The B-52B was followed by progressively improved bomber and reconnaissance variants, culminating in the B-52G and turbofan B-52H. To allow rapid delivery, production lines were set up both at its main Seattle factory and at Boeing's Wichita facility. More than 5,000 companies were involved in the huge production effort, with 41% of the airframe being built by subcontractors. [66] The prototypes and all B-52A, B and C models (90 aircraft) [67] were built at Seattle. Testing of aircraft built in Seattle caused problems due to jet noise, which led to the establishment of curfews for engine tests. Aircraft were ferried 150 miles (240km) east on their maiden flights to Larson Air Force Base near Moses Lake, where they were fully tested. [68] The wing carried four supercharged Pratt & Whitney R-1830-35 Twin Wasp engines mounted in cowlings borrowed from the PBY Catalina (similar except for being oval in cross-section allowing for oil coolers mounted on each side of the engine) that turned 3-bladed variable-pitch propellers.

The GBU-57A/B Massive Ordnance Penetrator ( MOP) is a precision-guided, 30,000-pound (14,000kg) " bunker buster" bomb used by the United States Air Force. [2] This is substantially larger than the deepest-penetrating bunker busters previously available, the 5,000-pound (2,300kg) GBU-28 and GBU-37.

Parnell, Ben. Carpetbaggers America's Secret War in Europe. Austin, Texas: Eakin Press, 1987, revised edition 1993. ISBN 978-0-89015-592-9.

Subsequently, in November 1946, the Deputy Chief of Air Staff for Research and Development, General Curtis LeMay, expressed the desire for a cruising speed of 400 miles per hour (350kn; 640km/h), to which Boeing responded with a 300,000-pound (140,000kg) aircraft. [19] In December 1946, Boeing was asked to change their design to a four-engine bomber with a top speed of 400 miles per hour (350kn; 640km/h), range of 12,000 miles (10,000nmi; 19,000km), and the ability to carry a nuclear weapon; in total, the aircraft could weigh up to 480,000 pounds (220,000kg). [20] Boeing responded with two models powered by T35 turboprops. The Model 464-16 was a "nuclear only" bomber with a 10,000-pound (4,500kg) payload, while the Model 464-17 was a general purpose bomber with a 9,000-pound (4,100kg) payload. [20] Due to the cost associated with purchasing two specialized aircraft, the USAF selected Model 464-17 with the understanding that it could be adapted for nuclear strikes. [21] JTBC4 '어썸피드' 블락비 비범, 컨트롤 불가의 '밤이' 라이프 최초공개연 (in Korean). Acrofan. Archived from the original on September 4, 2018 . Retrieved September 3, 2018. Journal of Cosmetic Dermatology, Volume 13 (4) – Dec 1, 2014, A review of nicotinamide: treatment of skin diseases and potential side effects Wegg, John. General Dynamic Aircraft and their Predecessors. London: Putnam, 1990. ISBN 0-85177-833-X. Crew: 11 (pilot, co-pilot, navigator, bombardier, radio operator, nose turret, top turret, 2 waist gunners, ball turret, tail gunner)The Singing Cowboy Gene Autry served in the Air Transport Command (in the same squadron as Barry Goldwater), and described flying the C-109 over "The Hump" as "the thrill that lasts a lifetime". [38] B-24s leaked fuel. Crews flew with the bomb bay doors slightly open to dissipate potentially explosive fumes. Hendrix did not permit smoking on his B-24, even though he was a smoker. Chain smoker "Tex" Thornton, then in command of the US Army Air Corps' Statistical Control, flew across the Atlantic in a B-24, and was not permitted to smoke. Thornton's Statistical Control group demonstrated that Eighth Air force B-24s were taking lower casualties than B-17s because they were being given shorter, safer missions. The B-17s actually delivered more bombs to the target than B-24s. [21] Operational history RAF Consolidated LB-30A, s/n AM260, used by Atlantic Ferry Command See also: Gulf War Retired B-52s are stored at the 309th AMARG (formerly AMARC), a desert storage facility often called the "Boneyard" at Davis–Monthan Air Force Base near Tucson, Arizona. [194] TEN 인터뷰] 이민혁은 비범하다 (in Korean). 10Asia. Archived from the original on September 4, 2018 . Retrieved September 3, 2018. In June 1947, the military requirements were updated and the Model 464-17 met all of them except for the range. [22] It was becoming obvious to the USAF that, even with the updated performance, the XB-52 would be obsolete by the time it entered production and would offer little improvement over the Convair B-36 Peacemaker; as a result, the entire project was postponed for six months. [23] During this time, Boeing continued to perfect the design, which resulted in the Model 464-29 with a top speed of 455 miles per hour (395kn; 732km/h) and a 5,000-mile (8,000km) range. [24] In September 1947, the Heavy Bombardment Committee was convened to ascertain performance requirements for a nuclear bomber. Formalized on 8 December 1947, these requirements called for a top speed of 500 miles per hour (430kn; 800km/h) and an 8,000-mile (7,000nmi; 13,000km) range, far beyond the capabilities of the 464-29. [25]

The C-109 was a dedicated fuel transport version of the B-24 conceived as a support aircraft for Boeing B-29 Superfortress operations in central China. [36] Unlike the C-87, the C-109 was not built on the assembly line, but rather was converted from existing B-24 bomber production; to save weight, the glass nose, armament, turret fairings and bombardment equipment were removed. Several storage tanks were added, allowing a C-109 to carry 2,900gal (11,000L) of fuel weighing over 22,000 pounds (10,000kg). in Korean). Korea Economic Daily. Archived from the original on September 4, 2018 . Retrieved September 3, 2018. in Korean). Seoul Economy Daily. April 23, 2018. Archived from the original on September 4, 2018 . Retrieved September 3, 2018. It was necessary when flying the B-24, to get "on step". This meant climbing to about 500ft (150m) above cruise altitude, levelling off, achieving a cruise speed of 165–170mph (266–274km/h), then descending to assigned altitude. Failing to do this meant that the B-24 flew slightly nose high, and it used more fuel. The Davis wing made the B-24 sensitive to weight distribution. Hendrix claimed that a lightly loaded B-24 could out-turn a P-38 Lightning. A heavily loaded B-24 was difficult to fly at speeds of less than 160mph (260km/h). The B-24's controls were heavy, especially if the control rigging was not properly tensioned.

Birdsall, Steve. Log of the Liberators. Garden City, New York: Doubleday, 1973. ISBN 0-385-03870-4. Moyes, Philip J. R. Consolidated B-24 Liberator (Early Models). Kidlington, Oxford, UK: Vintage Aviation Publications Ltd., 1979. ISBN 0-905469-70-4. Because of the B-52's mission parameters, only modest maneuvers would be required with no need for spin recovery. The aircraft has a relatively small, narrow chord rudder, giving it limited yaw control authority. Originally an all-moving vertical stabilizer was to be used but was abandoned because of doubts about hydraulic actuator reliability. [99] Because the aircraft has eight engines, asymmetrical thrust due to the loss of an engine in flight would be minimal and correctable with the narrow rudder. To assist with crosswind takeoffs and landings the main landing gear can be pivoted 20 degrees to either side from neutral. [100] The crew would preset the yaw adjustable crosswind landing gear according to wind observations made on the ground. The Consolidated Aircraft Company PB4Y-2 Privateer was a U.S. Navy patrol bomber that was derived directly from the B-24 Liberator. The U.S. Navy had been using B-24s with only minor modifications as the PB4Y-1 Liberator, and along with maritime patrol B-24s used by RAF Coastal Command this type of patrol plane had been quite successful. A fully navalized design was seen as advantageous, and Consolidated Aircraft developed a purpose-built long-range patrol bomber in 1943, designated PB4Y-2. The Privateer had non-turbosupercharged engines for weight savings and optimal performance at low to medium patrol altitudes, and was visually distinguishable from the B-24 and PB4Y-1 by its longer fuselage, single tall vertical stabilizer (rather than a twin tail), two dorsal turrets, and teardrop-shaped waist gun blisters (similar in appearance to those on Consolidated's own PBY Catalina).

Isemongers, Lawrence. The Men Who Went to Warsaw. Nelspruit, UK: Freeworld Publications, 2002, ISBN 0-9584388-4-6.The B-52A models were equipped with Pratt & Whitney J57-P-1W turbojets, providing a dry thrust of 10,000 pounds-force (44kN) which could be increased for short periods to 11,000 pounds-force (49kN) with water injection. The water was carried in a 360 US gallons (1,400L) tank in the rear fuselage. [123]