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B-52 Stratofortress

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The Boeing B-52 Stratofortress is a long-range eight-engined strategic bomber flown by the United States Air Force (USAF) since 1954, replacing the Convair B-36 and the Boeing B-47. Although built for the role of Cold War-era nuclear deterrent, its conventional capabilities are these days the more important role in USAF operations, where its extremely long range, heavy weapons load and comparatively economical operation (compared to the rest of the USAF strategic bomber fleet) are extremely useful.

Contents

Mission

Air Combat Command's B-52 is a long-range heavy bomber that can perform a variety of missions. The bomber is capable of flying at high subsonic speeds at altitudes up to 50,000 feet (15 km). It can carry a variety of weapons, including nuclear or conventional precision-guided munition and has the capability to navigate the world precisely. It was originally designed to carry just two enormous thermonuclear weapons to any point in the USSR.

Background

The YB-52 prototype. Note bubble canopy similar to that on the B-47
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The YB-52 prototype. Note bubble canopy similar to that on the B-47

For more than 50 years, the B-52 Stratofortress has been the backbone of the manned strategic bomber force for the United States. The B-52 is capable of dropping or launching a wide array of weapons in the U.S. inventory, including free-fall (gravity bombs), cluster bombs, and precision guided ordnance such as Joint Direct Attack Munitions. When updated with the latest technology, the B-52 will be capable of delivering the full complement of joint developed weapons; allowing it to continue well into the 21st century as an important element of U.S. military capabilities. Current engineering analyses show the B-52's life span to extend beyond the year 2045.

Two B-52 prototypes were built, and were designated XB-52 and YB-52. In actuality, both aircraft were almost identical, but the YB-52 incorporated enough changes to warrant a different designation. The most notable difference between the prototypes and the B-52A was that the X and Y aircraft used a tandem cockpit for the pilot and co-pilot, very similar to that on the B-47. The cockpit for the B-52A was completely redesigned due to the insistence of General Curtis LeMay, Commander of the Strategic Air Command, who was opposed to the tandem seating arrangement. Although the XB-52 was the first prototype to be completed and rolled out, the YB-52 was the first to fly - on April 15 1952 - due to damage on the XB-52's wing trailing edges caused by a hydraulic system failure. The XB-52 eventually flew for the first time on October 2 1952. Unfortunately, both aircraft were scrapped in the mid-1960s, though the YB-52 was available for viewing in the USAF Museum from the late '50s until the time when it was decided to scrap it.

The B-52A first flew in August 1954 and the B model entered service in 1955. A total of 744 B-52s were built with the last, a B-52H, delivered in October 1962. Only the H model is still in the Air Force inventory and is assigned to Air Combat Command and the Air Force Reserves. The oldest B-52 still flying was a B-52B that was built in 1955, though it also has the fewest flight hours of any surviving B-52. It was operated by NASA's Dryden Flight Research Center and was used for drop tests of various research aircraft until its retirement on December 17, 2004. On July 30, 2001, Dryden received a B-52H that is expected to fully replace the older B-model aircraft by the end of 2004.

The first of 102 B-52H's was delivered to Strategic Air Command in May 1961. The H model can carry up to 20 air launched cruise missiles. In addition, it can carry the conventional cruise missile that was launched in several contingencies during the 1990s, starting with Operation Desert Storm and culminating with Operation Allied Force in the spring of 1999.

The threat of B-52 attacks partially motivated the Soviet Union to back down from its threat to deploy nuclear-armed missiles to Cuba in the 1962 Cuban Missile Crisis.

For duty in Vietnam, the B-52D received the "Big Belly" modification which enabled the aircraft to squeeze 84 500-pound conventional bombs or 42 750-pound bombs into the bomb bay, as well as 24 750-pound bombs on underwing pylons.

Alert Duty

A portion of the B-52 force was kept fuelled, crewed, and loaded with nuclear weapons so that it could take off on a few minutes' notice. The plan was to get the aircraft away from their bases, which would have been destroyed by incoming enemy missile warheads. The B-52s would have escaped and headed toward their targets. Along the way, each B-52 would have met at least one KC-135 Stratotanker. KC-135 tanker aircraft would have refueled the bombers, even at the cost of their own fuel supplies. Every drop of fuel would have been given to the bombers, thus sacrificing the tankers to ensure the mission would succeed.

Early on, high-altitude bombing attacks over the Soviet Union were considered possible. B-52s carried ADM-20 Quail decoys, which emulated the B-52s flight characteristics, flying through enemy territory emitting B-52-like electronic signals. However, in the late 1950s and 1960s, Soviet high-altitude air defenses improved. To counter this, B-52 crews were trained to launch their unmanned Hound Dog (missile) and later the hypersonic AGM-69 Short Range Attack Missile and then fly "below the radar" attacks at nearly tree top level.

B-52 Airborne Nuclear Alert route
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B-52 Airborne Nuclear Alert route
B-52s also performed airborne alert duty under the code-name "Chrome Dome" where bombers would loiter near points outside of the Soviet Union. During this program a deadly collision between a B-52 and a KC-135 over Spain in 1966 occurred. Four megaton-range nuclear bombs were lost (all four later recovered). After this crash, thousands of tons of contaminated radioactive soil had to be sent back to the USA. The USAF decided this was too expensive to risk again, and it ended the airborne alert program.
The 1973 Arab attack on Israel, and the subsequent threat of a Soviet invasion of Israel, brought the B-52s to their highest state of ground alert (see below).

In the late 1960s and 1970s, the B-52s' mission profile changed. As Soviet air defenses improved, high-altitude free-fall bomb penetration missions would have proved nearly suicidal. The bombers were modified to launch "defense suppression" missiles designed to create safe corridors in which the bombers could pass to attack their targets with free-fall bombs. AGM-28 Hound Dog supersonic cruise missiles were originally designed for this purpose until effectively replaced by the hypersonic Short-Range Attack Missile. Both missiles carried nuclear warheads.

With the advent of the AGM-86 cruise missile, B-52s could perform a "stand-off" role of launching cruise missiles at their targets while the bombers could safely avoid Soviet defenses. These pilotless AGM-86s would have flown to their own targets at treetop level, reaching near-Mach speed. The Soviet Union's attempt to defend against cruise missiles was extremely expensive and helped bring about that government's demise.

In 1991 President George H.W. Bush ended an era when he took the B-52s off "alert" duty.

Combat Record

B-52s were used extensively in the Vietnam War. The North Vietnamese Army (NVA) were terrified of B-52 attacks. Survivors described the experience as akin to an earthquake. The B-52s' devastating firepower made it the most feared weapon used against the Ho Chi Minh Trail. B-52s dropped bombs on suspected enemy arms caches and hideouts on the Trail, often inflicting huge losses on the Communist forces.

In the Battle of Khe Sanh, North Vietnam's plan to turn the Marine stronghold into another Dien Bien Phu was thwarted by round-the-clock B-52 strikes which destroyed whole NVA units.

Source for the following: Michel L. Marshall III, "The Eleven Days of Christmas: America's Last Vietnam Battle", Encounter Books, San Francisco, 2002.

The zenith of B-52 attacks in Vietnam was Operation Linebacker II, which consisted of waves of B-52s (mostly D models, but some G's with less jamming equipment and a smaller bomb load) bombing Hanoi. This was called "The Eleven-Day War." The objective was to force North Vietnam back to the Paris Peace Talks, which up to that point they had refused to do. In Linebacker II, fifteen B-52s were shot down, and in all, seventeen were destroyed in combat during the war.

After Vietnam

On Operation Allied Force, B-52H Stratofortresses take off from RAF Fairford, United Kingdom, to strike targets in the Federal Republic of Yugoslavia.
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On Operation Allied Force, B-52H Stratofortresses take off from RAF Fairford, United Kingdom, to strike targets in the Federal Republic of Yugoslavia.

This B52 is on display at Langley Air Force Base in Hampton, Virginia.
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This B52 is on display at Langley Air Force Base in Hampton, Virginia.

The Yom Kippur War in October 1973 saw the Soviet Union threaten to invade Israel in support of the attack by Egypt and Syria. To stop the Soviets, President Richard M. Nixon threatened nuclear war. Secretary of Defense Melvin Laird ordered the B-52s to an immediate war footing. Fully armed and fueled B-52s waited for the "Go" signal, sitting at the hold lines of their runways. The Soviet Union backed down and did not become directly involved in the war.

In 1982, the last B-52Ds were retired. The remaining G and H models were used for nuclear standby ("alert") duty (see above) as part of the United States' nuclear deterrence "triad." This triad was the combination of nuclear-armed land-based missiles, submarine-based missiles, and manned bombers.

After the fall of the Soviet Union, the B-52Gs were destroyed as per the terms of the Strategic Arms Reduction Treaty (START). Today, only the H models remain in service.

The B-52 contributed to the U.S. success in Operation Enduring Freedom in Afghanistan, providing the ability to loiter high over the battlefield and provide Close Air Support (CAS) through the use of precision guided munitions. The long range and endurance of the B-52 provided a U.S. presence unmatched by any other combat aircraft. B-52's also played a key role in the second Gulf War in 2003 (Operation Iraqi Freedom), where they provided close air support and bombing.

The Air Force intends to keep the B-52 in service until around 2050, an unprecedented length of service for a combat aircraft model (the venerable DC-3, now 70 years old, is still in regular revenue service in civilian hands). This is especially amazing considering that the last plane was built in 1962; the Air Force fully expects to be flying 90-year-old airframes. Periodically, B-52s are rebuilt at the USAF's maintenance depots such as Tinker Air Force Base, Oklahoma. Therefore, despite their chronological age, their actual service age is quite young.

Boeing has suggested re-engining of the B-52H fleet with the Rolls-Royce RB211 534E-4. This would involve replacing the eight Pratt & Whitney TF33s (total thrust 8 x 17,000 lb or 30.574 kN) with four RB211s (total thrust 4 x 37,400 lb or 33.191 kN). The RR engines will increase the range/payload of the fleet and reduce fuel consumption. However the cost of the project would be significant. Procurement would cost approximately $2.56 billion ($36 million × 71 aircraft). A General Accounting Office study of the proposal concluded that Boeing's estimated savings of $4.7 billion would not be realized. They found that it would cost the Air Force $1.3 billion over keeping the existing engines. [link]

Another recently approved upgrade for the B-52 is the B-52 SOJ (Stand Off Jammer) program which will allow it to assume an airborne communications/jamming role. Approximately a quarter of the fleet will be converted to take on this mission, with the Air Force seeking funding to convert the entire fleet. The B-52 SOJ will retain all of its bomber functions and capabilities, however now after having expended its weapons load it will continue to loiter over the combat area providing electronic warfare cover for follow on strikes. The additional equipment will be carried in 30 ft external pods under the wings. [link]

The USAF continues to employ the B-52 because it remains an effective and the most economical heavy bomber in US service, particularly for the type of conflicts conducted since the end of the Cold War against nations with limited anti-air capabilities. The stealth and speed of the B-1 Lancer and B-2 Spirit have only been useful until enemy air defences were destroyed, a task that has been swiftly achieved in recent conflicts. The B-52 boasts the highest mission capable rate of the three types of heavy bombers operated by the USAF. Whereas the B-1 averages a 57% ready rate [link] and the B-2 achieved a 26% in 1997 [link], the B-52 averages an 80% combat ready rate.

Features

A B-52H prepares for refueling over Afghanistan
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A B-52H prepares for refueling over Afghanistan

In a conventional conflict, the B-52 can perform strategic attack, air interdiction, offensive counter-air and maritime operations. During Operation Desert Storm, B-52s delivered 40% of all the weapons dropped by coalition forces.

All B-52s are equipped with an electro-optical viewing system that uses platinum silicide forward-looking infrared and high resolution low-light-level television sensors to augment targeting, battle assessment, and flight safety, thus further improving its combat ability and low-level flight capability.

Pilots wear night vision goggles (NVGs) to enhance their vision during night operations. Night vision goggles provide greater safety during night operations by increasing the pilot's ability to visually clear terrain, avoid enemy radar and see other aircraft in a covert/lights-out environment.

In addition to its twin-tandem main wheels, B-52s have two small retractable "bogie wheels" near the outboard ends of the wings which are used during takeoff and when the aircraft is being taxied or is parked. These prevent the wing-tips, which droop when the aircraft is not flying, from brushing the ground.

Starting in 1989, on-going modifications incorporates the Global Positioning System, heavy stores adapter beams for carrying 2,000 pound (900 kg) munitions, and a full array of advanced weapons currently under development.

The B-52 has an unrefueled combat range in excess of 8,800 statute miles (14,000 km). The use of aerial refueling from KC-135 or KC-10 tankers gives the B-52 a range limited only by crew endurance, or in the extreme, required maintenance.

The B-52 has an air refueling receptacle above the cockpit. It is hidden behind slip-way doors. Fuel can be transferred to the B-52's tanks at a maximum rate of 6400 pounds (1000 gallons) per minute.

The crosswind crab system of a B-52 provides a means of turning all four main gear to align with the runway while the aircraft is flown in a wings-level attitude compensating for drift. This system utilizes the steering actuators on the front main gear and a similar set on the rear main gear. The landing gear can be preset and turned up to 20° left or right of center during the approach. The maximum of 20° crab will accommodate landings in crosswinds up to and including 43 knots blowing 90° to the runway at a landing weight of 270,000 pounds.

The aircraft is highly effective when used for ocean surveillance, and can assist the U.S. Navy in anti-ship and mine-laying operations. Two B-52s, in two hours, can monitor 140,000 square miles (364,000 km²) of ocean surface. If on land, this area is [about as large as a circle] centered at New York City and covered as far as Washington, DC, Syracuse and Boston (radius = 212 statute miles or 340 km). However, the actual shape of coverage would vary.

The aircraft's flexibility was evident in Operation Desert Storm and again during Operation Allied Force. B-52s struck wide-area troop concentrations, fixed installations and bunkers, and ruined the morale of Iraq's Republican Guard. The Persian Gulf War involved the longest strike mission in the history of aerial warfare when B-52s took off from Barksdale Air Force Base, Louisiana, launched conventional air launched cruise missiles and returned to Barksdale—a 35 hour, non-stop combat mission. During Operation Allied Force, B-52s opened the conflict with conventional cruise missile attacks and then transitioned to delivering general purpose bombs and cluster bomb units on Serbian army positions and staging areas.

General characteristics

A B-52H over the ocean
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A B-52H over the ocean

· Inventory: Active force, 85; ANG, 0; Reserve, 9

Production

Specifications (B-52H)

Orthographically projected diagram of the Boeing B-52 Stratofortress.

USAF Stations

The B-52 is stationed at two USAF bases

Trivia

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References

  • Michel L. Marshall III,"The Eleven Days of Christmas: America's Last Vietnam Battle", Encounter Books, San Francisco, 2002.

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