Aviation Ancestry - October 2011

Buff: Part IV

By Scott Schwartz

A B-52G in flight; notice the faired over tail gunner’s position. Unlike previous B-52 models, the B-52G’s tail gunner fired his guns by remote control from the forward crew compartment. Also notice the smaller outer wing fuel tanks. (Courtesy of the National Museum of the United States Air Force)With the introduction of surface-to-air missiles (SAMs), a change in tactics was needed. First coming off the production line in 1957, the B-52E was not much different from the venerable “D” model.  However, one of the changes incorporated into the “E” model was the installation of “low-level” Doppler radar. This enabled the B-52E to do something that is hard to imagine possible for such a large aircraft. The B-52 could now fly below hills and mountains in order to evade SAM radar.  Plus, the B-52E could launch AGM-58 “Hound Dog” cruise missiles (with nuclear warheads) – which reduced the aircraft’s exposure to enemy anti-aircraft weapons. 

Intended for the nuclear-deterrent role only, the B-52E was not built in great numbers – a total of one hundred were constructed, and the “E” model was finally retired during 1970 – although a few lingered on as training aircraft.

At first glance, the next B-52 variant looked just like all of the other B-52 models.  However, a closer look at the jet engine pods would reveal a large bulge on the left engine in each pod.  Prior B-52 models were equipped with alternators that were powered by small turbines.  The turbines, in turn, were powered by bleed-air from the engines themselves.  In other words, the alternators were not connected mechanically to the engines.  Enter the B-52F, which first flew in May, 1958.  The B-52F’s alternators were geared to the left engine in each pod – this arrangement was sometimes referred to as the “hard-drive” alternator system. 

These “hard-drive” B-52Fs were the first Stratofortresses to be flown on ARC LIGHT missions, the first of which was flown on June 18, 1965.  To say that this mission was unsuccessful would be an understatement.  Enemy casualties were negligible.  In fact, so few enemy troops were killed, that some speculated that there were no Viet Cong in the target area to begin with. On top of this, two of the B-52s collided with each other in mid-air.  Both crews were killed.  Nevertheless, the B-52Fs were used on ARC LIGHT missions until April, 1966; by then, the “Big Belly” B-52Ds had been deemed ready for action.

By now, it should be apparent to the reader that the B-52 was a constantly evolving aircraft.  Next on the “evolutionary” scale was the B-52G, which differed from the other models in several ways. 

In an effort to lighten the aircraft, nearly eight feet were lopped off the vertical stabilizer.  This saved nearly twelve thousand pounds.  That was only one item.  The wings now became “wet,” meaning that the wings themselves were filled almost completely with fuel. Since there were no separate internal fuel tanks in the wings, fuel capacity was increased by 7500 gallons, and the aircraft’s weight was reduced by another six thousand pounds.  This enabled engineers to reduce the size of the B-52G’s external fuel tanks, which were mounted under the outer wing panels.

The other major change was the elimination of the manned tail turret.  The tail gunner now operated his guns by remote control from the forward crew compartment.  Radar and closed-circuit television were used to aim the tail guns.

Ironically, the B-52G’s combat-loaded gross weight was forty thousand pounds higher (488,000 lbs) than previous B-52 models.  This was due, in large part to the new ejection seat for the “tail” gunner and his new fire control system, new Electronics Counter Measures (ECM) equipment, and the additional wiring and plumbing that was associated with the “Hound Dog” Air Launched Cruise Missile (ALCM).

First coming off the Boeing assembly line in July, 1958, B-52Gs were used on record-breaking flights almost immediately.  One crew flew more than nine thousand miles without refueling in December of 1958.  Roughly one year later, another crew flew ten thousand miles – again without refueling.

Although these record-setting flights demonstrated the B-52G’s incredible range, it should not be forgotten that manned bombers were now vulnerable to attack by surface-to-air missiles.   Hence, the development of “stand-off” weapons such as the GAM-77 “Hound Dog,” which was an early cruise missile.  Its Pratt & Whitney J52 jet engine enabled it to fly at speeds greater than Mach 2, and the B-52G was the first B-52 model that was specifically designed to launch the Hound Dog (which was intended for use against radar facilities and SAM launch sites, although it could be fitted with nuclear warheads for use against strategic targets), as well as the GAM-87A “Skybolt” ballistic missile. 

Because it was designed to air-launch missiles, the B-52G’s internal bomb load was limited.  Still, B-52Gs were used during the Linebacker and Linebacker II operations over Viet Nam, where they flew alongside B-52Ds. 

During July, 1973, crews began flying their B-52Gs home, where they were placed back on nuclear alert status. The B-52Gs remained on nuclear alert until January, 1991.  Trouble was brewing in the Middle Eastern sand, and the B-52Gs were called to action once again – 33 years after the first B-52G came off the Boeing production line.

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Captions:

Photo captions:

“A B-52G in flight; notice the faired over tail gunner’s position.  Unlike previous B-52 models, the B-52G’s tail gunner fired his guns by remote control from the forward crew compartment.  Also notice the smaller outer wing fuel tanks.”

“Alert crew runs toward their B-52G; this aircraft has a “Hound Dog” cruise missile under its wing.  The Mach 2 Hound Dog was intended for use against enemy radar and missile batteries and could also be fitted with nuclear warheads for use against strategic targets.”

Photos courtesy of the National Museum of the United States Air Force.