project, as priority was given lo B-24 productionand B-32 Dominator development programs.

Consolidated Ai rcraft Corporation became Convai r

(Consolidated Vultee Aircraft Corporation) when itmerged with Vultee Aircraft on March 17,1943. At thistime, China appeared near collapse against the in-vading Japanese, and the United States Army AirForces was concerned about the possible loss oJ

bases in China from which it intended to launch B-29raids against Japan. The longer-ranged 8-36 might

be the only airplane capable of attacking the Japa-nese homelands.

The president of Convair complained to theUSAAF that it was difficult to secure subcontractorsfor an order of only two aircraft, and lhat the companywould be in a better position if there was the promiseof a large-scale production contract. Consequently, a"letter of intent" for 100 8-36 bombers was issued onJuly 23, 1943. Under the new schedule, the XB-36prototype was to be ready to fly in September 1944.The first production 8-36 would be delivered in Au-gust 1945, with the last one in October '1946.

Basic conf iguration of the 8-36 changed little overthe years from the X8-36 design. Wing span remained230 ft. with a wing area of 4,772 sq. ft. Length of thefuselage was 163 it. (162.1 ft. on production models),with a four section sliding panel bomb bay. An 85 ft.pressurized tunnelthrough the bomb bays connectedthe forward and aft crew compartments by means ofa small trolley. The XB-36 was to be powered by sixof the new Pratt & Whitney 28 cylinder R-4360 WaspMajor engines. Each of the 3,000 hp air-cooled radi-als drove a 19 ft. three-bladed Curtiss propeller inpusher configuration. Six intemal fuel tanks with acapacity of 21,116 gallons were incorporated into thewing for long range flights. 1,200 gallons of oil wasalso carried.

The XB-36 design initially featured a twin tail ar-rangement until replaced by a single tail in late 1943,which was almost 47 fl.lall. Unique to the type wasthe "airliner-type" nose design. A giant 1 10" diametersingle tire main landing gear, the largest tire evermanufactured for an airplane, was installed on the XB-36.

A Photo Chronicle.3

Defensive armament planned for the XB-36 wasto consist of five huge 37mm cannon and ten .50 cal.guns. The upper and lower forward turrets, each withtwo 37mm guns, were to be manned by a gunner in afashion similar to the turrets on a B-17. No armamentwas ever actually installed on the XB-36 prototype.

Progress on the XB-36 was still slow, and enthu-siasm for the project ebbed and flowed with the for-tunes of war. However, by mid-l944, the military situ-ation in the Pacific had greatly improved. lsland baseshad been secured in order for the USAAF to deployB-29s and strike the Japanese mainland. The 8-36program continued, but no longer had a high priority.

With Nazi Germany's surrender in May 1945, end-ing the war in Europe, aircraft production in the U.S.was drastically curtailed. However, the 100 8-36 con-tract remained intact. The Air Force realized the diffi-culty and human cost of seizing island bases in thePacific, and this fact convinced the Air Staff that therewas still a need for a long range intercontinentalbomber.

Furthermore, the advent of the atomic bomb re-quired a long range delivery system capable of reach-ing targets without the requirement of first obtainingadvance forward bases. ln August 1945, when the warended in the Pacific, the Air Staff recommended thatfour 8-36 groups be included in the postwar USAAF.

Construction continued on the XB-36 prototypeeven after Japan surrended on September 2, 1945,VJ Day. Labor strikes at Fort Worth in Octoberl945and February 1946 resulted in delays beyond whatwas already being experienced from inadequate ma-terials and poor workmanship. The XB-36 was overtwo years behind its original schedule.

Six days after VJ Day, the XB-36, 42-13570, wasrolled out of the Convair Experimental Building in FortWorth. lt sat on its huge single tire mainwheels, whichrestricted it to only three airfields in the entire UnitedStates that had sufficient runway reinforcement. Taxitests began on July 21,1946, and the test pilot, Beryl

A. Erickson, was finally ready for its maiden flight. At10:10 AM on August 8, 1946, the XB-36 lifted off therunway at Fort Worth for the frst time. lt was a wheels-down flight, and Erickson, with his eight man crew,cautiously flew it for an uneventful 37 minutes.

However, the XB-36 did display some problemsthat were troublesome-most of which were eventu-ally resolved. Engine cooling needed improvement,and propeller vibration adversely affected the wingstructure. The aircraft's overall performance also fellbelow expectations, especially in regard to speed.TheX8-36 prototype performance record in 1947 includeda top speed of 315 mph at 30,000 ft. and a serviceceiling of 38,200 ft. Range was eslimated to be 9,360miles with a 10,000 lb. bombload. Gross weight of theXB-36 was 270,000 lbs.

After the second prototype, designated the YB-36, became available in late 1947 for the flight testprogram, the XB-36 was returned to shop for somemodernization, including installation of the new fourwheel bogie landing gear of the production models.Convair pilots made 53 test flights with the XB-36, log-ging a total of 'l 17 flying hours. lt was then turned overto Air Materiel Command atWright Field, Ohio, in June1948, but later returned to Fort Worth where it wasused for a short time for training purposes at CarswellAFB, across the field Jrom the Convair plant.

Since it had limited operational value, consider-ation was given to modifying the prototype to produc-tion 8-36 standards. This was determined to be tooexpensive, and the XB-36 ended its career in 1957 asa derelict used for firefighting training at Carswell.

YB.36The YB-36, 42-13571, flew for the first time on De-cember 4,1947.|t featured a new high-visibility glasscanopy over a redesigned crew compartment. Thisimproved design would enable installation of nosearmament in the production models. However, the YB-36 still shared the same huge single wheel landing

gear of the XB-36. As for performance, it reached analtitude of 40,000 ft. during its third flight. GE BH-2turbosuperchargers being installed in the productionmodels helped theYB-36 to easily outperform the XB-36.

B.36 PROGRAM DEBATEOn December 12, 1946, Gen. George S. Kenney,SAC's first commander, suggested that the procure-ment contract for 100 B-36s be reduced to only a fewservice test airplanes. He believed the 8-36 to be in-ferior to the Boeing B-50, an improved version of theB-29. Shortcomings of the 8-36 were stated to be aneffective range of only 6,500 miles, insufficient speedand lack of protection for the fuel load. However, theAir Staff and Gen. Nathan F. Twining, commander ofAMC, disagreed with Kenney's assessment and feltthe problems being experienced by the 8-36 at thisstage in its development were normal and could even-tually be solved. Gen. Carl A. Spaatz, commander ofUSAAE agreed with Gen. Twining, and the 8-36 con-tract was retained.

In fall 1 947 ,Lhe new USAF Aircraft and WeaponsBoard held a conference to determine which aircraftwould best support the Air Force's long term plans. Atthat time, the 8-36 was the only bomber capable ofcarrying atomic weapons against an enemy withoutthe need for overseas bases. Some members of theBoard felt the 8-36 was obsolete and should be can-celed in favor of fast jet bombers, such as lhe B-47.After prolonged debate, it was decided to keep the B-36 as a special purpose nuclear deterrent bomber. ltwas thought at the time that 100 B-36s would beenough, and no further production was planned be-yond the original contract.

B-36AThe initial production version was the 8-364. The firstairplane of the series off the assembly line was B-364,44-92004. lt flew Jor the first time on August 28,

4. Convair 8-36

t'r I /, actually four months before the YB-36 took torlr, , ,1i1'. lt carried no armament and only enough equip-rrr, ,rrl for a one time flight to Wright Field, where it was, ;r. rr lrrally destroyed during static structural testing.

Arrother 21 B-36As were built by Convair (44-t 'rxt5l44-92025). The f irst four B-36As to join the Stra-

1,,{ trc Air Command at Carswell AFB were 006, 007,rrIr lnd 0'17. 0'15 was the first airplane delivered torlrr' /ll1 Bomb Group (Heavy) in a ceremony on Juner 1948. None of the B-36As had any armament and

, r'rr ) USed solely for training and crew familiarization.I I rc ll-364 model had the same R-4360-25 3,000 hp

\rV, r,1t Majors as the two prototypes and could achiever rrr,rximum speed of 345 mph at 31,600 ft. Cruisingt,,,od was 218 mph, service ceiling 39,100 ft. Com-

l, rl r.rdius was 3,880 miles with a 10,000 poundL, rrrrl)lodd. Maximum gross weight was 31 0,380 lbs.

II :168I lrr r lirst fully equipped combat model of the 8-36 wastlr. ll-368. lt differed from the 8-364 in having 3,500lr1, ll 4360-41 Wasp Major engines with water injec-tr, rrr llaving an additional 500 hp from each of the six

',r( tnes enabled the 8-36B to take off from a shorter,rnw:ty and yield somewhat better performance at bothrrr, rxirnum and cruising speeds.

Ihe 8-368 had upgraded electronic equipment,ir rr :luding the AN/APQ-24 bombing/navigation radar.lt r.oLrld carry a maximum load of 72,000 pounds ofI ,r rrnbs and was equipped from the beginning with sixr , l rote-controlled retractable turrets, each with a pair,,1 :'0mm cannon, plus two more 20mm cannon eachrrr llro nose and tail turrets. The crew of the 8-368, 1,, r:; norffi?lly fifteen-a pilot, co-pilot, radar operator/L )nlbardier, navigator, flight engineer, two radiomen,tl rrco forward gunners, and f ive rear gunners.

The first 8-36B flew on July 8, 1948, with better1

rr ,rlormance than the 8-364. Top speed was 381 mphr', compared to the 345 mph of the previous model.

The first 8-368s were assigned to the 7th Bomb Groupin November 1948, and its B-36As were graduallytransferred to the newly forming 11th Bomb Group,also at Carswell.

On December 5, 1948, a 14 hour long range mis-sion of 4,275 miles was flown at 40,000 ft. Also, onDecember 7-8th, the anniversary of the attack on PearlHarbor, a 8-368 flew a 35 l12hour simulated combatmission from Texas to Hawaii and back. Carrying adummy 10,000 lb. bomb, which was dropped just offHonolulu, the undetected mock attack was anembarassment for Hawaii defense officials. Total dis-tance flown was in excess of 8,000 miles. On January26, 1949, a 8-368 established a record bomb lift bycarrying a pair of dummy 42,000 lb. "Grand Slam"bombs aloft at Muroc (later Edwards) AFB. The firstwas released at 35,000 ft., the second from 40,000 ft.ln March 1949, another Carswell 8-368 set a new longdistance record of 9,600 miles on a flight that lasted43 hours, 37 minutes.

The 8-368 was the first 8-36 modified to carrythe early atomic weapons. None of the B-36As hadbeen configured to handle atomic bombs, largely be-cause engineering specifications pertaining to theatomic bomb had been withheld from Convair for se-curity reasons. Weapons that armed later B-36s in-cluded the huge Mk 17 thermonuclear device, whichweighed 21 tons. Other weapons were the Mk lll, MklV Mk 5, Mk 6, Mk 15, Mk 18, and Mk 36.

Although the 8-368 flew a series of impressivedemonstration flights, teething problems were evidentfrom 7th Bomb Group evaluations. The remote-con-trolled turrets and 20mm guns were quite complex andprone to frequent failures. Parts shortages were acute,and it was necessary to cannibalize some 8-36Bs justto keep others in the air. Ground equipment such asstands, dollies, and jacks were also in short supply. lnreality, it would not be until 1952 that full operationalcapability would be achieved.

The 8-368 had a maximum speed of 381 mph at34,500 ft; cruising speed of 212 mph; service ceilingol 42,500 ft. with a combat ceiling of 38,800 ft; rangeof 8,175 miles; and a gross weight of 328,000 pounds.Of the 62 B-36Bs built, 59 were later converted to B-36D configuration, from '1950 to 1952. All but five ofthese conversions were at Convair's San Diego plant.

B-36Cln order to increase speed, Convair proposed in March1947 lhal34 of the 100 B-36s be fitted with a pro-posed new version of the R-4360 Wasp Major, calledthe Variable Discharge Turbine, or VDT. lt would re-quire redesigning the engine installations on the B-368 to forward pulling, or tractor propellers. Convairclaimed the VDT engine would give the 8-36 a topspeed of 4'10 mph, a 45,000 service ceiling, and a10,000 mile range with a 10,000 pound bombload.

Convair proposed the last 34 B-36s in the 100airplane contract be completed as B-36Cs, with theextra cost being met by reducing the originalcontractto 95 airplanes. Unfortunately, the VDT B-36C projectran into many technical difficulties related to matingthe tractor version to the B-36's wide wing. By thespring of .1948 it was apparent that the VDT engineadapted to the 8-36 was not going to materialize. Withthe higher performance B-36C canceled, the Air Forceconsidered once again whether to cancel the entire8-36 program.

However, tests had shown that the 8-36B sur-passed the B-50 in cruising speed at long range, hada higher altitude, carried a larger bombload, and hada much greater combat radius than the B-50.

It now seemed the 8-36 might be a better bomberthan anyone had expected. World events then playeda role in saving the 8-36 program.

The Soviet's blockade of the city ol Berlin beganon June 18, 1948. Cold War tensions were high. Ur-gency was now a factor in securing a strategic bomb-

A Photo Chronicle.S

ing force, and Air Force Secretary W. Stuart Symingtondecided to stay with the 8-36 program since it wasthe only true intercontinental bomber then available(ln-flight refueling was not yet fully developed).

Gen. Kenney, SAC's commander, agreed-eventhough he had earlier criticized the 8-36, favoring in-stead the B-50. The proposed 34 B-36Cs would fi-nally be completed as B-36Bs. Later, with in-flight re-fueling perfected, the B-50 would join the 8-36 in SACfor a number of years during the late'1940s to mid-1 950s

8-36 CONGRESSIONAL HEARINGSThe United States Army Air Forces had become aseparate military service from the Army on Septem-ber 18, 1947. When B-36Bs started entering the SACinventory in the fall of 1948, the newly independentU.S. Air Force had 59 groups. The USAF wanted toexpand to 70 groups, but was thwarted by FiscalYear1949 budget restraints. President Harry S.Truman wasdetermined to hold the FY 49 defense budget to $11billion.The three military services squabbled with eachother over who was to receive the lion's share of themoney. The Air Force wanted more B-36s, but theNavy wanted a new supercarrier, the first of four, thatwould give them a strategic bombing capability. TheAir Force's position was that strategic bombing shouldremain an Air Force responsibility, and that a Navystrategic bombing capability was redundant.

Gen. Curtis E. LeMay, who had taken over com-mand of SAC in October 1948, recommended thatmore B-36s be acquired and B-52 production bestepped up. The stage was set for one of the ugliestand most bitter interservice confrontations in U.S. mili-tary history.

A lot of criticism was being fired against the 8-36.During 1948, rumors circulated that undue favoritismand corruption had entered into the award of the 8-36contract and that the performance of the 8-36 did notlive up to Air Force claims. The 8-36 became the cen-

ter of a heated political controversy. At this time, theSecretary of Defense was Louis A. Johnson, who hadreplaced James V. Forrestal on March 28, 1949.Johnson once was on the Board of Directors ofConvair. Fireworks began when Secretary Johnsonabruptly canceled the first supercarrier, the "USSUnited States," then under construction, and pro-ceeded with plans to purchase more 8-36 bombersfor the Air Force. The decision had been made on thegrounds that with budget limitations, the governmentcould not afford both new strategic bombers and anew carrier force.

On May Day, 1949, the Soviets showed off a newswept-wing jet interceptor, the MiG 15, and there weredoubts the B-36 could successfully defend itselfagainst this fast new interceptor. lndividuals, particu-larly those in the Navy, expressed concerns that theAir Force was spending a fortune on what could turnout to be a "sitting duck."

ln August, an anonymous report circulated aroundWashington that accused the Air Force of grossly ex-aggerating the importance of strategic warfare. Finally,the House Armed Services Committee launched aninvestigalion on what became known as the "8-36Controversy." After several weeks of hearings and thetestimony of Floyd B. Odlum, Chairman of the Boardof Convair, Air Force generals George Kenney andCurtis LeMay, and Secretary of the Air ForceSymington, the investigation closed down after clear-ing both the Air Force and Convair of any impropriety.

The 8-36 congressional hearings resumed inOctober, this time to debate whether the defense ofAmerica should rely on a fleet of bombers or on theNavy's proposed fleet of supercarriers. The Navy wasstill enraged at the cancellation of its first supercarrier.The Secretary of the Navy, John L. Sullivan, had evenresigned in protest over the action.

A parade of famous generals, admirals, govern-ment officials, and others appeared before the Com-mittee and gave their testimony and opinions. Admi-

ral ArthurW. Radford, commander of the Pacific Fleet,denounced the 8-36 as a "billion dollar blunder." Al-though there were still doubts about the B-36's abilityto survive enemy fighter attacks, the Air Force's 8-36program survived the Navy's salvos, and productioncontinued on the Peacemaker.

B/RB-36DThe 8-368 had been berated for being too slow dur-ing the congressional hearings, and Convair had beenbusy working on ideas to increase the plane's speed.The VDT tractor engine concept had failed, and anearlier study to equip the B-368 with four tractor andfour pusher turboprop engines mounted in tandemnever became a reality. On October 5, 1948, at thesame time as the B-36 congressicnal hearings,Convair proposed to the Air Force that two pairs ofturbojets in pods be installed underneath the outerwing panels.The engines used would be General Elec-tric J47-GE-19 turbojets of 5,200 lbs. of static thrusteach, the same basic engines being used to powerthe Boeing B-47. Development time was saved by alsousing the same engine nacelle as the Stratojet. Thefour turbojets would be used for take off and for whenshort bursts of power were needed for climbing ordashing over a target area.

The addition of turbojets resulted in the B-36Dmodel. With the jets assisting the six piston R-4360-4'1 engines, maximum speed was increased to over400 mph, though cruising speed, without the jets, was212 mph. Service ceiling was improved to 43,800 ft.,and take off run was reduced by almost 2,000 ft. Otherimprovements included quick-action, split bomb baydoors and metal-covered control surfaces. The 8-36Dhad a better bombing and navigation system, the K-3A, that replaced the B-368's APG-24 radar. Take offand landing weights were increased to 370,000 lbs.and 357,000 lbs., respectively.

The prototype 8-36D was a converted 8-368, 44-92057 , and it flew first on March 26,1949, with Allison

6. Convair 8-36

i ,', , ,,rr(;o J47s were not yet available. The modifi-, rtl,r l)toved successful, and the prototype B-36D,1, rrrrrnr;lrated a speed of 400 mph at 38,280 ft. and,, r, lrc(l an altitude of 40,000 ft. Anticipation of im-I r , )\/, ,( i llcrformance led the Air Force, in January 1 949,r, ' 'lr,r:r(lc to buy 39 more B-36s as bombers and con-, rl llrc unarmed B-36As to RB-36E reconnaissance

rrr, 'r

lr)lS.

I lrc first true 8-36D Jlew on July 1 1 , '1949, a monlh

I 'r

,1111i' the congressional hearings had started. A yearI rlr,r, 26 jet-augmented B-36Ds had been convertedlrrrrrr 8-3685 and delivered to SAC. On January 16,l'rlrl, six B-36Ds were flown from Carswell AFB inl,'xirs to England, landing at RAF Lakenheath afterlr, rvirrg staged through Limestone AFB in Maine. Thellrrlht returned to Carswell on January 20. This mis-',ron demonstrated the global reach oJ the 8-36, aswt:ll as being ihb first time B-36s had flown and landedlrcyond U.S. territory. Another long distance flight toI ronch Morocco was made on December 3, when sixI I 36Ds of the 1

'1th Bomb Wing touched down at SidiSlimane, having flown nonstop from Carswell AFB.

As more B-36s were delivered to the 7th and 1 1thl3omb Wings at Carswell and the 28th Strategic Re-connaissance Wing at Rapid City AFB (later EllsworthAFB) in South Dakota, most of the mechanical prob-lems with the 8-36 were being identified and corrected.An early and major 8-36 problem was leakage of thefuel tanks. The electrical system was also unreliableand caused frequent fires. lmproved containers andbetter sealers reduced fuel tank leakages, andchanges in the electrical system reduced fire hazardsduring ground refueling operations.

Landing gear and bulkhead failures were practi-cally eliminated. However, even by October 1951 theB-36's defensive armament system was still operat-ing poorly. ln April 1952, Gen. LeMay ordered a se-ries of gunnery tests to see if the cause of the failurescould be determined.

The remote control gun system was difficult tooperate and maintain, and training for the gunners wasfound to be inadequate. Tests continued into 1953,and in time these problems were solved.

Several 8-36Ds were later modified as feather-weight (lighter weight), high altitude aircraft-beingstripped of all armament except the tail turret. All non-essential flying and crew comfort equipment was takenout, and the crew was reduced to 13, two fewer thanthe standard 8-36D crew.

26 B-36Ds were built from scratch at Fort Worth,in addition to some 54 B-36Bs that were converted to8-36Ds at Convair's San Diego Lindbergh Field facil-ity. The last B-36D was taken out of SAC service in1957.

The RB-36D was a specialized reconnaissanceversion of the B-36D. lt was almost outwardly identi-cal to the standard 8-36D, except for additional an-tennas, camera windows, and radomes.

It carried a crew of 22 ralher than 15; the addi-tional crew members were needed to operate andmaintain the photographic reconnaissance equipmentaboard. The forward bomb bay was replaced with amanned, pressurized cabin and filled with fourleencameras, while the second bay carried B0T-86 flashbombs, the third an auxiliary 3,000 gallon fuel tank,and the fourth had additional countermeasures equip-ment (ECM). lt did retain all sixteen of its 20mm gunsfor defensive armament. Performance of the R8-36Dand the similar RB-36E conversions was nearly thesame as the B-36D, with a maximum speed of 406mph.

The first RB-36D, 44-92088, made its initialflight,without auxiliary jets, on December 19, 1949-sixmonths after the first B-36D had flown. The RB-36Dactually preceded the 8-36D into service with the Stra-tegic Air Command by a couple of months. The firstunit assigned RB-36Ds was the 28th Strategic Re-connaissance Group at Rapid City AFB. lnitially, the

group had received 15 B-368s for training purposesuntil its first RB-36D arrived in June 1950. Due tomateriel shortages, the new R8-36Ds did not becomeoperationally ready until a year later.

A total of 24 RB-36Ds were built, and ten of thesewere later converted to GRB-36D FICON parasitefighter carriers. Some RB-36Ds were later modifiedto featherweight configuration in which all but the tailguns were removed-the 22 man crew was furtherreduced to 19. These airplanes were redesignated RB-36D-lll, with Convair doing the modification work fromFebruary to December 1954.

RB-36EEarly in 1950, Convair began conversion of the 21 B-36As (and the sole YB-36) to reconnaissance mod-els.These converted planes were redesignated as RB-36Es and were almost identical to R8-36Ds. Their sixR-4360-25 Wasp Major engines were replaced withthe more powerful 3,500 hp R-4360-41s installed onthe B-368/Ds. They were also equipped with J47 tur-bojets as fitted on the RB 36Ds. The fourteen cam-eras in the forward bay included K-17C,K-22A,K-38,and K-40 types. Normal crew was 22, which includedfive gunners. The last RB-36E of the conversion pro-gram was completed in July 1951 and assigned tothe 5th Strategic Reconnaissance Group (later Wing)at Travis AFB, Califomia, along with the other RB-36Eaircraft.

B/R8-36FThe next model in the 8-36 series was the B-36F, andits reconnassaince counterpart, the R8-36F. This im-proved version had more powerful 3,800 hp R-4360-53 Wasp Majors. Each of these engines generated300 hp more than those of the B-36D. There was alsoimproved radar and ECM equipment. The first 8-36F,49-2669, took off on its maiden flight on November18, 1950. The first 8-36Fs became operational with

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SAC in August 1951 . There were some difficulties withthe new engines, including excessive torque pressure,ground cooling, and combustion problems. Theseproblems were resolved in a relatively short time.

The K-3A radar system and APG-32 gun layingradar were made standard, and beginning with B-36F54-1064, a chaff dispenser, was installed in the tail toconfuse enemy radar. The last of 34 8-36Fs wasmanufactured in October 1952, but the Air Force didnot get its last one until several months later. A num-ber of 8-36Fs were modified as featherweight aircraftduring 1954.

The Air Force ordered 24 of the reconnaissanceversions, the RB-36F. The first four RB-36Fs wereaccepted in May of 1951 , and the remainder betweenAugust and December 1951. The RB-36F's perfor-mance was close to the standard B-36F

Performance of the B-36F included a top speedol 417 mph at 37,100 ft; cruising speed 235 mph; ser-vice ceiling 44,000 ft; and a combat ceiling 40,900 ft.

B-36G/YB-60The B-36G was the initial designation applied to aswept-wing, jet-powered version of the 8-36.

Two B-36Fs,49-2676 and 49-2684, were pulledfrom the Fort Worth production line and modified asB-36Gs. lt was decided to redesignate the two jetbombers as YB-60s, since it was practically a newairplane. However, it still shared 72/. parls common-ality with the 8-36.

Only one of the two experimental prototypes everflew, making its first flight on April 18, 1952. The otherplane never received its J57 jet engines. After losinga production contract to Boeing's B-52 Stratofortress,both YB-60s were scrapped in mid-1954.

B/RB-36HThe B-36H was essentially the same as the B-36Fexternally, and was powered by the same improved3,800 hp Wasp Major engines and J47 jets. The H

model differed mainly in internal details. A rearrangedflight deck with a second flight engineer's station wasadded. An improved bombing system called BlueSquare was installed, and K system components wererelocated to a pressurized compartment, enablingaccess at high altitudes. A new AN/APG-41A radarsystem aimed the two 20mm cannons in the tail. ltwas far superior to the AN/APG-32 gun, laying radarused on the preceding B-36Ds and B-36Fs. The newinstallation featured twin tail radomes.

The B-36H was first flown on April 5, 1952. Deliv-eries started in December, by which time the Air Forcehad accepted most of its 8-36Fs. 83 B-36Hs and 73RB-36Hs were delivered from May '1952 to July 1953.A total of 156 B/RB-36s were accepted by the AirForce, making it the largest production run of any B-

36 model.As a test, B-36H, 51-5710 was converted into a

probe and drogue mid-air refueling tanker. The AirForce was interested in refueling jet aircraft at higheraltitudes and speeds than those reached by KB-29tankers. The modification contract was approved in

February 1952, and tests with aB-47 receiver planewere completed by the end of May. No other teststook place until January 1953, when an improvedmultiple aircraft system was installed. A nine mantanker crew could convert a standard 8-36 into a tankerby installation of a removable 3,000 gallon fueltank inthe bomb bay. The process took just twelve hours.However, no further tanker conversions were carriedout, since the new KC-97 could handle mid-air refuel-ing much more economically, and the Air Force felt itsB-36s were better utilized in their bombing/reconnais-sance roles.

Three B-36Hs, 50-1085/51 -5706151-571 0, werealso modified by Convair in 1952 to test the Bell GAM-63 Rascal air-to-surface guided missile. lt was 31 ft.long, with a launch weight of about'13,000 lbs. At atop speed of Mach 2.95, the missile could carry a 3,000pound nuclear warhead up to 1 00 miles. Some eleven

other B-36s were scheduled to lrc tttorltlllrl ;t:, I l;tr;r;al

carriers under the designation t )l I lt(;l I I k rwovot , tlteAir Force decided in 1955 thal lltrt ll ,1/ , uttl llto ll 116,

would carry the GAM-63, and tlrc ( )ttttv;ttt pto;rrt;l waseventually canceled. The Rast;irl l)to(ltitnr tlr;oll waslater canceled on September u, llllrll

The B-36H equipped 42nd llrttttlr Wtttr; rtl I oringAFB in Maine was the first unit lo r;l;ttl r;tltvotltttq to

the new all-jet B-52 in June 1950.Performance of the B-361-l ittt;lutkrtl it loll l;llttcd

of 416 mph at 31j20 ft, cruisino r;Jrcctl l'lt4 ttlplr, nnda service ceiling of 44,000 ft. M;txitntttn (ltorir; wciqhtwas 370,000 pounds, combat woicllrl l)lril,lXX) ptlttttds.Featherweighted 8-36F and B 361 I lrotttltot:; ittc cred-ited with a top speed of 423 tttl;lt ;ttttl rt4l,(XX) ser-vice ceiling, the best performanr;c ol irtty ll l|(i tnod-els.

8.36 IN SAC SERVICEThe Strategic Air Command's first ll ll0 ttnil was the7th Bomb Group (H) at Carswcll Al ll, loxit:;. lt waspart of the 8th Air Force and was ltotttc to tlte AirForce's largest bomber at that tinrc, llto t3oeing B-29Superfortress. Carswell's locatiort diror;tly itcross thefield from the Convair plant tlrat produccd tltc 8-36was beneficial when trying to rcsolvo oarly technicalproblems. The second unit to recoivc B 36s, the 1 1th

Bomb Group, was also at Carswc.ll, and the two 8-36groups shared the flightline. Tho third 8-36 unit wasthe 28th Strategic Reconnaissance Group at RapidCity AFB, which became SAC's first RB-36 group af-ter briefly training in bomber versions.

ln Decembell950, during the first year of theKorean War, SAC had two Heavy Bomb Groups with36 B-36s and one Heavy Reconnaissance Group with20 RB-36s. A typical 8-36 Bomb Group had 18 air-craft composed of three combat squadrons of sixplanes. Each unit also had a couple of "spares" as-signed. No B-36s were used in Korea, since B-29swere adequate for the task required, and all B-36s

8. Convair 8-36

remained in the continental U.S. for strategic deter-rence.

Originally, March AFB, in southem Califomia, wasto be the second RB-36 base, but it received B-47s.lnstead, Travis AFB in northern California near SanFrancisco became the second RB-36 unit, getting itsfirst RB-36 in January 195'1.

During 1951, SAC units were reorganized andrenamed from groups to wings. The 92nd Bomb Wingat Fairchild AFB in Washington state got its Iirst B-36son July 29, 1951. Fairchild also became a two 8-36unit base, like Carswell, when the 99th Strategic Re-connaissance Wing joined the 92nd the followingmonth after receiving its first RB-36s. During 1955,the 99th was home to GRB-36D FICON unit, whichwas teamed with RF-84F/K fighters from the 91st Stra-tegic Reconnaissance Squadron at nearby LarsonAFB.

The year 1952 saw B-36s at Walker AFB, NewMexico (6th Bomb Wing), and Ramey AFB in PuertoRico (72nd Strategic Reconnaissance Wing). Also in1952, the number of B-36s allocated to operationalunits was increased to 30 in a bomb wing, with 10aircraft to a squadron. "Spare" aircraft raised the num-ber in each wing to around 36 total. RB-36 strengthpeaked by the end of 1953 at 137 airplanes.

fhe 42nd Bomb Wing at Loring AFB, Maine, be-came a 8-36 unit in April 1953, followed in August bythe last 8-36 wing to be formed, the 95th Bomb Wingat Biggs AFB, Texas. ln August and September 1953,B-36s of the 92nd Bomb Wing completed the first massflight to the Far East, visiting bases in Japan, Okinawa,and Guam. The flight took place shortly after the hos-tilities ended in Korea, and was an effort to demon-strate U.S. willingness to maintain operations in Asia.On October 15-16, the 92nd Bomb Wing again leftFairchild AFB and made another long distance flightto the Far East, this time for a 90 day deployment toGuam. lt was the first time an entire 8-36 wing hadbeen deployed overseas.

By the beginning of 1954, the Air Force's plannedforce of six Heavy Bomb Wings and four Heavy Re-connaissance Wings was operational at eight basesin SAC. Convair/General Dynamics production of B-36s ended in 1954, but the SAM-SAC program (Spe-cialized Aircraft Maintenance-Strategic Air Com-mand) returned each plane to the factory for equip-ment updating and maintenance until spring 1957.

SAC's RB-36s never saw combat, but some RB-36s flew rather hazardous reconnaissance missionsnear or perhaps over Soviet or Chinese Communistterritory.

The year of the highest number of B/RB-36s inservice was 1954. SAC inventory shows 209 B-36sand 133 RB-36s, atotal o1342 aircraft.Also in 1954,filming started on the movie "Strategic Air Command,"which starred Jimmy Stewart and June Allyson, andof course, the impressive 8-36 bomber. The Para-mount picture became the studio's top grosser of 1955.Some of the most beautiful and dramatic aerial se-quences ever put on film added to the popularity of,.SAC."

The four R8-36 Strategic Reconnaissnace Wingswere redesignated Heavy Bomb Wings in October1955. All RB-36s were converted to bombers, but re-tained a latent reconnaissance capability. The intro-duction of new jet reconnaissance aircraft, includingthe U-2 spy plane, helped seal the fate of RB-36s,which were now obsolescent.

B-36JThe B-36J was the final production vesion of the B-36. Only 33 airplanes were built, and the last came offthe assembly line on August 14, 1954.|t was the endof an era.

B-36Js featured two additionalfueltanks, one onthe outer panel of each wing, which increased the fuelload by 2,770 gallons. lt also had a strengthened land-ing gear, permitting a gross take off weight of 410,000

pounds. The B-36J was first flown on September 3,1953, with delivery to SAC beginning the followingmonth.

The last 14 B-36Js were manufactured as B-36JFeatherweight Ills with all guns removed, except forthe tail position. The crew complement was reducedto 13, and the scanning blisters were replaced by flushcovers with small windows. The reduction in weightenabled a service ceiling of 47,000 ft. to be reached,although some missions were evidently flown as highas 50,000 ft. ln contrast to other 8-36 featherweightswhich were modified after delivery, these aircraft werebuilt as such on the production line.

Performance of the B-36J included a maximumspeed of 411 mph, cruising speed of 203 mph, and aservice ceiling of 39,990 ft. Featherweight lll B-36Jshad a combat range of almost 4,000 miles, maximumspeed of 418 mph at 37,500 ft, and a service ceilingof 43,600 ft.

ln the mid-1950s, B-36s were gradually being re-placed plane by plane with B-52s. Scrapping of the B-36 fleet had begun. Planes were flown directly fromtheir units to Davis Monthan AFB in Arizona, wherethe Mar-Pak Corporatian handled their reclamationand destruction. ln 1956, B-36s from the 42nd BombWing, 92nd Bomb Wing, and 99th Bomb Wing all madetheir f inal flights to Arizona.1957 saw more B-36s fromthe 6th Bomb Wing, 1 1th Bomb Wing, and 28th BombWing make the same sad flight, reducing the activeforce to 127 by year's end. The last full calendar yearof operations for the Peacemaker was 1958, whenthe 5th Bomb Wing at Travis and the 7th Bomb Wingat Carswell consigned their B-36s to the scrap heap.

Defense cutbacks in FY 1958 had forced B-52procurement to be stretched out, and consequently,the service life of the 8-36 had been extended. Theremaining operational B-36s were supported by com-ponents salvaged from planes already sent to DavisMonthan's boneyard.TheT2nd Bomb Wing at Ramey

A Photo Chronicle.9

flew its final 8-36 mission on NewYear's Day 1959. lnDecembell958, only 22 B-36s were left in the AirForce inventory (all J models).

On February 12, 1959, the last 8-36 at Biggs AFB,Texas, was Jlown to Amon Carter Field in Fort Worthto become a memorial. Within two years, all B-36shad been scrapped except those saved for museumexhibits. The last flight ever of a 8-36 took place onApril 30, 1959, when B-36J 52-2220 flew north to theAir Force Museum at Wright Patterson AFB, Ohio.

The Air Force accepted a total of 383 B-36s, in-cluding the two prototypes, service test aircraft, andreconnaissance aircraft, but not including the two B-36s converted to YB-60s. Average cost of a 8-36 was$3,776,000. The entire 8-36 fleet was estimated tocost $2 billion in 1950 dollars.

As of summer 1999, four B-36s remain-threecurrently on public display. A R8-36H, the only RBand H model, is exhibited at the Castle Air Museum in

Atwater, California. Two B-36Js are located at muse-

ums in Ohio and Nebrask;r. l] l](i,J 52 22?-0 can beseen at the Air Force Mus;cttrtt ;rt Wriclltt PattersonAFB in Dayton, Ohio, and ll ll(i,J lr2 2u17 is on dis-play inside the new Strateglir; Air Ootttttt;trtd museumnear Omaha, Nebraska. A tlrirrl ll ll(;.i, !i2 2827, hasbeen restored by voluntecrs irtttl il; J;rt:scnlly beingstored in several hangars. Plans;rrc lo cventually ex-hibit the plane in a proposed now lltus;outtt building atAlliance Airport, north of Fort Worllr.

Major sections of the YB 36 prototypc (in its finalconfiguration as a RB-36E) arc storcd itt a closed tothe public private air collection ncar Ck:voland, Ohio.

Artist rendering of proposed Nakajima G10N1 "Mount Fuji" six-engined long rangebomber designed to carry out bombing missions against the U.S. from bases inJapan. Similar in size to the XB-36 with a 206 ft. wingspan and 131 ft. length, thebomber was to be powered by 2,500 hp Nakajima NK11A radials. lt was to havean 1 1 ,000 lb. bombload and a top speed oI 423 mph. G10N1 bombers might havebeen bombing California cities in 1946 or 1947 if the war had proceeded differ-ently. Still on the drawing board at war's end, the Japanese, like the Germans,had realized too late the importance ol a strategic bombing force. (llustration byJohn Batchelor)

10. Convair 8-36

Another six engine design of the Axis was the Junkers Ju 390. Powered by six 1,700 hp BMW 801Dradials, the Ju 390-1 was flown for the lirst time in August 1943 as an unarmed cargo plane. A maritimereconnaissance version, the Ju 390-2, was a longer aircralt with a range ol 6,000 miles and a top speed of314 mph. Armament consisted ol four 20mm cannons and three 13mm guns. lt also was equipped withsearch radar.The second model had a wingspan of 165 lt. and was 121 ft. long, bigger than a B-29.Thetwin tail plane was delivered in January 1944 to a base near Bordeaux and once f lew a 32 hour transatlan-tic patrol said to have turned back to occupied France only twelve miles off the U.S. coast, just north ofNew York City. lf the Germans had converted the Ju 390 to a bomber, it might have been the lirst trueintercontinental bomber, not the 8-36 Peacemaker. (San Diego Aerospace Museum)

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Model 36 Design Study in February 1942. (Consolidated AircraftCorporation)

A Photo Chronicle.l l

li ?()llr $(;illc wind tunnel model()l llro Xl'l-36. Earlier engine na-r:r'llrr rrll llrlnke ducts and origi-ilil1 lwln lrrll rrrrangement are evi-(ktnl. .,uno 1942. (ConsolidatedAlr r:r rrll Corl)oration)

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\ aoua cop12-4000 L8. BOMBS

OR 28-2000 . ,OR 44- 1600 r '0R72-tOo0, .ORl32- 5OO ' .

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XB-36 general lunctions showing luel andoil tanks, bomb bay arrangement, and earlyarmament system. Notice the crewmen in thelorward upper and lower turrets, similar toWWll B-17 ot B-24 gunners. (ConsolidatedAircraft Corporation)

12. Convair 8-36

The XB-36 Prototype atrollout, 82.5% completed.Two B-32 Dominators in thebackground will quickly bescrapped with the end of thewar. (Convair)

Artist's rendering of 8-36 engine nacelle design that was to house the Pratt& Whitney "X" engine that became the 28 cylinder R-4360 Wasp Major.(Convair)

A Photo Chronicle.l3

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e test nacelle outside the Experimental Building at Convair, Fort Worth, where the newengine was run hundreds of hours. (Convair)

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XB-36 3-view drawing of the plane's conliguration. (Convair)

XB-36 GENERAL ARRANGEMENT

14. Convair 8-36

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NEring completion in April1946,the XB-36 h.s had its engines and propelleE installed. Notice the American flaglhal hangs on one olthe huge sliding doors of lhe Exp€rlmentrlBulldlnq. {Convah)

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Two views of the finished XB-36 as it prepares lor a series olground and taxi tests prior toits first flight. Notice the tallsingle tail that replaced theoriginal twin tail shown in earlydesign studies. Summer 1946.(ACME)

16. Convair 8-36

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oflheenlire 8-36 prcgram was in jeopady until Convairpilots Erickson and creen tanded the biO bomber satety. (Convair)

A Fhoto Ghronicle"'t7

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Two views ol the XB-36 inflight. The clean, aerody-namic lines of lhe aircraftcan be appreciated in thesephotographs. (Convair)

18. Convair 8-36

Convair employees and Air Force personnel inspect the damage to the right landing gear.Erickson had brought the XB-36 in and "bicycled" down the runway on the damaged gear.When the plane ran olf the runway, the 1 10" diameter tire sank only g inches into the soft dirt.Broken side brace strut clearly visible. (Convair)

The xB36 rewing up ils engines in 1950 with a neu rrack-rype experimenral landing gear. The gear was not lnrended lor prcduction moders, bur was b€ing tesred lo prove rhefeasibility ot a tmck-lype gear on a planess large as a 8"36.lt did make a loud sc@ching nois€ when il took ofl for lhe lirsl and only llme on March 261h. (Convan)


Mockup of new 8-36 nose design with raised canopy for better visibility,June 1945. Notice dummy 20mm cannon frontal gun installation. An earliernose armament proposal in 1944 included barbette gun turrets mounted oneach side of the nose right below the cockpit. (Convair)

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Overhead view of new bubble-type glass canopy that covered the pilot, co-pilot, and flight engineer,June 1945. The redesigned layout was more eflicient than in the XB-36. Notice real metal seats in basi-cally an all-wood mock-up. (Convair)

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20. Convair 8-36

The YB-36, 42-13571 was the production-standard 8-36. lt is seen here with its tail beingtilted downward in order to clear the factory doors. Notice the propellers have not yet beeninstalled and the new nose gun position is covered. (Convair)

lhe XB'36, suryasslng the XB'36's highestallilude by Eching 40,000 fl. on only its thid tllght. (Convalr)

A Photo Chronicle.2l

3\ '),,.

CENTERING

22. Convair 8-36

B-36As on the production line in FortWorth during 1947.The first 8-36A in the foreground is 44-92004, which was reserved as the static test example. The second aircraft down the Cbnvair line is44-92005. ln all22 B-36As would be completed by December 1948. (Convair)

8-36A,44-92004, llew to Ohio on August 30,1947.Col.Tom P. Gerrity was the pilot, Beryl Erickson wasan observer. The plane carried only equipment nec-essary for the one time flight. Landing atWright Fieldallet a 4 hour 40 minute f light, the second 8-36 everto lly was gradually torn apart during static struc-tural tests in a specially equipped hangar. (Convair)

A Photo Chronicle.23

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no*andihe buz numbel BM.ltog. (Convah)

This underside view of 8-36A,44-92006, in flight shows oll the immensesize of the bomber with ils 230 ft wing. (Peter Bowers/David Menard)

24. Convair 8-36

B-364,44-92022, cruises over the countryside on a training f light.BM-022 was used lor training and crew familiarization, as wereall the 8-36A models. (USAF)

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BM-005 getting ready to land with its gear extended. Plane was assigned to AirMateriel Command (AMC) atWright Patterson AFB, Ohio, for evaluation. (Author'scollection)


''City of Fort Worth." Loc.tion ot aidietd ts unknown, but appears n;r to be Forrworth (San Di€go Aerosprce Museumi

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26. Convair 8-36

SERVI CECEILIN G

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A youngster having specifications of the 8-36A explained to him by a crewman at the'1948lnternational Air Exposition, which celebrated the opening of NewYork's ldlewild (later John F.Kennedy) lnternational Airport. Sliding panels of the forward bomb bay partially obsure thebuzz number BM-015, the "City of Fort Worth." (USAF)

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Performance chart comparing World War ll heavy bombers to the Air Force's newest intercon-tinental bomber, the 8-36. (Convair)

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r 8'36s yolume....17.724 cubic feet...'ou,t/ ht s'/te ht /ett dtrnt,h' //r't'ttu rotuns,ibn bomb bou hos o voltime of i2.100 cubicfeef .;rttltyt/ ht //tit/ of /irt' railrorrt/ lVcrJh/ Ct,:r.-'-

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A Photo Chronicle.2T

*;.. fi i Six Pratt & Whitney R-4360-25 Wasp Majors powered the B-36A. Each air-cooled engine developed 3,000 hp. (Author'scollection)

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Lelt wing engines, #1,#2and #3 showing the ring-shaped airplugs. Exhaust gases lrom the engine werevented from the bottom of the nacelle. The #1 engine in the loreground has its airplug partially open. Thenumber of diamonds visible to the tlight engineer indicated the airplug's position. (RKO/ Walter Jefleries)

28. Convair 8-36

An airman ponders the size of the 19 ft. propellers on #4, #5 and #6 engines on the right wing ofa B-36A at Carswell AFB. Notice the C-54 transports and World War Il era B-29s in the distance.(Author's collection)

Mechanics working on a 8-36 powerplant fitted with the more ellicient square-tipped propel-lers. (Author's collection)


Engine change is underway on 44-92060. with 28 cylinders and 56 spark plugs, keeping each9-36 engine running was a demanding task for Air Force mechanics. The Pratt & Whitney R-4360 Wasp Maior radial engine was the ultimate development of the piston engine-future SACbombers would be powered by jets. (USAF)

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Unveiling of the new Carswell Air Force Base sign on a obviously windy winter day, January 30,1948. Formerly known as FortWorth Army Air Field, the base was renamed in honor of Con-gressional Medal of Honor winner, Maj. Horace S. Carswell, Jr., of Fort Worth. Carswell was a B-24 pilot shot down while attacking a Japanese cruiser and destroyer. Maj. Gen. Roger M. Ramey,8th Air Force commander, salutes Mrs. Carswell as he walks to greet her. (USAF)

30. Convair 8-36

Three new B-36Bs lor the 7th Bomb Group on the flightline at Carswell. The 9-368 model hadwater-injected 3,500 horsepowerWasp Majors and was the lirst lully combat equipped model.The aircralt in the foreground is 44-92040. (USAF)

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included si{eon 20mm cannons ln elEht lurrets. The turets wero retractable, excepl lor lhe nose.nd tait. (Convair)


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The 1 'l th Bomb Group f lightline, also

at Carswell in spring 1949.Two olthe aircraft have red tails, indicatingthey are part ol the 18 plane Gemprogram lhat involved cold weathertesting in Alaska. The 8-368 in theloreground, 44-92032, would latercrash at Fairchild AFB in 1954 whenassigned to the 92nd Bomb Wing.(USAF)

Below Left: Bomb bay of the 8-36was cavernous compared to WorldWar ll bombers. Capacity was 72,000lbs. ol bombs, or lwo 43,000 lb."Grand Slam" bombs. Two airmenare seen here working on the bombracks in the forward bomb bay. Justbehind them, another airman passesunder the huge main wing spar box.(USAF)

Right: 8-368,44-92077, is framedby the wing andfuselage of an-other 7th BombWing 8-368. Thetriangle symbolon the tail meantthe plane was as-signed to the BthAir Force. Later aletter J would beadded io indicate7th Bomb Wing,oraletterUfor11th Bomb Wing.(RKO/Walter Jeft-eries)

A Photo Ghronicle.33

Amusing illustrations from 8-36A and 8-368 llight manuals.Later B-36H and B-36J manuals were more reserired with lesscartoon-type drawings. (USAF/Scott Deaver)

wt{ Et{ us I ilq r{E eo i,lt'lufl I eATtoN TU BE WIT t{ rH E

AIRPLANE tI{ At{ INELINED ATTITUDE TI{E EARTBRA(E sI{oULD BE USED To eHEcK

5PEEDT$EEE ARE NO E MERGINCY

r4ETr..loDS +oR LOVJIR,ING TtlE fLIPS

)-<,sv6F(Jtr P}<Vr/> AKE u)Ep_uURtNG LANDING, pOWEll SIIOULDBEAS TilE SropptN6 potNT tS p,EAciiEDrb lv-oion'or_1lNa-e-rt-rW[dd

34. Gonvair 8-36

B-368s from Carswell flyingformation over theTexas coun-tryside. B-36s in formationwere an impressive but raresight. Combat missions werebased on a one plane-one tar-get concept. Top speed of the8-368 was 3Bl mph (USAF/DonBishop)

The Convair Fort Worth plant as seen lrom the air in 1949. Carswell AFB is just across the f ieldin the distance. The sole XC-99, cargo and transport version of the 8-36, can be pinpointed justunder the wingtip of the photo plane in the picture, along with six B-36s in the north yard area.(USAF)


One of five Carswell B-36s flies low over the Capitol during the lnauguralion of PresidentHarry S.Truman on January 20,1949. (USAF)

PresidentTruman shakes hands with a crewmember ol a Carswell 8-36 from the 26th BombSquadron, 11th Bomb Group, that participated in an eleven plane aerial demonstration atAndrews AFB on February 15, 1 949. The demonstration was for the benef it of the Presidentand members of the U.S. Senate at their request. (USAF)

36. Convair 8-36

PresidentTruman waving to photographers lrom an open entry hatch on a 8-36 Peacemakerput on display at Andrews AFB lor his personal inspection.The name Peacemaker was neveradopted ollicially by the Air Force-it was ludged the winner ol 60 entries in a contest spon-sored by Convair among its employees in spring 1949. (USAF)

An early study of the 8-368 airplane which proposed increasing its speed by using eightXT35 Curtiss-Wright gas turbines placed in four tandem nacelles.Top speed would suppos-cdly have been 448 mph. Convair oflered to install the gas turbines on one test 8-36 in Febru-ary 1947, but nothing came of the proposal. (Convair/ Bill Plumlee)

A Photo Ghronicle.3T

Model ot the proposed YB-36C which would have used variabledischarge turbine (VDT) engines based on the standard R-4360.Top speed was estimated to be 410 mph. However, it would havebeen necessary to redesign the 8-36 lrom a pusher-type configu-ration to a tractor-type version. Problems with adapting the VDTengine to the B-36's wing eventually caused the cancellation olthe program in spring '1948. (Jones collection)

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J3Sssince production General Electric J4?-E-19s were not yel available. Norice lack ol brachg struts on the ier pods. (Convair)

38. Convair 8-36

Front view ol the B-36Ds new let nacelle with iris blades closed. Unlike the J-47s on the B-47 bomber, 8-36 jet engines would not be used continually inflight, and consequently were shut down when not needed. The iris bladescontrolled air intake and prevented windmilling when not in operation. Theboost from jets was mainly used lor take off, climbing, and speeding over atarget. Notice the side brace strut, added after vibration problems were en-countered. (RKO/Walter Jefleries)

Close-up of one of the prototype B-36D's iet pods. Each J47 iet developed 5,200 pounds ot staticthrust.057 llew with production J47s installed on July 11,1949.The technician is plugging in aground generator. Notice the taxi light, same as those on the B-47 pods. (Convair)


but laler canceled in lavor ol odeing more B-36s. (Edwards AFB Ofiice ol History)

40. Convair 8-36

-,YArtist rendering ol the USS United Stafes,CVA-58. The 65,000 ton ship was to be thefirst of lour in a new class of flush-decksupercarriers. When it was abruptly canceledby Secretary of Defense Johnson in April 1 949in order to purchase more 8-36 bombers, theensuing controversy led to a series of con-gressional hearings in August and October.However, the charges ol impropriety in pro-curement of the 8-36, and favoritism towardthe Air Force's stated role in providing thenation's sole strategic bombing force weredismissed, and both Convair and the AirForce were cleared. The charges by the Navythat the 8-36 was a "sitting duck" and couldnot adequately delend itself against enemyjet fighters was explored but not resolved. ltwas decided to continue with the 8-36 pro-gram since it was still the best bomber avail-able at the time. (National Archives)

Artist rendering of a RB-36 being "attacked"by Navy Banshee jets. The Navy claimed itcould easily shoot down the lumbering 8-36.A test duel between the two was proposedbut never conducted, canceled by the Secre-tary ol Defense for national security reasons.(D. Sherwin)

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B-368s at Convair San Diego lor the "B to D" conversion program. Filty-four8-36Bs were brought up to B-36D standards in San Diego, and live were con-verted in the FortWorth plant.The program started in April 1950 and ended inFebruary 1952. (Convair)

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Major modilication work on B-36s at the San Diego Lindbergh Field plant included adding jet pods,new quick-action bomb bay doors, metal control surfaces, and interior equipment upgrading. Aircrafton the right is 8-368,4492043, which had dropped two 42,000 pound "Grand Slam" conveniionalbombs in a January 1949 demonstration. (Convair)

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42. Convair 8-36

Converting B-368s to jet-augmented D models was done in an outdoor work area. Four red-tailed B-36s, formerly in the Gem program, can be seen here at the Lindbergh Field facility. The coding se-quence, FW-SD, indicates the airframe's position in the original Fort Worth production sequencjandits position on the San Diego line. (ACME)

New quick-action bomb bay doors were installed on the B-36Bs and the B/HB-36Dsthen being built in Fort worth. The two section hinged door panels opened andclosed hydraulically in just two seconds. All subsequent 8-36 models would leaturethese doors that replaced the former sliding panels previously used on the twoprototypes, B-36As, and 8-36Bs. (USAF)


Night shift at Convair San Diego in 1950. Planes were too large to be broughtinside the old factory building, so "B to D" modilication work was done mostlyoutside in the adjacent yard area. Security was of concern at the time since theKorean War had just broken out in June, and raged during the entire conversionprogram. Espionage or sabotage by Communists was considered a real possiblity.(Convair)

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8-368, 44-92057, the prototypeB-36D, is shown here on a testllight over FortWorth. Notice theproduction sequence number54, clearly visible on the nose.(Convair)

44. Convair 8-36

orderforihe plane to cafty bombs in lhe rcar bays. {Convair)

Left: A RB-36 photographer aims his ob-lique camera lrom the lorward cabin com-partment. (USAF)

Right: Pholo technician at his console ina R8-36. Film could be developed in llightif necessary, using a small on-board dark-room. (USAF)


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General arrangement drawing of the 8-36D. The 85 ft. communicationtube connected the forward and rear pressurized crew compartments.To travel through the tunnel a crewman had to lie on his back on asmall cart and pull himsell along by means of an overhead rope. Mostcrewmen did not like to use the tube, since it was dark, eerie, andnoisy. lt also could be dangerous if decompression ever occurred.Small windows in the tube permitted inspection ol the bomb bays atpressurized altitudes. Otherwise, inspection could be done by using anarrow catwalk running along the opposite side. (Convair)

RADIO OPERATOR'SITATION

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Pilot's and co-pilot's stations on the B-36D flight deck. Notice the controlsfor the auxiliary iets located above on the canopy, and the wheel to the left olthe pilot, for nose wheel steering. (Convair)

A Photo Ghronicle.4T

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Two views ol a RB-36H at an open house al san Francisco lnternalional Airport.

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It displays its sixteen 20mm cannons to the public: the two-gun nose turret, thetwo upper lorward retractable turrets each with two guns, and the upper and loweraft retractable turrets each with two guns. All six retractable turrets carried 600rounds each. The tail turret, like the nose turrel, had two guns and handled 400rounds. This array of turrets made the 8-36 the most heavily-armed bomber inhistory, but the ellectiveness of this delensive system was never actually tested incombat. (Larkins collection)

Leff; B-36D llight engineer's station. Pilot's throttle controls are duplicated lor theflight engineer. Fuel mixture levers are to the lelt ol the longer throttle controls,while those needed for the electrical system are to the right. (Convair)

48. Convair 8-36

ffiffiAn airman checks the guns in the lorward upper turrets. Notice that theaccess panels on the turrets have been removed for servicing. (Author'scollection)

Close-up of a B-36's nose showing stowed 20mm cannons, nose gun sight, UHF antenna, and oval window loroptical bombing which was later made obsolete by K-system pariscopic sight and radar. (RKO/Walter Jeffries)


HEDS Of SEATC}I AND 'lNE

Hometown Formolion

A three-plane formation, or cell, was the standard 9-36 defensive plan. lt was called "HOMETOWN." However, B-36s rarely flew in formation, since each plane was usually assigned its own target with a specific mission plan.(usAF)

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Plan view of lields ol search and fire for the 8-36. (USAF)

50. Convair 8-36

Side view o{ the B-36's fields of search and fire. (USAF)

ANEA GUNNEN AREA GUNNERI NOST 5 TIGH' UPPER AFI2 uF FOIWAnD 6 tEF tOWEt AFr3 T|GHT TOTWARD 7 TIGHT TOWEI AFI,. LIFT UPPIi AFI 8 IAIT

(DUilNG PSnIOOS fiAr AtE NOI CrmCAt atEAS a & 5wr.t EXTEND to covEt 2 I 3. AISO AREAS ,a, 5,6 & 7 wltl I{AKE pErloDtc CHTCX OF AREA 8.}

I:ive hundred pound bombs loaded on racks in a bomb bay ol a 8-36. Photo was supposedly taken belorea bombing demonstration held at Eglin AFB Proving Ground in Florida. (7th BombWing 8-36 Association)

A Photo Chronicle.Sl

i,ffiI l,::t:ilti:

basically idenlicaltolhe FB-36D Notice the circle X symbol on the tail, which signilios il asassigned lo the 5lh SFW and 15th Air Force. (Bodie colleclion)

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lhe "unlled slat$ alr Force" letierlng on lhe fus€l5ge has b€€n replaced by much large lelt€rs. {Mede olmsied)

52. Gonvair 8-36

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Seen here a 1957 flight to WrightPatterson AFB, Ohio, carrying aB-58 airframe attached to itsbomb bay, is B-36E 49-2677.Thepropellers were removed on en-gines #3 and #4 to acccomodatethe B-58, which was minus itsfour J79 iet engines and otherequipment. lt was scheduled tobe torn apart in static structuraltests like the 8-36 had experi-enced ten years earlier. B-36Fshad more powerlul3,800 hpWaspMajor engines with a top speedol 417 mph, with a service ceilingof 44,000 ft. (USAFiDon Bishop)

l-he B/R8-36H models, also withrrnproved 3,800 hp engines,were lhe most produced of the8-36 series. ln all, 156 exampleswere built by Convair. Here B-36H, 50-1092, is exhibited at aDetroit air show on September1, 1952. The triangle U symbolon the tail indicates the plane isfrom the 11th Bomb Wing, BthAir Force. (AAHS/WilliamSteeneck)

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Under guard at Ellsworth AFB, South Dakota, in May 1956, is RB-36H,51-13717.Theplane is lrom the 28th Strategic Reconnaissance Wing. Notice the three ECM anten-nas are located as far back as possible to allow use ol the aft bomb bay when the RB-36s' primary role changed to bombing. (Merle Olmsted)

ag.ind rhe ellecls ol a nuclear blast. (lre e Olmsled)

54. Convair 8-36

A 7th Bomb Wing 8-368 llying low over the Gulf of Mexico. Notice the shad-ows on the water ol two other bombers in the formation. (7th Bomb Wing B-36 Association)

SAC operations became global in nature. Oneof six B-36s from the 7th BombWing is shownhere in the snow at Limestone (later Loring)AFB in January 1951. This particular aircraltis B-36D, 49-2652. All of the B-36s stagedthrough the Maine base for the overwaterllight to the United Kingdom. This airplaneearlier sported phoney markings in 1950when it was going to be featured in theaborted RKO motion picture, "High Frontier."(USAF)

A Photo Ghronicle.S5

Lakenhealh. ll was lhe lirsl lihe a 8-36 was ever seen in Eurcpe. nussian diplomats in London w€re lmpre$ed wlth lts masslve slze. (USAR

B-36H, 52-1366, being refueled on the snow-covered f lightline at LoringAFB. Notice the lethal AN/APG-32 tail gun system with the twin ra-domes enclosed in a single cover. (USAF)

56. Convair 8-36

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Huge hangar built at Rapid City Air Force Base (later Ellsworth AFB) in South Dakota. lt could easily accomodate two B-36s with room to spare. (Author's collection)

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crash of a RB-36 in Nswioundland. (Author\ coll€clion)

A Photo Chronicle.ST

" $. s. A':ALL THH WAY

B-36D, 44-92065, originally a 9-368. Markings show it is as-signed to the 92nd Bomb Wing at Fairchild AFB, Washington.The circle W indicates 15th Air Force, and the W, 92nd BW. ltalso carries an "Alley Oop" cartoon figure on the nose be-longing to the 3261h Bomb Squadron. (David Menard)

"GCA" ALL THE WAY. A little "humor" from the photo lab at Ellsworth AFB.(USAFiRobert L. Bartlett)

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58. Convair 8-36

Carrying the markings of the 7th Bomb Wing, 8th Air Force in Sep-lember 1950, this B-36D experienced two severe occurences duringits career. lt was {irst damaged in the tornado that ravaged the Carswellf lightline on September 1, 1952. Later, when assigned to the 95th BombWing, it crashed at El Paso,Texas, in 1954. One crewman was killed,several injured. (USAF)

Fifteen man crew ol a 8-36 checking each other's equipmentduring a pre-flight inspection prior to a 20 to 40 hour mission.(USAF)


All the comforts ol home! Preparing breaklast aboard a 8-36, which had a small stove and oven. Later, during"featherweighting," the galley was tossed out. (USAF)

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The 23 man crew of a 72nd Bomb Wing R8-36 prepare for inspectionbefore boarding the aircraft. The 72nd was based at Ramey AFB,Puerto Rico, the only 8-36 base located outside the continental UnitedStates. (USAF/Jim Ballard)

60. Convair 8-36

An aerial view of Ramey AFB in the mid-lifties.Two RB-36s can be seen parked near thebase crash and rescue services building. Ramey was known as the "country club" of B-36 bases due to its tropical location. (Richard "Pogo" Graf)

Head on view of B-36E #1064, revealing a second 8-36 from the 6thBomb Wing, Walker AFB, New Mexico, parked right behind it. Noticethese are featherweighted B-36Fs, as is evidenced, in part, by the lackof nose turrets. (Thomas Gannon)


Above: Dramatic shot ol a R8-36 from the 99th Strategic ReconnaissanceWing in flight toYokota AFB, Japan, during a deployment in '1956. (JamesW. Church)

Creating a cloud of dust, another R9-36 from Fairchild AFB backed into itsparking place after arrival at Yokota AFB. (James W. Church)

62. Convair 8-36

"Six Turnin' and Four Burnin"' personilied. B-86J, #2225, assignedto the 11th Bomb Wing, at altitude over the Mediterranean duringthe Lebanon crisis in 1956. This particular plane was also the win-ner of the Fairchild Trophy for bombing accuracy in 1956. (ReginaldM. Beuttel, Jr.)

A flight of RB-36s lrom the 72nd Bomb Wing, returningafter a 1955 deployment to Turkey.The aircraft returnedsingularly and rendezvoused near Puerto Rico to lormup and return in formation. Notice the blackened hori-zontal stabilizers...oil from many hours of llying. (Rob-ert M. Cameron)


Remains of 8-368, 44-92079, which crashedinto LakeWorth during a night take off on Sep-tember 15, 1949. Five of the 13 crewmen werekilled. lt was the first crash of a 8-36 resultingin fatalities. Notice the Convair factory in thedistance. (7th Bomb Wing 8-36 Association)

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Two B-36s of the 7th Bomb Wing tossed into each other during the tornado thatstruck Carswell AFB on September 1, 1952. A total of 106 planes were damaged,including some across the f ield at the Convair plant. All B-36s, except one beyondrepair, were back in service by May 11, 1953. (USAF)

64. Convair 8-36

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Not really an accident, but more of an embarassment,RB-36H,51-13730, was tilted back on its tail by a gustol wind while on display at Chanute AFB, lllinoii, inMay 1957.Today,730, after relocation in 1991 to theCastle Air Museum in central California, is back onexhibit surrounded by aircraft contemporary to its era,such as aB-47 and B-52. (George E. Mayer)


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Aerial view of the Fort Worthplant-estimated to be 1953 or1954. Originally built by the U.S.government, the mile-long fac-tory first produced B-24s, thenB-32s for the war effort. 8-36production was to last from1947 through 1954. Over theyears, the plant has seen sev-eral company names, includingConsolidated, Convair, GeneralDynamics Convair Division,Lockheed, and most recently,Lockheed Martin. The 8-36 wasthe largest airplane ever builtat the facility, and the hugebuildings have produced anumber of smaller size militaryplanes, such as the B-58, F-1 1 1 ,

and F-16 built in later years topresent. (San Diego AerospaceMuseum)

66. Convair 8-36

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Being towed at Lindbergh Field atConvair San Diego, RB-36D, 49-2695, has completed maintenancein the SAM-SAC program. Se-quence numbers on the nose indi-cate it is the 119th plane built atFortWorth and the TBth to undergoSAM-SAC mainlenance and equip-ment updating. This particularplane would later be modified intoone of the ten GRB-36s assignedto the 99th Strategic Reconnais-sance Wing. (Convair)

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Dramatic mass flyover ol Carswell B-36s and military paradesequence from Convair-produced documentary lilm, "Target:Peace." lt premiered at the Spreckels Theaier in San Diego onOctober 19,'l949.The film showed the American public the gi-ant 8-36 bomber for the first time and explained its role in help-ing keep the nation at peace. (San Diego Aerospace Museum)

A Photo Chronicle.6T

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68. Convair 8-36

"Star," of the Paramount film, "Strategic Air Command," B-36H, 51-5734. Plane was from the 26th BombSquadron, 11th BombWing. Actually two other B-36s were also painted with number 5734 (for backup) atone time. (USAF)

Opposite: Two views of B-36D, 49-2652, which was going tobe used in the RKO film, "High Frontier"-starring RichardWidmark, Fred MacMurray, Claude Rains and Ann Blyth. Mostof the markings were false, such as the triangle L on the tail(There was no bomb wing identified with the letter L). Althoughthe serial number on the tail lin is accurate, the 001 buzz num-ber does not match. The 18th Air Force emblem on the tail isfictional, and finally, the unit badge on the nose is fake, too.Russian spies must have been confused! (RKO/WalterJefferies)

5734 (in foreground) on the flightline at Carswell AFB, Texas, where most of the8-36 sequences were f ilmed for the 1955 motion picture, "Strategic Air Command."A 7th Bomb Wing 8-36 is being refueled in the background. (Author's collection)


Actor Jimmy Stewart watches Harry Morgan monitor the llight engineer's instruments, whileBarry Sullivan, as co-pilot, reads the check-off list prior to take off.

lhis manner in order lor rhe rail ro cler the top ol tho dooruay. Dellveryol2S2T completed SACg 836 ileel and ended an era. (cen€rat DynamicscoMir)

70. Gonvair 8-36

Almost five years laler,2827 was flown to Amon Carter Field in Fort Worth from BiggsAFB for retirement ceremonies on February 12, 1959. lt was the last SAC 8-36 missionever flown. (General Dynamics Convair)

ONE

WAY{-,:r,

A Photo Chronicle.Tl

smellered down io aluninum ingots. Byea y 1961 they allwere gone. (USAF)

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Flying into the wild blue yonder for a final flight, a B-36J heads north and eastward from Davis Monthan to the AirForce Museum in Dayton, Ohio.The llight took place on April 30, 1959, and was the very last time a 8-36 was everseen or heard in the skies over America and the rest of the World. (Author's collection)

Wasp Malor engine being removed trom a 8-36undergoing reclamation in April 1957 at DavisMonthan. The R-4360s could still be used onother Air Force aircraft, such as the C-124Globemaster. (MASDCiScott Deaver)

72. Convair 8-36

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Model ol proposed commercial trans-port version of the B-36, called ConvairModel 37, like the XC-99, it would usethe same wing, engines, and landinggear of the bomber, but would havehad a double-deck fuselage and tallertail. Pan Am originally ordered 15 air-liners in 1945, but took options on onlythree, linally canceling altogether.Theplane was designed to carry 204 pas-sengers and B tons ol cargo betweenLondon and New York in only ninehours. (Consolidated Aircraft Corpo-ration),t,,,',,1' I

The XC-99 cargo/transport under construction at Convair San Diego's plant in 1947.Thedouble-deck fuselage was built in San Diego, with the wing, engines, and landing gearshipped from Fort Worth. The engines installed were the same 3,000 hp Wasp Majors ason the XB-36. As a troop carrier, the XC-99 was to transport 400 lully combat equippedsoldiers. As a cargo plane, it was designed to carry 100,000 pounds of cargo on its twointerior decks. (San Diego Aerospace Museum)

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A Photo Chronicle.T3

2. DIHEDT.AL

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The XC-99, 43-52436, taking olf from San Diego's Lindbergh Field in December 1947. ltfirst flew, for nearly three hours, on November 24th-piloted by Russell R. Rogers andBeryl Erickson, the XB-36's original pilot. Notice the XC-99 used the same single wheelmain landing gear as the XB and YB-36 prototypes. (Convair)

3-view drawing ol Model 37/XC-99's configuration. Basic dimensions were: wingspan 230ft. (same as the 8-36), fuselage 182 ft. 6 in, luselage height 20 ft. 6 in, height of tail 57 ft. 6in. At the time it was the largest landplane in the world, a contemporary of the HughesFlying Boat-the largest seaplane ever built. Not until the appearance of the C-5A and the747 did the XC-99 shrink a little in size. (San Diego Aerospace Museum)

74. Convair 8-36

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Clean lines of the XC-99 are evident in this photographtaken over the sea off the southem California coast.(Convair)


wllh lhisgear in January 1949. (san Diego Aercspi@ Mlseum)

76. Convair 8-36

Flight deck of the XC-99. An Air Force crew usually was eight men, including two rearscanners to monitor powerplants in llight. Notice position of the llight engineer andlarge center control console that could be reached by him. (Edwards AFB Oflice olHistory)

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The XC-99 near the end of its glorydays in 1955. A radome has beenadded to the nose and white anti-thermal paint to the top ol the noseseclion to reduce heat. During the7,400 hours that the XC-99 wasflown, it broke 21 internationalrecords for cargo-carrying aircralt.Though the XC-99's record was im-pressive, it never achieved a pro-duction contract trom the Air Force.After nearly eight years of serviceoperating out of Kelly AFB, SanAntonio, Texas, the XC-99 was re-tired in March 1957.Today, the XC-99 is stored at Kelly AFB, needingrestoration work and a new mu-seum home. (Author's collection)

: I i : :: i:: ll,,tl. ;iii4,':'l:::'ii1i#

A Photo Chronicle.TT

(san Dleso Aerosp.ce Museum)

The Y8-60 prototype in llight. ltwas, at the time, the largest iet air-plane in the world. Boeing's DashB0 and the XB-52 prototype wereboth smaller in size.Wingspan was206 ft, luselage length 171 ft. andtail height 60 ft. 5 in. Gross weightwas 410,000 lbs, the same as lheB-36J. Only the forward crew com-partment was retained, allowing acrew of live: pilot, co-pilot, naviga-tor, bombardier/radar operator, andradio operator/tail gunner. Bombload was about the same as a 8-36.Convair crews llew theY8-60 some66 hours accumulated in 20Ilights.(Convair)

78. Convair 8-36

program was abruplly canceled on January 20th. Tho perbrmance of lhe YB{o was disappoinling; lop speed was 508 mph, some 100 mph slower lhan lhe B-52. The second YB-60 neverreceived ltg engines and was scrapped withoul ever being llown. Both planes were cut up at Cor 6ir in July 1954. (Edw.rds AFB Ollie of History)

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Nolice the open he y-shielded Ecape h.tch on top ol the cEw compartment. (CoNair/Nrlion.l Atomic MGeum)


Operating mainly over re-mote, unpopulated areas ofNew Mexico and Texas, thereactor never actually pow-ered the NB-36H. A closed-cir-cuit television system moni-tored the reactor and theplane's ten engines in flight.A total of 47 flights were madeby the plane, nicknamed the"Convair Crusader," fromSeptember'17, 1955, to March28, 1957. Notice the circularradiation symbol on the tail,and the air scoop for reactorcooling on each side of therear fuselage. (General Dy-namics Convair)

The NB-36H designation, with the letter "N" prefix, did not stand for "nuclear,', but ratherfor an aircraft permanently modified for test purposes, and after the tests were com-pleted, it would not be returned to its original configuration. Exact disposition of the NB-36H is not known, but it was scrapped in 1957. Rumors of its burial in a Nevada mineshafthave recently surfaced, and the radioactive site is planned to be inspected by the Depart-ment of Energy as part of its cleanup plan. lt will not be studied until after the year 2001due to its low priority. (Convair)

80. Gonvair 8-36

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and rcconnaissance jsrs by having rhem operate as paEsiles lrom 8-36 bombers deslEnaled GRB369. Here GBB-36D 49-2696 loads a BF-84F,51-1847 which was lhe reconnais-

most oten Ende4ou*d wirh the mothershlp afler lake otl. (aclrE)

A Photo Chronicle.Sl

Ten GRB-36Ds with cradle mechanisms to receive RF-B4Ks in llightwere teamed up with 25 RF-84KS from the 91st Strategic Reconnais-sance Squadron at Larson AFB,Washington.The GRB-36Ds were alsobased in Washington at nearby Fairchild AFB with the 99th StrategicReconnaissance Wing. On a typical mission, the GRB-36 carried thefighter out to a 2,810 mile radius and launched the parasite at an alti-tude of 25,000 lt. The RF-84K then could make a high-speed photo run.The parasite could be picked up in mid-air, or while enroute to thetarget area. Night operations were possible, but more risky. (GeneralDynamic Convair)

Close-up ol the retrieving cradle on the prototype GRB-36F, 49-2702. Notice proto-typeYRF-84F,49-2430 modified with a latch-hook and downturned tail surfaces. Onceattached and partially retracted into the modilied bomb bay, the pilot ol a RF-B Kcould climb out of his plane and enter the GRB-36D in llight. He could then changefilm, cameras, reluel, or even use the toilet facilities. However, this teaming arrange-ment ol the 99th SRW and 91st SRS was discontinued after less than a year of opera-tions in mid-1956.Withdrawal of the GR8-36D/RF-84K composite coincided with theintroduction of the Lockheed U-2 spyplane into service. (General Dynamics Convair)

82. Convair 8-36

ProjectTOM-TOM was another approach to the parasite fighter program startedalter FICON had begun. F-84s were to be towed by means of wingtip hook'upattachments. Some of the advantages were: to provide improved penetrationinto a target area; being able to strike multiple targets; and being able to placemore bombs on a single specified target. Shown here is a RF-B4F making a

successful wingtip docking with GR8-36F, 49-2707. However, the inherent dan'ger involved in coupling the two aircraft eventually led to the cancellation ofthe program in 1953. (Convair/Dave Menard)

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Probably the most distinctive feature ol the 8-36 Peacemaker was its mas-sive size, dwarfing all other production aircraft ol its era. Consequently, itwas easy to see why the 8-36 was olten compared in publicity photosposed with a smaller plane to dramatically show olf the Air Force's giantnew bomber. Here in the north yard at Convair Fort Worth, the XB-36 dis-plays its unique nose profile in comparison with a civilian lightplane.Withwings removed, several such lightplanes could easily be accomodated inthe B-36's bomb bays. (David Anderton)

A Photo Ghronicle.S3

,iffi

span ol the c-87 was 110 fi, aboutthe size ot iusl one ol lhe 8-365 huge winqs. (usaF)

84. Convair 8-36

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Another lightplane, looking like a toy, rests under a wingof 9-368, 44-92039, at a 1948 airshow. (David Menard)

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A Photo Chronicle.S5

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Special group photo ol Air Force bombers from the 1930s through the 1950s: a Douglas B-18 "8o1o,"the 8-36 "Peacemaker" dominating the group portrait with a 230 ft. wingspan. (USAF)

a

86. Convair 8-36

9-36 WINGS AND SQUADRONS

sth Strategic Beconnaissance Wing {later Bomb Wing), Travis AFB, California. 42nd Bomb Wing, Loring AFB, Maine.

Squadrons were the 23rd, 31st and 72nd Bomb Squadron. January 9, | 951 , to Squadrons were lhe 69th,70th and 75th Bomb Squadron. April 1,1953toSep-September 30, 1958. tember 15, 1956.

TAIL CODE: CIRCLE X. Circle was 15th Air Force, X identilied the 51h SRWBW IAIL CODE: Notailcode assigned, as lhe code was phased outin 1953.

6th Bomb Wing, Walker AFB, New Mexico. 72nd Strategic Reconnaissance Wing (later Bomb Wing), Ramey AFB, Puerto

Squadrons were the 24th, 39th and 40th Bomb Squadron. August 28, 1952 to Rico.August 27, 1957. Squadrons were the 60th, 73rd and 301st Bomb Squadron. October 27, 1952 toTAIL CODE: TRIANGLE R (unverified). niangle was 8th Air Force, R identified January1,1959.the 6th BW. TAIL CODE: SQUARE F. Square was 2nd Air Force, F identified the 72nd SRW/

BW.

7th Bomb Wing, Carswell AFB, Texas.Squadrons were the gth, 436th and 492nd Bomb Squadron. June 26, 1948 to 92nd BombWing, Fairchild AFB, Washington.

May 30, 1958 Squadrons were the 325th,326th and 327th Bomb Squadron. July 29, 195'1 to

TAIL CODE: TRIANGLE J. Triangle was 8th Air Force, J identified the 7th Bomb March 25, 1956

Wing.

11th Bomb Wing, Carswell AFB, Texas.

TAIL CODE: CIRCLE W. Circle was 15th Air Force, W identified 92nd Bomb Wing.

95th Bomb Wing, Biggs AFB, Texas.

Squadrons were the 26th,42nd and 98lh Bomb Squadon December 1, 1948 to Squadrons were 334th,335th and 336th Bomb Squadron. August31,1953toDecember 13, 1957. February 12,1959.TAIL CODE: TRIANGLE u. Triangle was 8th Air Force, U identifiedthe 11th Bomb TAIL CODE: No tailcode assigned as the code was phased out in 1953.

Wing ggth strategic Reconnaissance wing (later Bomb Wing), Fairchild AFB, washing-

28th Shategic Reconnaissance Wing (later Bomb Wing), Ellsworth AFB, South tonDakota. Squadrons were the 346th, 3471h and 348th Bomb Squadron. August 1 , 1951 to

Squadrons were the 72nd,717th and 718th Bomb Squadron. July 13, 1949 to September4,May 29, 1957. 1956. TAIL CODE: CIRCLE I Circle was 15th Air Force, I identified the 99th SRW/

TAIL CODE:TRIANGLE S. Triangle was 8th Air Force, S identified the 28th SRW BW.

BW.

A Photo Chronicle.ST

Serial numbers

42-1357042-1357144-92004t9202544-92026t9209849-2647/266849-2669t267549-267649-2677t268349-268449-268549-2686/270249-2703t272150-'1064/108250-1 083/1 09750-1 098/1 1 0250-1 103/1 1

'10

51-5699t574251-5743/575651-13717t1374152-1343t136652-1367t139252-2210t222652-2812t2827

TOTAL

Quantity

1

1

22732271

71

1

1719'19

155B

44142524261716

385 aircraft

8.36 SERIAL NUMBERS AND PRODUCTION QUANITIES 8.36 AIRCRAFT LOSSES DUE TOACCIDENTS AND CRASHES

Like all military aircraft, the 8-36 had its share ofaccidents and losses. Normal development problemsand the demand of SAC operations took their toll. Bythe end of the ten year service life of the Peacemaker,32 planes had been destroyed in various mishaps,22of which were flying accidents or crashes. Tragically,176 officers and crewmen lost their lives.

8-36 accidents should not be singled out for spe-cial attention, since other bomber programs that werecontemporary with the 8-36 had their own tragiclosses. Considering the large amount of flying timeaccumulated by the 8-36 during training missions thatcould be 20 to 40 hours in length, the loss rate perhour Jlown was certainly better than average. Most B-36 pilots and crewmen considered the 8-36 a verysafe airplane to fly.

To a large extent, the number of accidents per B-36 unit reflected the length of time the unit was activeand when it began operations. The 7th and 1 1th BombWings at Carswell AFB had the 8-36 for almost a de-cade and were the first units to get the plane, puttingit through its earliest trials. They consequently had agreater share of mishaps. At the other end, the 72ndSRWBW at Ramey AFB in Puerto Rico, active forless than 7 years, only had a single ground accidentloss. Notably, the 99th SRW/BW at Fairchild AFB,active for less than 6 years, was the only wing to neverhave a major accident.

Model

XB-36YB-36B-36AB-36BB-36DB-36FYB-36G8.36FYB 36GB-36FR8-36DRB-36FB-36FB-36HRB-36FRB-36HB-36HR8-36HRB-36HB-36HRB-36HB-36JB-36J

Remarks

PrototypeModified to R8-36E standard.All but 004 modified to RB-36E.

Later redesignated YB-60.

Later redesignated YB-60.

51 -57 12 redesignated N8-36H

88. Convair 8-36

Convoir 8-36 Peocemoker A Photo Chronicle explores the history of the StrotegicAir Commond's biggest bomber thot helped keep the peoce during the eorlyyeors of the Cold Wor, The six-engined 8-36 - loter ten engine - wos the the firstintercontinentol bomber thot could fly ocross continents, hit its torget ond return tobose unrefueled - long o dreom of oir plonners, Presented here through the use ofhistoricol photogrophs is the history of this mognificent oirplone, from its origin justprior to Americo's entry into World Wor ll in 194.l, to its finol doys in

.l959 when its

lost missions were flown, This book will give the reoder o concise overview of thestory of the Peocemoker in the I 94Os- I 950s. A seriol number listing is included, oswell os o list of oll ten 8-36 bomb wings.

A SCHIFFER MILITARY HISTORY BOOK l|]tllflllilllltt]Uffll [iriliuqISBN: 0-?bq3097r-t-9

Convair B-36 Peacemaker a Photo Chronicle

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