The USAF’s Air Education and Training Command (AETC) began developing the requirements for a replacement for the Northrop T-38 Talon as early as 2003. Originally, the replacement trainer was expected to enter service around 2020. A fatigue failure of a T-38C killed the two-person crew in 2008 and the USAF advanced the target date of initial operational capability (IOC) to 2017. In the Fiscal 2013 budget proposal, the USAF suggested delaying the initial operating capability to FY2020 with the contract award not expected before FY2016. Shrinking budgets and higher priority modernization projects pushed the IOC of the T-X program winner to “fiscal year 2023 or 2024”. Although the program was left out of the FY 2014 budget entirely, the service still viewed the trainer as a priority.
In cooperation with its Swedish aerospace partner, Saab, Boeing’s submission to the competition was the Boeing T-X, a single-engine advanced jet trainer with a twin tail, tandem seating, and retractable tricycle landing gear. The submitted aircraft and demonstration models featured a General Electric F404 afterburning turbofan engine.
The Boeing T-X jet fighter trainer was developed in partnership with Swedish defense contractor Saab. The partners’ strategy was demonstrating to the Air Force and the US Department of Defense the ability of the “blank sheet” aircraft to compete with off-the-shelf competitors for a contract in terms of quick delivery.
It has twin tails derived from Boeing’s F/A-18 for greater maneuverability and a high angle of attack, stadium seating, an advanced cockpit with embedded training, and the ability to blend with state-of-the-art ground-based training. In addition, it’s billed as being maintenance-friendly in anticipation of decades of service.
Boeing revealed its aircraft to the public on 13 September 2016. The first T-X aircraft flew on 20 December 2016, as BTX-1, on a 55-minute flight. Two protypes were built.
On 27 September 2018, Boeing’s design was officially announced as the USAF’s new advanced jet trainer to replace the T-38 Talon. A total of 351 aircraft and 46 simulators, maintenance training and support are to be supplied at a program cost of US$9.2 billion.
In May 2019, Saab announced that it would open a U.S. manufacturing facility for the T-X in Indiana in partnership with Purdue University.
On 16 September 2019, the USAF officially named the aircraft the “T-7A Red Hawk” as a tribute to the Tuskegee Airmen, who painted their airplanes’ tails red, and to the Curtiss P-40 Warhawk, one of the aircraft flown by the Tuskegee Airmen.
U.S. Air Force publicity photo of the T-7A Red Hawk showing Red Tail livery
Boeing intends to offer an armed version of the T-7 as replacement for aging Northrop F-5 and Dassault/Dornier Alpha Jet fleets around the world.
A second T-X was being ground tested in 2017.
The design officially entered production in February 2021 as T-7A for the U.S. Air Force.
Powerplant: 1 × General Electric F404-GE-103, 11,000 lbf (49 kN) thrust dry, 17,000 lbf (76 kN) with afterburner Crew: 2
Well before the United States entered World War II, the Navy started a program to develop a long-range flying boat, able to cover the vast expanse of the Pacific Ocean. The Model 344 design offered by Boeing was chosen, and a contract for 57 aircraft was awarded on 29 June 1940.
To build the large twin-engined XPBB-1 Sea Ranger (Boeing 344) flying boat Patrol Bomber prototype, Boeing started construction of a new lakeside factory in Renton, Washington, that was owned by the US Navy. The Navy owned 95 acres (38 hectares) on the south shore of Lake Washington in Renton, Wash. The waterfront site provided natural protection from prevailing winds, so it was easier to launch seaplanes directly from the plant. However, the prototype was constructed mostly in Seattle, and was moved to Renton only to be completed.
To achieve the desired long range, the PBB became a large aircraft, with a wing span of 139 feet 8½ inches (42.59 m) and a crew of 10. Despite this size, it was powered by just two Wright R-3350 Duplex Cyclone radial engines, driving three-bladed Curtiss Electric propellers. It was the largest twin-engined flying boat flown during World War II. For a flying boat, the PBB was aerodynamically clean, with a cantilever wing set high on the fuselage. The planing bottom had a single step, and the non-retractable outrigger floats were attached to streamlined, cantilever struts. The lower hull was divided in seven watertight compartments, and a short upper deck provided seating for the cockpit crew. The wing of the PBB was constructed in a centre section and two outer panels. The centre section carried the engine nacelles and contained the internal bomb bays, as well as fuel and oil tanks. The outer wing panels contained main and auxiliary, integral fuel tanks.
The defensive armament of the PBB consisted of five powered turrets equipped with Browning .50 M2 machine guns. They were installed in the nose, in the tail, on the upper fuselage just aft of the trailing edge of the wing, and in two waist positions on the rear fuselage. Except for the waist guns, the turrets had two guns each. Offensive armament could consist of up to 20,000 lb of bombs in internal bomb bays in the wing centre section (five bays on each side) or of two Mk.13 or Mk.15 torpedoes slung under the wing centre section.
The 1710 US gallon auxiliary outer and 1565 US gallon inner fuel tanks were intended to be used only in an overload condition, in which the PBB would use catapult-assisted take off to achieve a theoretical range of 11000 miles (17700 km). Normal range using the main fuel tanks was 4245 miles (6830 km).
The PBB was the first aircraft of the Patrol Bomber category built by Boeing for the Navy.
In March 1941 the Navy’s Bureau of Aeronautics asked the Naval Aircraft Factory for a catapult able to launch a PBB-1. The NAF duly prepared a design for a Mark VII catapult that would be able to launch a fifty-ton PBB-1 at a speed of 130 miles per hour. The catapult would be installed on a lighter, so that the flying boat could be lifted onto it with a large crane or hydraulic jacks. However, in the summer of 1942, while development of the Mk.VII catapult was still ongoing, the Navy cancelled the project because it considered JATO assistance at take-off more practical.
The prototype, designated XPBB-1 (hull number 3144), made its first flight on 9 July 1942 from Lake Washington. The aircraft handled very well and was considered technically successful.
The Boeing 25-year tradition of building seaplanes came to an end when the Lone Ranger flew out of Renton for the last time on Oct. 25, 1943, heading for the Navy base in San Diego, Calif.
However, already in 1942 the PBB programme had been cancelled: The need for a long-range flying boat had been reduced by the ability of land planes such as the Consolidated PB4Y to fly long-range missions over the ocean, and construction of a small number of PBB-1s would have a negative impact on the production rate of the B-29. The Navy allowed the Army to use the Renton factory for the production of B-29 bombers, in return for the use of another factory in Kansas.
The single XPBB-1 was handed over to US Navy in 1943, and was used in trials programmes at the naval base in San Diego until 1947, when it was finally retired to the Norfolk Naval Air Station in Virginia. It remained the single example of the type, and was accordingly nicknamed “Lone Ranger”.
The Navy traded the Renton site with the U.S. Army for a plant in Kansas City, Mo., and the Army took over the Renton plant, where Boeing workers subsequently produced 1,119 B-29 bombers. After the war, the Renton plant eventually became a manufacturing facility for Boeing commercial jet transports.
XPBB-1 Sea Ranger Engines: 2 × Wright R-3350-8 Double Cyclone, 2,300 hp (1,716 kW) Wingspan: 139 ft 8½ in (42.59 m) Wing area: 1,826 ft² (169.7 m²) Length: 94 ft 9 in (28.89 m) Height: 34 ft 2 in (10.42 m) Empty weight: 41,531 lb (18,878 kg) Loaded weight: 62,006 lb (28,185 kg) Max. takeoff weight: 101,130 lb (45,968 kg) Maximum speed: 186 knots (214 mph, 345 km/h) at sea level Cruising speed: 158 mph / 254 km / h Range: 6,300 mi (5,500 nm, 10,000 km) (maximum) Normal range: 3,691 NM, (4,245 mi, 6,834 km) Service ceiling: 22,400 ft (6,830 m) Rate of climb: 980 ft/min (4.98 m/s) Endurance: 72 hr Wing loading: 34.0 lb/ft² (166 kg/m²) Power/mass: 0.15 hp/lb (0.24 kW/kg) Armament: 8 × .50 in (12.7 mm) machine guns in bow and tail turrets and waist positions Bombload: 20,000 lb (9,100 kg) Crew: 10
The Boeing Bird of Prey was a black project tested at the top secret Groom Lake facility. The Bird of Prey, named after the Klingon one in Star Trek, was a stealth technology demonstrator. Developed by the McDonnell Douglas Phantom Works (which later became part of Boeing), only one Bird of Prey technology demonstrator was built, taking to the air in the fall of 1996.
Funded entirely by the company, Bird of Prey was a relatively low cost programme at $67 million, utilising off-the-shelf components. To keep expenses down, the Aircraft used a Pratt & Whitney JT15D which is commonly found in Citation Jets and the Beechjet. It is speculated that the aircraft tested active camouflage, the ability to match the local environment, changing colour and luminosity. Cloaking! Another reason to reference Star Trek. Despite its radical appearance, the aircraft was aerodynamically stable enough to use manual hydraulic controls rather than fly-by-wire, reducing both development time and cost.
The aircraft made 39 flights before the programme’s conclusion in 1999, helping develop technologies since used on Boeing’s X-45 and X-47 unmanned combat air vehicles.
After the programme’s conclusion, Bird of Prey was stored in Dyson’s Dock for three years before being declassified in October 2002. In October 2002 Boeing revealed the existence of the Bird of Prey.
The sole Bird of Prey can be found at the Museum of the United States Air Force in Dayton Ohio.
Boeing, in a joint project with the Defense Advanced Research Projects Agency, had begun testing its revolutionary new canard rotor/wing aircraft, known as the X 50A Dragonfly, making the aircraft’s first hover flight by 2004. It is designed to combine the speed and range of a fixed wing aircraft with the flexibility of a helicopter. Its rotor is designed to be used for take off and landing, while in flight it stops and is used as a fixed wing. The aircraft is 17.7 feet long and 6.5 feet high and weighs 1460 pounds. The rotor/wing diameter is 12 feet. It also has a fixed canard measuring 8.9 feet in span and an 8.1 foot span horizontal tail and is propelled by a conventional turbofan engine.
The X-32 STOVL (Short Take-Off and Vertical Landing) technology demonstrator was the Boeing Company’s response to the Department of Defense’s “Joint Strike Fighter Program” beginning in 1994. Boeing’s Joint Strike Fighter (JSF) demonstrator, the X-32A carries its weapons internally in side bays.
The X-32B achieving the first vertical landings following transition from conventional to STOVL flight. The X-32 competed – and failed – against the Lockheed submission, which went on to become the F-35.
Boeing X 32 Joint Strike Fighter Engine: General Electric YF 120 FX, 176580 N Length: 46.916 ft / 14.3 m Height: 13.123 ft / 4.0 m Wingspan: 36.089 ft / 11.0 m Wing area: 538.2 sq.ft / 50.0 sq.m Weight empty: 19999.4 lb / 9070.0 kg Crew: 1 Armament: 1x MG 27mm Mauser, max. 7700kg
Boeing X-32A Engine(s): 2 x Pratt & Whitney F135 turbofan, up to 35,000lbs thrust. Length: 50.75ft (15.47m) Width: 35.99ft (10.97m) Height: 17.32ft (5.28m) Maximum Take-Off Weight:37,920lbs (17,200kg) Maximum Range: 979miles (1,575km) Service Ceiling: 50,000ft (15,240m; 9.5miles) Armament: 1 x 20mm M61A-2 cannon OR 1 x 27mm Mauser BK-27 cannon Maximum external load: 15,000lbs approx. Seats: 1
Originally developed by Flight Concepts, the Skyfox twin-turbofan advanced trainer was developed and marketed by the Boeing Military Airplane Company, which holds an exclusive production licence for the aircraft. More than 700 active T-33s, of which the Skyfox is a remanufacture, have been iden¬tified by Boeing, and at least 200 are seen as potential subjects for conversion.
Skyfox N221SF first flew on August 23, 1983, piloted by Skip Holm or Tony LeVier, and has two externally mounted 16.4kN thrust Garrett TFE731 engines in place of the T-33’s single 20.5kN J33 turbojet. The forward fuselage is reprofiled in the absence of air intakes and faired into enlarged leading edge root extensions. Winglets are fitted in place of the T-33’s tip tanks, and internal fuel capacity is increased to compensate. A redesigned, enlarged empennage is fitted. The tandem cockpit is updated with modern avionics, equipment, and Stencel ejection seats. The resulting aircraft retains 70 per cent of the T-33’s original structure, including the wing and landing gear.
The rights to the Skyfox transferred to Boeing as Boeing Skyfox. The registration was cancelled in 1997.
Gemini Engine: 2 x Garrett TFE731-3A, 3700 lb Installed thrust: 33 kN. Span: 11.8 m / 37’10” Length: 14 m / 44’0″ Empty wt: 4665 kg. MTOW: 9070 kg. Warload: 2720 kg. Max speed: 935 kph. Initial ROC: 3050 m / min. Ceiling: 15,240 m / 50,000′ T/O run (to 15m): 670 m. Ldg run (from 15m): 1097 m. Fuel internal: 2950 lt. Range: 5560 km. Hardpoints: 4 Seats: 2
The requirement for an Airborne Warning And Control System (AWACS) aircraft was outlined by the US Air Force in 1963, at which time it was envisaged that a force of up to 64 of these specially-equipped aircraft would be needed. Economic considerations have made it necessary to reduce considerably the number of aircraft to be acquired initially. The resulting Boeing E-3A Sentry is essentially a flexible, jamming-resistant, mobile and survivable radar station, plus a command, communications and control centre, all contained within the airframe of a Boeing 707. In addition to its long-range high- or low-level surveillance capability, an AWACS aircraft can provide all-weather identification and tracking over all kinds of terrain, and the 22nd and subsequent aircraft also have a maritime surveillance capability. Boeing was the successful one of two contenders for the supply of an AWACS aircraft, being awarded a contract on 23 July 1970 to provide two prototypes under the designation EC-137D. The company’s proposed AWACS was based on the airframe of the Boeing Model 707-320B commercial transport, and the prototypes were modified in the first place to carry out comparative trials between the prototype downward-looking surveillance radars designed by the Hughes Aircraft company and Westinghouse Electric Corporation. These tests continued into the autumn of 1972, and on 5 October the USAF announced that Westinghouse had been selected as prime contractor for the advanced radar that was to be the essential core of the AWACS. This has the task of seeking and identifying low-flying targets at ranges as great as 370km, and in the case of high-altitude attack at even greater ranges.
Very little modification of the basic 707-320B airframe was needed to make it suitable for the new role. An external, large rotodome assembly carried on two wide-chord streamlined struts are secured to the upper rear fuselage. The remainder of the essential avionics antennae are housed within the wings, fuselage, fin and tailplane. New engine pylon fairings are provided for the more powerful turbofan engines of the pre-production EC-137Ds, and of the production aircraft which were designated E-3A and given the name Sentry. Internal modifications included strengthening of the cabin floor, provision of MPC (multi-purpose console) and other equipment bays, and addition of a crew rest area. Basic operations require a flight crew of four plus 13 AWACS specialist officers, but this number can vary for defence and tactical missions, and other personnel can be carried for systems management and radar maintenance.
Liquid cooling protects the radar transmitter, housed in the aft cargo hold, and a conventional air-cycle and ram-air environmental control system provides for crew comfort and the safe operation of other avionics equipment. Electrical power is supplied by generators with a combined output of 600 kVA. The over-fuselage rotodome is 9.14m in diameter and has a maximum depth of 1.83m. This incorporates the AN/APY-1 surveillance radar and IFF/TADIL C antennae. During operational use the rotodome is driven hydraulically at 6 rpm, but in non-operational flight is rotated at one twenty-fourth of this speed to ensure that low temperatures do not cause the bearing lubricant to congeal and prevent normal operation when required.
The Westinghouse radar, installed first in the 22nd Sentry, and scheduled to be updated in earlier aircraft, can function as a pulse and/or pulse-Doppler radar, and is operable in six different modes. The data processing capability of the first 23 E-3As is provided by an IBM 4 Pi CC-1 high-speed computer. It has a processing speed of some 740,000 operations per second, main memory capacity of 114,688 words, and a mass memory of 802,816 words. The IBM CC-2 computer, introduced on the 24th production aircraft, has a main memory capacity of 665,360 words. Also introduced on this aircraft is the newly-developed Joint Tactical Information Distribution System (JTIDS). This provides a high-speed secure communications channel for up to 98,000 users, and one that is less vulnerable to jamming.
The first Boeing E 3A Sentry aircraft was delivered to USAF Tactical Air Command’s 552nd Airborne Warning and Control Wing at Tinker AFB, Oklahoma, in March 1977, while the Nato fleet was delivered between January 1982 and April 1985. Saudi Arabian E3 Peace Sentinel AWACS and KE-3A tankers are powered by CFM-56 turbofans, and were delivered from late August 1986. The US/Nato Standard E-3A features a radar modified to track ships, a faster central computer with expanded memory, and improved communications equipment, including JT1DS. Ten USAF Standard E-3As are being upgraded to E-3C configuration by the addition of five more consoles and extra communications systems. The conversion of 24 early production USAF Core E-3As to E-3B standard covers the upgrade of communications equipment, including the installation of JTIDS and the fitting of extra consoles and a US/Nato Standard computer. Hardpoints for chaff/flare dispensers are also being fitted. The first E-3B conversion was delivered in July 1984. A force of 18 generally similar aircraft was acquired by NATO. Initial deliveries of NATO’s operational E-3As, which are based at Geilenkirchen, West Germany, were made during 1982. They differ from their USAF counterparts by comparatively minor changes in installed avionics to meet NATO communications requirements. They also introduced underwing hardpoints to carry self-defence weapons, but these mountings can be used optionally to carry ECM pods. The Sentry has also been sold to France and the United Kingdom, all export aircraft being powered by CFM56 high bypass ratio turbofans.
Flying for the first time on 27 June 1990 after leaving the Renton assembly line in April, was the first E-3F Sentry AWAC for the Armee de l’Air.
E-3A Sentry Engine : Pratt&Whitney TF33-PW-100 / 100A, 21,000 lb (9525 kgp) Length : 152 ft 11 in / 46.61 m Height : 42.421 ft / 12.93 m Wingspan : 145 ft 9 in / 44.42 m Wing area : 3050.518 sq.ft / 283.4 sq.m Max take off weight : 325061.1 lb / 147420.0 kg Weight empty : 170027.6 lb / 77110.0 kg Max. speed : 545 kt / 1010 km/h Cruising speed : 478 kt / 886 km/h Ceiling: 8840 m / 29000 ft Wing load : 106.6 lb/sq.ft / 520.0 kg/sq.m Range : 5940 nm / 11000 km Crew : 3 + 14
E-3A Sentry Engine: 4 x CFM56-2 turbofan. Installed thrust: 392.6 kN. Span: 44.4 m. Length: 46.6 m. Wing area: 511 sq.m. Empty wt: 78,000 kg. MTOW: 147,400 kg. Max speed: 855 kph. Ceiling: 12,000 m. T/O run: 2450 m. Ldg run: 1130 m. Fuel internal: 90,800 lt. Range: 1600 km. Endurance: 6 hr on station. Air refuel: Yes.
At company board meeting on 22 April 1952 that meeting voted to go ahead and use company money ($20,000,000) — more than the company had – to fly a prototype jet transport. Actually called the 367-80, this air¬craft was rolled out on 15 May 1954 and first flew on 15 July 1954. Despite its size and speed it had manual flight controls, in all respects the 367-80 proved to be excellent. The Boeing 367-80, the first American turbojet airliner, was unique in having a wing sweep¬back of 35 degrees, and four engines suspended in pods below the wings.
Boeing 367-80
In October 1954 an order came through for 29 KC-135 Stratotankers, based on the 367-80. These were allocated the designation KC-135A, and the first of them made its initial flight on 31 August 1956; 10 months later, on 28 June 1957, the first was delivered to Castle AFB, California.
The KC-135 featured tanking equipment and an all-Boeing powered boom. Fuel was carried in the belly and wings and power was generated by use of four J57 powerplants. The system was generally crewed by three personnel though additions could be made when mission-specific (5 are utilized in the MEDEVAC role for instance).
KC-135R Stratotanker
This military version of the Model 367-80 is identified as the Boeing Model 717: it differs primarily from the later Model 707 by having a smaller-diameter fuselage, deletion of cabin windows, reduced size and weight, and accommodation for 80 passengers or an equivalent weight of cargo on the main deck. All equipment for the tanker role is carried on the lower deck, or normal cargo area, and includes the pivoted ‘Flying Boom’ refuelling gear. This was modified subsequently by the provision of an adaptor to allow for probe-and-drogue refuelling of Tactical Air Command and US Navy/Marine Corps aircraft. Power is provided by four 6123kg thrust Pratt & Whitney J57-P-59W turbojets.
Boeing EC-135C Looking Glass
The Model 717 Stratolifter family differs from the foregoing by being equipped specifically to serve as long-range transports. These have the refuelling boom deleted, but there is a structural similarity between these two basic tanker/lifter types, with interior changes in the latter providing accommodation for up to 126 troops, or 44 stretchers plus 54 sitting casualties. Galley and toilet facilities are provided at the rear of the cabin, and provision is made for an alternative all-freight role. The initial version was the C-135A with turbojet engines, first flown on 19 May 1961, and delivered to MATS on 8 June 1961 to become the USAF’s first strategic jet transport.
In 1964 the Strategic Air Command’s C-135A command post aircraft were being modified for inflight refuelling to etend flight duration beyond the 8 hr 30 min available. The C-135B’s were t be fitted with refuelling equipment on the production line.
Some three dozen KC-135 Stratotankers (first flown on 31 August 1956) or C-135B transports have been modified to serve the USAF and other government agencies in specialised reconnaissance roles.
The USAF plans to re-engine some 630 KC-135A tankers with fuel-efficient CFM-56 turbofans, under the designation KC-135R. The programme began in 1983, and is due to run until 1995. The prototype conversion flew on August 4, 1982, and production deliveries started in 1984. KC-135Rs are expected to remain in service until 2020 at least, probably with further avionics updates later. Eleven French Air Force KC-135Fs are also being retrofitted with CFM-56s as KC-135FRs. The first was delivered in August 1985. Ten KC-135As were modified to EC-135K standard as airborne relay aircraft. Under a separate programme, 104 Air National Guard KC-135s, together with 24 Air Force Reserve and 23 special-mission aircraft, are being re-engined with JT-3D turbofans acquired from retired airline Boeing 707s, and are known as KC-135Es (in tanker configuration). The first was completed in July 1982. Four RC-135As were camera-equipped for photo-mapping, but most of the RC variants, including RC-135C, RC-135D, RC-l35E, RC-135M, RC-135S, RC-135T, RC-135U, RC-135V, RC-135W and RC-135X, carry nose-mounted and side-looking radars and other sensors. Some RC variants have the original 13,750 lb st (6 237 kgp) Pratt & Whitney J57-P-59W turbojets; others have been converted to have 18,000 lb st (8 165 kgp) TF33-P-9 turbofans.
In 1967 eight standard Boeing C 135s were converted by Douglas Aircraft Company to ARIA (Apollo Range Instrumented Aircraft) EC 135Ns. Each aircraft carries inside its bulbous nose a dish shaped radar antenna to track spacecraft and lock on to them for the transmission and reception of radio messages and data telemetry between the NASA Manned Space Flight Centre at Houston, Texas, and the Apollo programme. The 707 has also been operated by the US military as the VC-135. The Navy received congressional approval to modify two Boeing NKC-135s into electronic warfare aircraft to be used for electronic warfare training of the fleet. Boeing KC/C-135 The RC 135W is derived from the RC 135M, and differs from the RC 135V in having turbofan engines. Equipment wise it is similar to the “V”, but it has a longer SLAR cheek, which cuts into the crew door area rather than stopping short of it. Also, a pair of viewing ports have been added to the overwing hatch on the RC-135W. The “V” features additional airconditioning intakes on the engine pylons. The Republic of Singapore Air Force took delivery of the first of four KC-135R Stratotankers on 10 September 1999. The former USAF KC-135A was withdrawn from ARMARC and updated with CFM56 engines and a Boeing developed multi-point refuelling system. It has bith the normal KC-135 refuelling boom and hose together with hose and drogue units under each wing.
In 1963 French KC-135 crews were being trained by SAC’s 93rd Bomb Wing at Castle AFB, California, at a rate of one four-man crew each month. France had bought 12 KC-135F which, along with crew training program, was paid under US Military assistance sales project. Training was to be completed by February 1964.
ERV-94 of the French Air Force at Istres received the last of 11 C-135FRs on 13 April 1988, serial CI (12737). Boeing converted these and equipped them with new CFM turbofans.
C-135FR serial CI (12737) on 13 April 1988
Two modified KC-135As are used by the US Federal Aviation Administration (FAA) to check navigation aids throughout the United States.
367-80 Engines: 4 x Pratt & Whitney J-57-P, 9500 lb Wingspan: 130 ft Wing area: 2400 sq.ft Length: 127 ft 10 in Height: 38 ft 3 in Empty weight: 88,890 lb Loaded weight: 190,000 lb Max speed: 630 mph Max cruise: 550 mph at 35,000 ft
KC-135A Engines: 4 x Pratt & Whitney J57-P-59W turbojet, 13,750 lb. Wing span: 130 ft 10 in (39.88m). Length: 136 ft 3 in (41.53m). Wing area: 2433 sq.ft (226.06sq.m). Max wt: 297,000 lb (134,715 kg). Typical cruise: 532 mph @ 45,000 ft. Endurance: 5.5 hr.
C-135R Engines: 4 x CFM56.
KC-135R Stratotanker Engines: 4 x CFM F108 turbofan, 22,000lb Length: 136.25ft (41.53m) Wingspan: 130.84ft (39.88m) Height: 41.67ft (12.70m) Empty Weight: 106,307lbs (48,220kg) Maximum Take-Off Weight: 322,503lbs (146,285kg) Maximum Speed: 610mph (982kmh; 530kts) Maximum Range: 2,880miles (4,635km) Rate-of-Climb: 1,290ft/min (393m/min) Service Ceiling: 41,719ft (12,716m) Accommodation: 3
RC-135M
RC-135V
RC-135W
Engines: 4 x P+W TF-33-P-5 Take-off weight: 125000 kg / 275579 lb Empty weight: 47000 kg / 103618 lb Wingspan: 39.9 m / 130 ft 11 in Length: 41.0 m / 134 ft 6 in Height: 11.7 m / 38 ft 5 in Wing area: 226.0 sq.m / 2432.64 sq ft Max. speed: 970 km/h / 603 mph Cruise speed: 650 km/h / 404 mph Ceiling: 10700 m / 35100 ft Range w/max.fuel: 14800 km / 9197 miles Range w/max.payload: 4900 km / 3045 miles Crew: 4-5 Passengers: 126
In 1971 the USAF began to put together the specification of a new transport as a possible replacement for its fleet of Lockheed C-130 Hercules aircraft. In early 1972 requests for proposals were sent out to nine US manufacturers, and those of the Boeing Company and McDonnell Douglas Corporation were selected for competitive evaluation under the respective designations YC-14 and YC-15. The Boeing Model 953 design for STOL performance was based on the use of a supercritical wing, developed by NASA from the wind-tunnel research of Dr Richard Whitcomb, which provides highly efficient performance from the wing at high subsonic speeds. To this wing Boeing added an advanced wing upper-surface blowing concept, mounting the twin engines above the wing so that their efflux was exhausted over the wing. With the wing’s leading-edge and Coanda-type trailing-edge flaps extended, the high-speed airflow from the engines tended to cling to the upper surface of the wing/flap system, and was thus directed downwards to provide powered lift.
Designed to carry 27,000 pounds of cargo in and out of short, unimproved airfields, the Boeing YC 14 is powered by two shoulder mounted GE CF6 50 engines The Boeing YC 14 prototype (72-1873) for competitive evaluation against the McDonnell Douglas YC-15 was flown for the first time on 9 August 1976. Maximum payload was 150 troops or 36,742kg of freight in conventional operations, while for STOL operations from an airfield of less than 572m the payload was still a useful 12,247kg. At the completion of testing, in the late summer of 1977, the YC-14 prototype was returned to Boeing for continuing development, if the company so wished, but no further government funding for development or procurement was forthcoming. Boeing’s YC-14 program was aborted after 600 hours of flight testing with two prototypes.
Engines: 2 x GE CF 6-50D, 226.9kN Take-off weight: 97977 kg / 216003 lb Empty weight: 54000 kg / 119050 lb Wingspan: 39.3 m / 128 ft 11 in Length: 40.1 m / 131 ft 7 in Height: 14.7 m / 48 ft 3 in Wing area: 163.7 sq.m / 1762.05 sq ft Cruise speed: 750 km/h / 466 mph Range w/max.fuel: 740 km / 460 miles Crew: 2-3
Origins of the B-52 stemmed from a specification issued through the Air Material Command (AMC) on November 23rd, 1945, calling for a long-range, intercontinental, high-altitude strategic bomber. Specifications included an operating radius of 4,340 nautical miles, a speed of 260 knots at altitude of 43,000 feet, and a bombload capacity of 10,000 pounds. In February of 1946, the Boeing Aircraft Company, Consolidated Aircraft Corporation and the Glenn L. Martin Company all responded. Boeing’s team devised the Model 462 as a straight-wing, multi-engine design powered by 6 x Wright T35 Typhoon turboprop engines rated at 5,500shp each. On June 5th, 1946, Model 462 was selected and designated XB-52. A full-scale mockup contract was then awarded.
By now, the USAAF was already looking beyond the qualities of the Model 462, fearing that the aircraft was already rendered obsolete in its conventional design approach and could never reach the intended goals of the original specification – especially in terms of its range. As such, the USAAF cancelled their contract with Boeing and the Model 462 was dead.
Boeing chief engineer Ed Wells took the Model 462 and evolved a pair of smaller concepts with four turboprops each appearing in their respective 464-16 and 464-17 forms. Essentially, the 464-16 was a short-range bomber made to carry a greater bombload while the 464-17 was a long-range bomber made to carry a smaller bombload. Neither idea stuck with the USAAF as a replacement for the B-36 though interest did center on the 464-17 design. Several more concepts were developed but interest on the part of the Air Force was waning. The Model 464-29 appeared, complete with swept-back wings at 20 degrees and fitting 4 x Pratt & Whitney turboprop engines. Again, this concept failed to answer the key points of the specification which, by now, was ever-changing to include increased performance specs along with long range.
The Model 464-35 was another Boeing design team proposal fitting 4 x turboprop engines with contra-rotating propellers. Wing sweep was increased moreso than previous attempts, beginning to define the look of the Stratofortress. With in-flight refueling becoming more of a USAF operational norm, the design team now had some leeway in the overall size of their aircraft. Events in Europe in the latter part of the 1940’s pushed the XB-52 project forward, rewarding the Boeing Company with a hard-earned contract for a single mock-up and at least two flyable prototypes.
Upon a visit to Wright-Patterson AFB by the Boeing design team, it was learned that the USAF was now more interested in a jet-powered solution, seeing it as the only way to achieve the desired performance specs it required of the XB-52. In the course of a single weekend in a Dayton hotel room Ed Wells company set to work on new ideas for a Monday morning presentation. The resulting design combined elements of their Model 464-35 design with a four-engine, jet-powered medium bomber concept that had been brought along. The new aircraft became an eight-engine, Pratt & Whitney JT3 jet-powered heavy bomber with 35-degree swept wings. A small balsa wood model was constructed to further develop the idea and accompanied a detailed Model 464-49 design document of some 33 pages. The weekend effort paid off for Boeing as the USAF became greatly interested in the aircraft after Monday morning. The design was revised into the Model 464-67 and accepted for construction as two prototypes.
Eight engines were installed in twin pods hung under the 35 degree swept wing, and other unusual features included a vertical tail able to fold sideways to enter a hangar, wingtips that moved downwards 2.5 m (8 ft) as the wing tanks were filled, and four twin wheel landing trucks which can be swivelled for cross wind landings.
An XB-52 production contract reached Boeing executives on February 14th, 1951. The contract called for 13 B-52A models. The XB-52 became the first prototype constructed and this was followed by the YB-52. The YB-52 received this evaluation due to the funding coming from the Air Force’s Logistics Command.
The YB-52 beat the XB-52 to flight testing on March 15th, 1952. The XB-52 was rolled out on November 29th, 1951, under the cover of night for secrecy’s sake but a pneumatic system failure caused enough damage to the wing trailing edge for the aircraft to be rolled back inside for lengthy repairs. As such, the YB-52 achieved its first flight on April 15th, 1952 and did not experience any major setbacks. The XB-52 finally got airborne on October 2nd, 1952. Both the XB-52 and the YB-52 featured tandem seating cockpits with upward firing ejection seats.
B-52A
Only 3 B-52A’s built and the B-52B and RB-52B were in large-scale production for the U.S.A.F. in 1955. Both were equipped for flight refuelling. From the original order of 13 B-52A’s, ten were later earmarked for production as B-52B models. Compared to the twin prototypes, the three B-52A’s now featured the more conventional side-by-side cockpit seating arrangement in a revised forward fuselage along with the tail armament of 4 x 12.7mm Browning M3 machine guns. A distinguishing feature of A-models to B-models was the lack of a fully operational avionics suite. These aircraft were fitted with Pratt & Whitney J57-9W engines of 10,000lbf thrust each. The split-level cockpit featured seating for three on the upper deck and seating for two in the lower. The lower occupants were given downward-firing ejection seats. The tail gunner was removed from the rest of the crew and seated in his rear-facing turret station sans any type of ejection seat though the tail system could be ejected in the event of an accident. An unpressurized crawlspace was his only link to the front of the aircraft. In-flight refueling was accomplished via a boom connection above and behind the main flight deck. Other key additions included wing-mounted external fuel tanks to increase range and decrease “wing-flexing” across the span. Water injection was introduced to the J57 to assist in take-off. The two prototypes lacked the side-by-side cockpit seating arrangement and the in-flight refueling arrangement of the A-models and seating for the third upper deck crewmember (Electronic Warfare Officer – EWO). NB-52A – aka “The High and Mighty One” – was developed from the third B-52A flight test model. This aircraft (s/n 52-0003) was modified to act as the mothership in the launching of the experimental North American X-15 aircraft. NB-52B went on to become the longest flying B-52B airframe, ultimately seeing retirement in 2004.
By 1958 weight had increased, engines were rated at 5080 or 6124 kg (11,200 or 13500 lb) thrust with water injection, and new nav/bombing systems were fitted. While original B-52’s featured a 4 x 12.7mm collection of Browning M3 heavy machine guns in a rear turret, later production models switched over to a remote-controlled 1 x 20mm M61 cannon for self-defense. The tail armament was altogether removed in more modern Stratofortress forms with the onset of the missile age. However, it should noted that at least 2 Mikoyan-Gurevich MiG-21 “Fishbed” aircraft were destroyed in the Vietnam War by the tail gunner, with these aircraft kills credited to SSgt Samuel O. Turner and A1C Albert E. Moore – both kills achieved just days apart in December of 1972 from B-52D’s. In B-52D models the tail gunner externally accessed the rear portion of the aircraft via an entry hatch. In the revised G-models, the gunner was allocated to the main crew cabin (complete with an ejection seat fitted to the upper flight deck and facing aft with the ECM operator) and operated the tail gun via the AGS-15 Fire Control System and radar.
The B-52B was, in actuality, the first true Stratofortress production model and was already in development while the previous aircraft forms were being refined. They more essentially A-models with fully operational avionics suites and Pratt & Whitney J57-P-29W, J57-P-29WA or J57-P-19W series engines all rated at 10,500lbf thrust. The J57-P-19W’s were differentiated by having their compressor blades made of titanium instead of steel. First flight of these aircraft was achieved in December of 1954. B-models were the first model in the series to achieve operational service on June 29th in 1955, this occurring with the 93rd Bombardment Wing (themselves achieving operational status on March 12th, 1956) of the United States Air Force and coming in the form of an RB-52B reconnaissance model. The defensive tail armament remained the 4 x 12.7mm machine gun mounts for a time though some 16 B-52B and 18 RB-52B models were fitted with a more potent 2 x M24A-1 20mm cannon array and an different fire control system. When this proved ineffective, the final production B-52B’s reverted back to the 4 x 12.7mm formation.
The B-52B was tested with atomic weapons on May 21st, 1956 – dropping a four megaton Mark 15 “Zombie” hydrogen bomb on the Bikini Atoll. Fifty B-52B models were produced in whole, with 27 of these being modified as special RB-52’s. RB-52’s represented reconnaissance-capable B-52B production models. These aircraft sported a crew of eight personnel and were fitted to accept specialized reconnaissance equipment in the form of a 300lb pod in their bomb bays, 40 ft fuel tanks in the wingtips, and up-rated J57 engines.
RB-52B
B-model combat load performance netted a top speed of 628 miles per hour with a service ceiling of 47,300 feet. The operational radius was equal to 3,576 miles.
The B-52C first flew on March 9, 1956 and officially came online in June of 1956 with 35 of the type seeing delivery. B-52C’s arrived with increased range thanks to improved fuel capacity made possible through larger external tanks. They were similar to B-models and operated with the same engine series. As this was the Cold War and the use of B-52’s in an all-out nuclear strike seemed all but imminent, the underside fuselage of B-52C models were painted over in an all-white scheme in an effort to reflect the thermal radiation inherent in a nuclear-induced explosion while their “tops” remained a natural metal finish. B-52B models were retrofitted with this white underside scheme. Bombloads for C-models topped 24,000lbs. B-52C’s were also reconnaissance capable though the RB-52C designation was never truly adopted for the type. Production of all C-models lasted through 1956.
B-52C
On December 7, 1955, the first B-52 built at the Wichita Division of Boeing was rolled out. This was the second source of supply.
The B-52D became the first definitive high-quantity production Stratofortress ultimately produced in 170 examples and achieving first flight on May 14th, 1956. D-models entered service in December of 1956 as dedicated long-range bombers and, unlike previous Stratofortress offerings, these aircraft would not feature the ability to carry the reconnaissance pod so there were no RB-52D designations handed out. B-52D’s were used extensively in the Vietnam air war where their expansive bomb bays could be put to good use. Vietnam-based B-52D models were distinguished by their overall forest camouflage schemes and black-colored, anti-searchlight fuselage undersides. Production was split between Seattle and Wichita plants.
In January 1957 three B-52 flew around the world non-stop refuelling mid-air several times. They covered 24,325 miles at an average speed of 530 mph.
KC-135 Stratotanker refuelling B-52
The B-52E first flew on October 17th, 1957, and followed D-models into operational service as improved Stratofortresses though they were quite similar to their predecessor. Improved air defenses across the Soviet Union forces a change to the high-level bombing strategy of early B-52’s. Therefore, the B-52E was developed into a low-level bomber. Additions included a revised bombing and navigation suite (AN/ASQ-38 – Raytheon AN/ASB-4 navigation and bombing radar) that would become standard on future Stratofortress production models. One hundred B-52E models were produced with the initial examples entering service in December of 1957. A single E-model was set aside for use as an in-flight test airframe and featured stabilizing canards.
The B-52F was similar to the preceding B-52E but sported Pratt & Whitney J57-43W series engines of 11,200lbf. Engine pods on each wing were revised to include their own water injection systems. F-models represented 89 production examples split between Seattle and Wichita to begin service in June of 1958. Among other refinements, these Stratofortresses featured new Pratt & Whitney J57-P-43W series turbojet engines. First flight was achieved on May 6th, 1958. First combat missions occurred via B-52F’s on June 18th, 1965.
While original B-52’s featured a 4 x 12.7mm collection of Browning M3 heavy machine guns in a rear turret, later production models switched over to a remote-controlled 1 x 20mm M61 cannon for self-defense. The tail armament was altogether removed in more modern Stratofortress forms with the onset of the missile age. However, it should noted that at least 2 Mikoyan-Gurevich MiG-21 “Fishbed” aircraft were destroyed in the Vietnam War by the tail gunner, with these aircraft kills credited to SSgt Samuel O. Turner and A1C Albert E. Moore – both kills achieved just days apart in December of 1972 from B-52D’s. In B-52D models the tail gunner externally accessed the rear portion of the aircraft via an entry hatch. In the revised G-models, the gunner was allocated to the main crew cabin (complete with an ejection seat fitted to the upper flight deck and facing aft with the ECM operator) and operated the tail gun via the AGS-15 Fire Control System and radar.
By 1959 production switched to the B 52G, with a great increase in fuel capacity, the entire crew in the nose, a new structure with a short fin, and pylons for two Hound Dog missiles. The B 52G demonstrated the range potential of the type when, in December 1960, an aircraft of the 5th Bombardment Wing flew 10,000 miles (16,093 km) in 19 hrs 45 mins. The B-52G was the most numerous version built (193).
B-52G
The B-52G introduced sealed integral tank wings housing more fuel than previous models, as well as a shorter fin and a remotely controlled tail turret. Engines: Pratt & Whitney J57, 13,750 lb. Several tons were shaved off of the aircraft and crew accommodations were improved. The tail gunner was relocated to a new station within the main cabin area in the forward fuselage where the rest of the crew resided and given remote control of the turret. The vertical tail fin was shortened while the nose radome was lengthened and ailerons completely eliminated in favor of seven spoilers to provide for roll control. The G-model first flew on August 31st, 1958 and entering service on February 13th, 1959. G-models (55th production onwards) were outfitted with underwing pylons to accept the AGM-28/GAM-77 Hound Dog nuclear-tipped cruise missile – a feature also retrofitted on earlier production G-models. The Hound Dog missles could be run during takeoff to shorten the takeoff run. These Superfortresses were also later cleared to use 20 x AGM-69 SRAM nuclear missiles beginning in 1971. Four ADM-20 Quails (aircraft shaped decoys) were added in the bomb bay. Many B-52G’s would be sacrificed as part of the nuclear proliferation agreements between the United States and the Soviet Union beginning in 1992 while the surviving models were relegated to museum work. Production of G-models was handled by Wichita. The first 16 B-52Gs with cruise missiles became operational in December 1982.
The B-52H model was first flown on March 6th, 1961 and introduced into service on May 9th, 1961. The B-52H model and designed to carry the GAM-87 Skybolt ballistic missile on four external pylons. Though essentially similar to the G-models it replaced, the B-52H sported improved performance and fuel efficient Pratt & Whitney TF33-P-3 turbofan engines of 17,000lbf and a reinforced understructure for improved low-level bombing. Major systems and subsystems were revised or improved as well and the 4 x 12.7mm tail gun armament was officially replaced by the remote-controlled 1 x 20mm General Electric M61 Vulcan six-barrel Gatling cannon system (6,000rpm) tied to an Emerson ASG-21 fire control system. Ammunition supply was 1,242 rounds. The B-52H went on to utilize cruise missiles (the Skybolt missile was eventually cancelled before production), anti-ship missiles and unmanned drones in this fashion thanks to its heavy duty wing pylons. Light duty pylons were added later between the two engine pods on either wings and retrofitted to earlier H- and G-models. Like her G-model sisters, B-52H’s were cleared to use 20 x AGM-69 SRAM nuclear missiles beginning in 1971. Low-level operations became another improvement of this model type. The last of 102 B 52H bombers was delivered in 1963, bringing production to 744. The B 52H has the much more powerful TF33 engine, eliminating water injection and instead of four 12.7 mm (0.5 in) tail guns has a six barrel cannon. Surviving B 52Gs and B 52Hs are continually being fitted with updated systems for service into the second half of the 1980s.
Over a three-year period to 1963, the USAF spent $825 million on B-52 rework.
A total of 99 B-52Gs, carrying 12 external AGM-86B air-launched cruise missiles (ALCM), and 96 B-52Hs with 12 external and, later, eight internal ALCMs, were to be operational by 1990. The B-52Hs were to receive internally mounted common strategic rotary launchers (CSRL) in the late 1980s to carry the ALCMs, SRAMS, advanced cruise missiles, and free-fall nuclear weapons. The first ALCM equipped B-52G unit became operational in December 1982. Cruise-missile-carrying B-52Gs are being fitted with a strakelet fairing at the wing root leading edge for indentification purposes under the unratified SALT II agreement.
Most of the early B-52s were phased out by 1970, due to Secretary of Defense Robert S. McNamara’s mid-sixties decision to decrease the strategic bomber force.
Numerous B-52s were rebuilt with a ‘Big Belly’ to carry 84 bombs inside, plus 24 on triple tandem pylons under the wings. Modified B-52Ds, referred to as Big Belly, dropped aerial mines in the North Vietnamese harbors and river inlets in May 1972. In December of the same year, B-52Ds and B-52Gs began to bomb military targets in the Hanoi and Haiphong areas of North Vietnam.
A total of 744 were built between 1954 and 1962, including the XB-52 and YB-52 test models. During its peak involvement with Strategic Air Command, no fewer than 650 B-52 bombers made up 42 SAC bomber squadrons at 38 bases. In 2010, the Air Force maintains approximately 76 active and 20 reserve B-52’s from the 744 total that were produced. Production of all B-52’s lasted from 1952 through 1962 and handled at the Boeing Seattle, Washington and Wichita, Kansas plants.
A world air speed record was set on September 26th, 1958, in a B-52D reaching 560.705 miles per hour on a closed circuit covering 6,210 miles. The same day netted another air speed record of 597.675 miles per hour over a 3,105 mile course. On December 14th, 1960, a B-52G set a world air distance record by traveling 10,078.84 miles without refueling. This record was bested several years later on January 10th/11th, 1962, when a B-52H achieved 12,532.28 miles of unrefueled flight time in a journey from Japan to Spain. According to Boeing, this single flight alone broke some 11 speed and distance records.
The B-52 has also made it into pop culture as it was the aircraft featured in the 1964 Stanley Kubrick film “Dr Strangelove”.
B-52A Long-range heavy bomber. Engines: 8 x Pratt & Whitney J57-P-3 turbojets, 10,000 lb thrust Wingspan: 185 ft Lenght: 156 ft Wing area: 4000 sq.ft Loaded weight: approx. 400,000 lb. Max speed: approx. 650 m.p.h. Ceiling: 50,000 ft. Typical range: 6,000 miles with 25,000 lb bombs Armament; 4 x.50 in. machine-guns in tail-turret.
RB-52B Engines: 8 x Pratt & Whitney J57-P-3, 9700 lb Wingspan: 185 ft Length: 156 ft 6 in Height: 48 ft 3.5 in Wing area: 4000 sq.ft Empty weight: 175,000 lb Loaded weight: 350,000 lb Max speed: 630 mph Service ceiling: 50,000 ft Normal range: 3000 mi (with 75,000 lb bombload) Max range: 6000 mi (with 25,000 lb bombload) Armament: 2 x 20mm tail gun
B-52D Engines: 8 x Pratt & Whitney J57-P-29WA turbojet, 12,100 lb thrust. Armament: 4 x .50in mg. Bomb load: 27216 kg (60,000 lb). Range: 7400 sm / 11,860 km
B-52G Engines: 8 x Pratt & Whitney J57-P-43W turbojet, 11,200 lb, 49835 N thrust. Wing span: 185 ft 0 in (56.39 m). Wing area: 4000 sq.ft Length: 157 ft 7 in (48.03 m). Height: 40 ft 8 in (12.4 m). Armament: 4 x .50in mg. Max TO wt: 480,000 lb (217,720 kg). Max level speed: 660 mph (1062 kph) at 20,000 ft Range: 6480 nm / 12000 km Armament: 4x MG 12,7mm Bombload: 22680kg
B-52H Engines: eight Pratt & Whitney TF33-P-3/103 turbofans, 75.62 kN (17,000 lb st) Length 49.05m (160 ft 11 in) Height: 12.40m (40 ft 8 in) Wing span: 56.39m (185 ft 0 in) Wing area: 371.6 sq.m (4,000.0 sq ft). Empty weight: 83,250 kg (185,000 lb) Max Take-Off Weight: 229,088 kg (505,000 lb) Fuel capacity: 312,197 lb (141,610 kg), 47,975 U.S. gal (181,610 L) After inflight refuelling weight: 256738 kg (566,000 lb). Maximum speed Mach: 0.86, 1045 km/h (650 mph) Cruising speed high altitude: Mach 0.77, 819 km/h (509 mph) Penetration speed low altitude: 652-676 km/h (405-420 mph) Service ceiling: 16,765m (55,000 ft) Combat ceiling: 14326 m (47,000 ft). Range at high altitude with bombload: 16300 km (10,130 miles). Armament: up to 22,680 kg (50,000 lb) of ordnance, one Vulcan T 171 six barrel radar-directed 20mm cannon Crew: 6 102 built.
