The B-47's production was spurred in 1944 by the War Department's demand for jet bombers. In contrast to the B-45, and other concurrent proposals, the B-47 design, as finally approved, included radically new features. Foremost were the aircraft's thin swept wings which, coupled with 6 externally mounted jet engines, promised a startling, high-speed bomber, probably capable of carrying out effective operations for the foreseeable future despite an enemy's fighter air defense. Undoubtedly, the B-47 lived up to expectations. More than 2,000 production models were bought, and some B-47 versions, true production models or post-production reconfigurations, remained in the operational inventory for nearly 2 decades. Yet few aircraft programs witnessed as much development, production, and post-production turbulence as the B-47 did. To begin with, there were arguments about cost and plant location and after 1947, complaints by Boeing that the newly independent Air Force had laid additional requirements that changed the concept of the overall program. Also, the secrecy which shrouded the development of atomic weapons, long after the atomic attacks on Japan, increased the difficulty of preparing the B-47 to handle every new type of special weapon-a problem shared by the B-36 and B-45. Ensuing events only compounded the initial disarray.
As it had for the B-36, the Truman Administration's stringent financial restrictions worked in favor of the B-47. Pressed for money, the Air Force decided to buy more B-47s instead of purchasing additional B-50s or future B-54s, since neither one of those rather expensive bombers had any growth potential. Hence, even though the B-47 was yet to fly, the initial production order of 1948 was increased in mid-1949. The subsequent Korean War, rising world tensions, and mounting urgency to build an atomic deterrent force raised the tempo of the B-47 program. In December 1950, the Air Force foresaw a monthly production of 150 B-47s, but still recommended changes, making it almost impossible to settle on an acceptable type. Other factors made matters worse.
The B-47 was the first USAF bomber to receive a weapon system designation, a move prompted by the Air Force recognition that the rising complexity of weapons no longer permitted the isolated and compartmented development of equipment and components which, when put together in a structural shell, formed an aircraft or missile. However, this was as far as the B-47 benefited from the new developmental philosophy. The Boeing air-frame was built without adequate consideration for its many crucial components. In turn, the components, subcontracted or furnished by the government, were behind schedule and when provided, did not match the sophistication of the high-performance B-47.
In 1951 alone, the Air Force took delivery of 204 B-47Bs, none of which were suitable for combat. The aircraft's canopy was unsafe; the B-47B had no ejection seats (a deficiency shared by 200 successive B-47s); the bombing and navigation system was unreliable; a new tail defense system was needed; and the jet engines were creating unique development problems such as fuel boil-off at high altitudes, which reduced the aircraft's range-already shorter than anticipated. In sum, the hasty production of an aircraft as revolutionary as the B-47 proved to be costly, generating extensive, unavoidable modification projects like Baby Grand, Turn Around, High Noon, and Ebb Tide. Yet once accomplished, the B-47 modifications worked.
Finally deployed overseas in mid-1953, the B-47s totally replaced the obsolete, atomic-carrier B-50s by the end of 1955, when new B-47 production models were delivered that could carry larger fuel loads and thus had greater range. After the B-47 demonstrated that it was rugged enough for low-altitude bombing, some of the aircraft were again modified to satisfy a new set of requirements levied in 1955. These modifications also worked, and in 1957, the Air Force publicly demonstrated its new low-altitude, strategic bombing tactics, an achievement marking the beginning of an era in aeronautics.
Despite its convoluted start, the B-47 program proved successful. The aircraft served in various roles and was involved in many experimental projects, some connected to the development of more sophisticated atomic weapons, like Brass Ring, or with the development of air refueling or other endeavors of great significance to the Air Force. Strategic Air Command's last B-47s went into storage in early 1966, while a few converted B-47 bombers and reconnaissance models kept on paying their way for several more years, remaining on the Air Force rolls until the end of the 1960s.
Boeing B-47 Stratojet on YOUTUBE
 |
| Specification |   |
| CREW | 3 | |
| ENGINE | 6 x turbo-jet GE J-47-GE-25A, 26.7kN | |
| WEIGHTS | ||
| Take-off weight | 93760-99790 kg | 206706 - 220000 lb |
| Empty weight | 63630 kg | 140281 lb |
| DIMENSIONS | ||
| Wingspan | 35.4 m | 116 ft 2 in |
| Length | 32.6 m | 107 ft 11 in |
| Height | 8.5 m | 28 ft 11 in |
| Wing area | 132.7 m2 | 1428.37 sq ft |
| PERFORMANCE | ||
| Max. speed | 1010 km/h | 628 mph |
| Cruise speed | 790 km/h | 491 mph |
| Ceiling | 12340 m | 40500 ft |
| Range w/max payload | 6400 km | 3977 miles |
| ARMAMENT | 2 x 20mm machine-guns, 9080kg of bombs | |
| Comments | 1-20 21-40 41-60 61-80 81-100 101-120 121-140 141-160 161-180 |
glynn pikens, e-mail, 12.02.2023 
Joe Nunez
Good morning Joe;
I was in the 43 rd and then 303 rd A & E squadron in camera section from Feb 1956 to July 1959.
I very likely met you at some point as I worked on the planes.
Hot days and cold nights on that flight line.
Did two rotations to Guam.
I married a girl in Tucson and stayed here after discharge.
My wife has Nunez on one side of the family, could they be related to you.
Do you remember the night that the JATO bottles fired on one of the planes? I was working on the plane just behind it and the Captain told everybody to run.
Take care and best of luck.
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Jeri White Shlemon, e-mail, 08.03.2022 Lyle Curtis
Lyle Curtis sir,
Unbelievable but I just received your email from a year ago. My father was Jerry Don White...assigned to Lockbourne AFB in 1957, 1958 - did you serve with him?
Looking forward to your favorable reply.
Regards,
Jeri Ann White Shlemon
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lxbfYeaa, e-mail, 14.03.2024 GUNNAR NELSON
20
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Jeri White Shlemon, e-mail, 18.09.2021 SMSGT Clarence E. Greenawalt
Dear Mr. Greenwalt,
I hope I am not too tardy in responding to your post of 2016...I am the daughter of Jerry Don White, an airman assigned to Lockbourne AFB I am certain (at least) in the year 1958 (the year I was born and my BC and all other facts confirm this truth).
Fast forward to today 9 /18 /2021.
SMSGT Clarence Greenawalt it would be an honor to hear from you.
PS: My father, Jerry D White died at 30 years of age of a very strange autospy finding - massive coronary attack and had the insides of a 90 year old man...1969...I was so young and no one in our family understood the real truths.
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Jeri White Shlemon, e-mail, 11.09.2021 SMSGT Clarence E. Greenawalt
Perhaps, Mr. Greenwalt, you are still living...my father was Jerry Don White, and was A1 Airman in 1957-1959 Lockbourne AFB...My father died at age 30 of very unusual circ*mstances. After leaving AF in 1959, he went on to work for a DoD contractor...LRMS...Geotech...interesting, I (his daughter) work for Raytheon Technologies (for past decade), formerly Hughes Aircraft, E-Systems and truckload of contractors...all roads lead to me, my father and SAC - a very peculiar set of circ*mstances.
It would so please me if you were still living on this plane...would be extremely interesting to speak with you Sir.
Kindly,
Jeri White Shlemon
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Dick Weigman, 5 /17 /16. I flew RB -47's and EB-47's at Lockcourne AFB, Columbus Ohio Aug 1954 to May 1964. Accruded about 2,500 hrs in the beauty and was one among a few 1stLt Instructor Pilots. I loved flying this beauty, but had nothing but respect for the classy lady or she'd bite you real hard in the behind in an instant of disrepect. The swept back wings were nothing to joke about especially on this aircraft. The only swept back bomber of it's kind, if I'm not mistaken. She's one of the classic aircraft on the clasic postage stamps.
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Jeri White Shlemon, e-mail, 11.09.2021 Dick Weigman
Dear Sir,
I am the daughter of a Veteran USAF, AF1 Jerry Don White, stationed out of Lockbourne AFB in 1956-1959. He was assigned to SAC. My father died at age of 30 years of age of an extremely strange disease. He left 4 children and a wife (my mother). In 1960, he worked for DoD Contractor GEOTECHNICAL (LRMS) and prior to his sudden death, worked for Merrill Lynch Pierce Fenner & Smith (that's a whole different rabbit trail)...I, his firstborn daughter, am employed by Raytheon Tech, formerly Intelligence Information & Systems (formerly Hughes Aircraft, E-Systems and incredible list of DoD contractors - endless)...as fate would have it...I have been privy to an extreme amount of information for which I would never compromise my position within my company. I possess information and truths for which I cannot turn back...my entire life's mission is to get the truth out...help people (descendants, survivors...or whatever)...I'll never stop....perhaps I'll be blessed in hearing from you.
Kindest regards,
Jeri White Shlemon
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