Sunday, December 11, 2016

ATOMIC TARGET NYC.....AGAIN




at 1 comment:

Saturday, December 3, 2016

(1960) TALL MAN FIVE-FIVE PREPARING FOR NUCLEAR WAR AND THE ART OF NUCLEAR ATTACK ON AMERICAN CITIES BY USAF BOMBERS!



CALLSIGN "TALLMAN FIVE FIVE"

A USAF PRODUCTION ON COLD WAR TACTICS AND THE ROLE OF SAC AND ADC BASES IN THE SUBURBS OF AMERICA
THE "FREEDOM HAS A NEW SOUND"
CAMPAIGN
AND THE DETAILS ON ONE OF THE BEST WEAPONS EVER BUILT TO PROTECT THIS NATION
THE B-58 "HUSTLER"


I PULLED THIS AND ADDED SOME INFORMATION ON THE  B-58 THE FOLLOWING BLOG ENTRY is FROM MY ARCHIVES FOR ANYONE WHO WANTED TO SEE THIS FROM THE FACEBOOK GROUP COLD WAR AIRCRAFT ORIGINALLY BLOGGED BACK IN 2013



THIS MOVIE IS ONE OF THE GREAT SAC AIR COMMAND PROPAGANDA MOVIES EVER, AND A SCARE PIECE ABOUT AMERICANS HAVING TO BETTER GET USED TO HEARING THE SONIC BOOM OF USAF AIRCRAFT OR FACE ANOTHER KIND OF BOOM, THE ATOMIC BOMB.IN THIS BLOG THERE ARE MANY MOVIES AND PUBLIC SEVICE ANNOUNCEMENTS IN MAGAZINES THAT BASICALLY EXPLAINED TO THE AMERICAN PUBLIC THAT THE SOUND OF ALERT AIRCRAFT IN FULL AFTERBURNERS TEARING ASS FROM RUNWAYS AT AIR DEFENSE BASES LOCATED IN SUBURBS AROUND THE CONTINENTAL U.S. IS SOMETHING AMERICANS WOULD HAVE TO LIVE WITH. THEY CALLED IT THE "SOUND OF FREEDOM". SAC AIR DEFENSE COMMAND BASES HOSTING USAF CREWS AND THEIR INTERCEPTOR AIRCRAFT AND SOME ADC BASES WOULD HOUSE BOMARC GROUND TO AIR NUCLEAR MISSILES AND STILL OTHERS WOULD HAVE THE BOMBERS OF THE COLD WAR LIKE THE B-58 HUSTLER AND THE AIR TO AIR REFUELING AIRCRAFT THEY NEEDED TO BE ABLE TO DELIVER THEIR PACKAGE FAR INTO THE RUSSIAN HEARTLAND. THE NOISE OF THESE USAF BASES DURING OPERATIONAL READINESS DRILLS OR ALERTS COULD BE DEAFENING. THESE AIRCRAFT SIMULATING WAR CONDITIONS WOULD BE DEAFENING TO THE COMMUNITIES AROUND THEM, USUALLY LOCATED ON THE PERIMETERS OF AMERICA'S BIG CITIES OR STRATEGIC INDUSTRIAL AREA"S. THEN FACTOR IN USAF AIR CREWS IN BOMBERS FLYING MISSIONS LIKE THE ONE DEPICTED HERE IN TALLMAN 55 CREATING LOUD SONIC BOOMS, (I CAN REMEMBER HEARING THEM ON EASTERN LONG ISLAND NEW YORK IN THE EARLY 70"S 10 PLUS YEARS AFTER THIS MOVIES DEBUT) THEY ARE LOUD ENOUGH TO CAUSE A REACTION. AMERICANS WERE PROBABLY NEVER SAFER FROM ENEMIES INTENT ON COMING TO OUR NATION INTENT ON DROPPING ATOMIC WEAPONS. THESE USAF AND ARMY DEFENSES WERE ON THE BALL. THE VERY FACT THAT THE EXERCISE IN THIS MOVIE SHOWING HOW USAF WAR PLANNERS FOUND AMERICAN CITIES WITH THE SAME RADAR SIGNATURE AS THEIR SOVIET TARGETS AND HAD BOMBERs WITH THEIR AIRCREWS FLYING THE SAME AMOUNT OF MILES THAT THEIR TARGET WAS FROM THEIR SAC AIR DEFENSE BASES AND THEN THROW IN USAF ORD TEAMS FLYING INTERCEPTORS OR LAUNCHING ELECTRONIC SIMULATED MISSILES TO TRY AND DOWN THE INCOMING AMERICAN SKY PIRATES JUST AS THEY WOULD FACE IN ATOMIC COMBAT ON WAR FOOTING JUST AS THE SOVIETS COUNTERPARTS WOULD DO.THIS ONLY ADDED TO THE REALISM AND A TENSE FLIGHT AND WAS TO SHAKE UP THE CREW SO THEY WOULD NOT BE ABLE TO DELIVER THEIR SIMULATED 20 MEGATON THERMONUCLEAR PRESENT FROM GENERAL CURTIS LEMAY, THE FATHER OF THE ATOMIC AIR FORCE AND THE MAN RESPONSIBLE FOR THE STRATEGIC AIR COMMAND, UPON GETTING THROUGH THE SIMULATED DEFENSES THE AIRCREW WOULD DON EYE PATCHES COVERING ONE EYE SO IF A ATOMIC WEAPON OR AIR DEFENSE ROCKET DETONATED THE BLINDING NUCLEAR FLASH WOULD ONLY BE ABLE TO BLIND ONE EYE LEAVING ONE TO FINISH THE MISSION. I DO NOT KNOW IF THE TERM YANKEE SKY PIRATE WAS BORN FROM THIS PROCEDURE. THE BOMBER CREW WOULD READY THEIR WEAPON AND DIAL IN THEIR EQUIPMENT.THE BOMBER CREW WOULD BE MOST LIKELY GO SUPERSONIC DURING THIS PERIOD CAUSING THE SONIC BOOM,DOING SO THEY WOULD BE ABLE TO ESCAPE THE ATOMIC EXPLOSION AND RADIATION UPON WEAPON RELEASE AND DETONATION ON TARGET, MEANWHILE ON THE GROUND OUTSIDE THESE UNNAMED CITIES (THIS FILM DEERFIELD MASSACHUSETTS WAS IDENTIFIED AS THE AMERICAN SIMULATION CITY) UN NOTICED BY THE LOCAL PEOPLE SAT USAF TRAILERS AND RADAR EQUIPMENT THAT TRACKED THESE BOMBERS AS THEY CAME TOWARD THEIR SIMULATED TARGET AN AMERICAN CITY. WHEN THE BOMBER CREW IDENTIFIED THEIR TARGET THEY WOULD SEND AN ELECTRONIC BEACON CONFIRMING THE DROP OF THEIR WEAPON AND THE GROUND CREW WOULD APPROXIMATE AND PINPOINT WHERE THE WEAPON WOULD HAVE LANDED IN THE SIMULATED SOVIET TARGET CITY. AFTER MANY HOURS OF NONSTOP FLYING THEY WOULD HEAD BACK HOME TO BE TOLD OF THEIR SUCCESS OR NOT AND THE ORD TEAM WOULD GO AND SETUP AT ANOTHER AMERICAN CITY THAT ANOTHER BOMBER CREW WOULD FLY AGAINST TO DROP THEIR SIMULATED ATOMIC WEAPON. THIS WAS THE BEST THING A SOVIET INTELLIGENCE PROGRAM WOULD GET, AND THE EFFECT ON SOVIET MILITARY PLANNERS PROBABLY HAD THEM FEARING THE YANKEE BOMBER CREWS AND THEIR SUPERSONIC DELIVERY PLATFORM .SOVIETS MOST LIKELY COULD NOT AFFORD TO CONDUCT THESE TYPE OF READINESS DRILLS AND MOST LIKELY COULD NOT BELIEVE WE WOULD FLY MISSIONS AGAINST OUR OWN CITIES EVEN IF THEY WERE SIMULATIONS. THE FOOTAGE IN THIS MOVIE IS PRICELESS! I MYSELF ENJOY SEEING HOW THESE CREWS WOULD REACT WHEN THE ALERT HORN SOUNDED,AND THESE CREW NEVER WOULD KNOW IF THIS WAS IT ,TIME FOR THE TEAM TO GO FOR THE BIG WIN. THEIR IS NOTHING ROMANTIC ABOUT A NUCLEAR WAR. INTERESTING PROCEDURE AND TACTICS WILL KEEP HISTORIANS BUSY FOR MANY MANY YEARS, THIS IS ONLY DUE TO THE MEN AND YES WOMEN (MY MOTHER SERVED AT SAC OFFUTT DOWN IN THE HOLE DURING THESE YEARS AND THE CUBAN MISSILE CRISIS)WHO KEPT THE STRATEGIC AIR COMMAND AN EFFECTIVE DETERRENT AND IN DOING SO KEPT THE PEACE.
THIS GREAT MOVIE IS NOT ABOUT TALLMAN 55 BREAKING SPEED RECORDS WITH JIMMY STEWART NARRATING WRONG PLANE WRONG CREW THIS IS ABOUT THE EVERYDAY COLD WAR STRATEGIC BOMBER CREWS WHO FLEW TRAINING MISSIONS IN PREPARATION FOR WAR FLYING THOUSANDS OF MILES TO DROP AN ELECTRONIC ATOMIC WEAPON ON AN AMERICAN CITY,.....CONFUSED WATCH THE MOVIE




Convair B-58 Hustler


From Wikipedia, the free encyclopedia

B-58 Hustler
Convair B-58A Hustler in flight (SN 59-2442). Photo taken on June 29, 1967 061101-F-1234P-019.jpg

The Convair B-58 Hustler was the first operational jet bomber capable of Mach 2 flight.[2] The aircraft was designed by Convair engineer Robert H. Widmer and developed for the United States Air Force for service in the Strategic Air Command (SAC) during the 1960s.[3] It used a delta wing, which was also employed by Convair fighters such as the F-102, with four General Electric J79 engines in pods under the wing. It carried five nuclear weapons; four on pylons under the wings, and one nuclear weapon and fuel in a combination bomb/fuel pod under the fuselage, rather than in an internal bomb bay.


Replacing the Boeing B-47 Stratojet medium bomber, it was originally intended to fly at high altitudes and supersonic speeds to avoid Soviet fighters. The B-58 received a great deal of notoriety due to its sonic boom, which was often heard by the public as it passed overhead in supersonic flight.[4]The introduction of highly accurate Soviet surface-to-air missiles forced the B-58 into a low-level penetration role that severely limited its range and strategic value, and it was never employed to deliver conventional bombs. This led to a brief operational career between 1960 and 1970 when the B-58 was succeeded by the smaller, swing-wing FB-111A.[5] Design and development[edit]

Ejection pod undergoing testing
The genesis of the B-58 program came in February 1949, when a Generalized Bomber Study (GEBO II) had been issued by the Air Research and Development Command (ARDC) at Wright-Patterson AFB, Ohio, for the development of a supersonic, long range, bombardment aviation platform. The proposed bomber's design and development was to begin less than two years after sustained supersonic flight had successfully been achieved.[6]A number of contractors submitted bids to perform the generalized study (that hopefully would lead to a development contract) including Boeing, Convair, Curtiss, Douglas, Martin and North American Aviation.
Convair, building on its experience in earlier delta-wing fighters, beginning with the XF-92A, a series of GEBO II designs were developed, initially studying swept and semi-delta configurations, but settling on the delta wing planform. The delta planform had good internal volume for support systems and fuel; plus a low wing loading (for airframe size), that permitted supersonic flight in the mid-stratosphere (50 - 70,000 feet). The final Convair proposal, coded FZP-110, was a radical two-place, delta wing bomber design powered by General Electric J53 engines. The performance estimates included a 1,000 mph (1,600 km/h; 870 kt) speed and a 3,000 statute mile (4,800 km; 2,600 nmi) range.[6]
RB-58A with two component pod (TCP)
The USAF chose Boeing (MX-1712) and Convair to proceed to a Phase 1 study. The Convair MX-1626 evolved further into a more refined proposal redesignated the MX-1964. In December 1952, the Air Force selected the MX-1964 as the winner of the design competition[7] to meet the newly proposed SAB-51 (Supersonic Aircraft Bomber) and SAR-51 (Supersonic Aircraft Reconnaissance), the first General Operational Requirement (GOR) worldwide for supersonic bombers. In February 1953, the Air Force issued a contract for development of Convair's design.[8]
The resulting B-58 design was the first "true" USAF supersonic bomber program. The Convair design was based on a delta wing with a leading-edge sweep of 60° with four General Electric J79-GE-1 turbojet engines, capable of flying at twice the speed of sound. Although its large wing made for relatively low wing loading, it proved to be surprisingly well suited for low-altitude, high-speed flight. It seated three (pilot, bombardier/navigator, and defensive systems operator) in separated tandem cockpits. Later versions gave each crew member a novel ejection capsule that made it possible to eject at an altitude of 70,000 ft (21,000 m) at speeds up to Mach 2 (1,320 mph/2,450 km/h). Unlike standard ejection seats of the period, a protective clamshell would enclose the seat and the control stick with an attached oxygen cylinder, allowing the pilot to continue to fly even "turtled up" and ready for immediate egress. The capsule would float, and the crewmember could open the clamshell, using it as a life raft.[9][10] In an unusual test program, live bears and chimpanzees were successfully used to test the ejection system.[11] The XB-70 would use a similar system (though using capsules of a different design).
B-58 crewmember escape capsule
Convair YB-58A-1-CF Hustler, (AF Ser. No. 55-0661), the second aircraft built
Because of heat generated at Mach 2 cruise, not only the crew compartment, but the wheel wells and electronics bay were pressurized and air conditioned. The B-58 utilized one of the first extensive applications of aluminum honeycomb panels, which bonded outer and inner aluminum skins to a honeycomb of aluminum and fiberglass.[12]
The pilot's cockpit was fairly conventional for a large multiengine aircraft.[13] The electronic controls were ambitious and advanced for the day. The navigator and DSO's cockpits featured wraparound dashboards with warning lights and buttons, and automatic voice messages and warnings from a tape system were audible through the helmet sets. Research during the era of all-male combat aircraft assignments revealed that a woman's voice was more likely to gain the attention of young men in distracting situations. Nortronics Division of Northrop Corporation selected actress and singer Joan Elms to record the automated voice warnings. To the men flying the B-58, the voice was known as "Sexy Sally."[14][15]

Weapons systems[edit]

The Sperry AN/ASQ-42 bombing/navigation system combined a sophisticated inertial navigation system with the KS-39 Star tracker (astro-inertial navigation system) to provide heading reference, the AN/APN-113 Doppler radar to provide ground speed and windspeed data, a search radar to provide range data for bomb release and trajectory, and a radar altimeter.[16] The AN/ASQ-42 was estimated to be 10 times more accurate than any previous bombing/navigation system.[16]
Defensive armament consisted of a single 20 mm (0.79 in) T-171E-3 rotary cannon with 1,200 rounds of ammunition in a radar-aimed tail barbette.[16][17] It was remotely controlled through the Emerson MD-7 automated radar fire-control system only requiring the DSO to lock-on a selected target blip on his scope and then fire the gun; the system computing all aiming, velocity or heading differential, and range compensation.[16] Offensive armament typically consisted of a single nuclear weapon, along with fuel tanks, in a streamlined MB-1C pod under the fuselage. Incurable difficulties with fuel leakage resulted in the replacement of the MB-1C with the TCP (Two Component Pod), which placed the nuclear weapon in an upper section while the lower fuel component could be independently jettisoned.[18] This had the added benefit of allowing the pilot to "clean up" the aircraft for fuel efficiency or in case of emergency, while still retaining the (somewhat) more slim weapon.
The first prototype, serial number 55-660, was completed in late August 1956.[19] The first flight took place in November 1956.[20] A difficult and protracted flight test program involving 30 aircraft continued until April 1959.[21]The final B-58 was delivered in October 1962.[21]
From 1961 to 1963, the B-58 was retrofitted with two tandem stub pylons under each wing root, adjacent to the centreline pod,[22] for B43 or B61 nuclear weapons for a total of five nuclear weapons per aircraft. Although the USAF explored the possibility of using the B-58 for the conventional strike role, it was never equipped for carrying or dropping conventional bombs in service. A photo reconnaissance pod, the LA-331, was also fielded. Several other specialized pods for ECM or an early cruise missile were considered, but not adopted. The late 1950s High Virgo air-launched ballistic missile was designed to be launched from the B-58 with four test launches of the High Virgo carried out by a B-58 to determine ballistic missile and anti-satellite weapon system capability.[23]

Operational history[edit]

B-58A in flight
The B-58 crews were chosen from other strategic bomber squadrons. Due to some characteristics of delta-winged aircraft, new pilots used the Convair F-102 Delta Dagger as a conversion trainer, before moving to the TB-58A trainer.[24] The B-58 was difficult to fly and its three-man crews were constantly busy, but its performance was exceptional. A lightly loaded Hustler would climb at nearly 46,000 ft/min (235 m/s).[25] In addition to its much smaller weapons load and more limited range than the Boeing B-52 Stratofortress, the B-58 had also been extremely expensive to acquire.

Excessive program expenditure[edit]

Through FY 1961, the total cost of the B-58 program was $3 billion.[26][27] A highly complex aircraft, it also required considerable maintenance, much of which required specialized equipment and ground personnel. For comparison, the average maintenance cost per flying hour for the B-47 was $361, for the B-52 it was $1,025 and for the B-58 it was $1,440.[28] The B-58 also cost three times as much to operate as the B-52.[29] The cost of maintaining and operating the two operational B-58 wings equaled that of six wings of B-52s.[30] This included special detailed maintenance for the nose landing gear, which retracted in a complicated fashion to avoid the center payload. Further, compounding this, the B-58 had an unfavorably high accident rate: 26 B-58 aircraft were lost in accidents, 22.4% of total production. The SAC senior leadership had been dubious about the aircraft type from the beginning, although its crews eventually became enthusiastic about the aircraft. General Curtis LeMay was never satisfied with the bomber and after a flight in one declared that it was too small, far too expensive to maintain in combat readiness and required an excessive number of aerial refuelings to complete a mission.[31] Although the high altitude ferry range of the B-58 was better than the B-47, the lack of forward basing resulted in a requirement for more KC-135 tanker support.[32][33]

Adverse flight characteristics[edit]

While its performance and design were exceptional and appreciated, it was never easy to fly. This was caused by the 60° leading edge sweepback of its wing and was inherent in these types of delta wing platforms. It required a much higher angle of attack than a conventional aircraft, up to 9.4° at Mach 0.5 at low altitudes. If the angle of attack was too high, in excess of 17°, the bomber could pitch up and enter a spin. Several factors could prevent a successful recovery: if the pilot applied elevon, if the center of gravity was not correctly positioned, or if the spin occurred below 15,000 feet (4,600 metres), recovery might not be possible. The B-58 also had stall characteristics that were not conventional. If the nose was elevated, the bomber maintained forward motion without pitching down. Unless large amounts of power were applied, the descent rate increased rapidly.[30] Another problem pilots faced was called "fuel stacking" and took place when the B-58 accelerated or decelerated. It was due to fuel moving in the tanks and causing sudden changes in the center of gravity. This could cause the aircraft to pitch or bank and subsequently lose control.[34] The B-58 was very difficult to safely recover from the loss of an engine at supersonic cruise due to differential thrust.
The plane had very unusual takeoff requirements, with a 14° angle of attack needed for the rotation at about 203.5 knots (376.9 km/h; 234.2 mph) for a 150,000 pound combat weight.[35] This poor takeoff performance was also evident with the high landing speed that necessitated a drogue parachute for braking.

Operational wings and retirement[edit]

Two SAC bomb wings operated the B-58 during its operational service: the 43d Bombardment Wing, based at Carswell AFB, Texas from 1960 to 1964, and Little Rock AFB, Arkansas from 1964 to 1970; and the 305th Bombardment Wing, based at Bunker Hill AFB(later Grissom AFB), Indiana from 1961 to 1970. The 305th also operated the B-58 combat crew training school (CCTS), the predecessor of the USAF's current formal training units (FTUs).
XB-58 prototype during takeoff
By the time the early problems had largely been resolved and SAC interest in the bomber had solidified, Secretary of Defense Robert McNamara decided that the B-58 was not going to be a viable weapon system.[36] It was during the B-58's introduction that high-altitude Soviet surface-to-air missiles (SAM) became a viable threat, especially the SA-2 Guideline, a SAM system the Soviet Union extensively deployed. The "solution" to this problem was to fly at low altitudes, minimizing the radar line-of-sight and reducing exposure time.
Because of the denser air at low altitudes, the B-58 could not fly at supersonic speeds and its moderate range was reduced further, thereby negating the high-speed performance the design paid so dearly for. In late 1965, Secretary McNamara ordered the B-58's retirement by 1970. Despite efforts of the Air Force to earn a reprieve, the phaseout proceeded on schedule. The last B-58s were retired in January 1970 and placed in storage with the Military Aircraft Storage and Disposition Center (MASDC) at Davis-Monthan Air Force Base. The fleet survived until 1977, when nearly all remaining aircraft were sold to Southwestern Alloys for disposal.[37][38] The B-58 as a weapons system was replaced by the FB-111A, designed for low-altitude attack, more flexible with the carriage of conventional weapons, and less expensive to produce and maintain.
A total of 116 B-58s were produced: 30 trial aircraft and 86 production B-58A models. Most of the trial aircraft were later upgraded to operational standard. Eight were equipped as TB-58A training aircraft.
Due to B-58 pilots being the only US Air Force pilots experienced in long duration supersonic flight, several former Hustler crew members were selected to fly the Lockheed SR-71 Blackbird at the start of the program by Colonel Douglas Nelson. Thomas B. Estes and Dewain C. Vick[39] were eventually awarded both the Harmon and Mackay Trophies after they set a new world supersonic distance record, flying an SR-71 over 15,000 miles in just 10 hours and 30 minutes. [40]

Test aircraft[edit]

A number of B-58s were used for special trials. One was specially modified to test the Hughes radar system intended for the Lockheed YF-12 interceptor and the North American F-108 Rapier, which had an extended nose to accommodate the radar and was nicknamed "Snoopy" (see Aircraft on Display). Several improved (and usually enlarged) variants, named B-58B and B-58C by the manufacturer, were proposed but never built.

World records[edit]

The B-58 set 19 world speed records, including coast-to-coast records, and one for the longest supersonic flight in history. In 1963, it went from Tokyo to London (via Alaska), a distance of 8,028 miles (12,920 km) in 8 hours, 35 minutes, 20.4 seconds, averaging 938 miles per hour (1,510 kilometres per hour). As of 2016, this record still stands.[41][42] The aircraft was serving in an operational unit, and had not been modified in any way besides being washed and waxed. One of the goals of the flight was to push the limit of its new honeycomb construction technique. The speed of the flight was limited only by the speed at which they believed the honeycomb panels would delaminate, although one of the afterburners malfunctioned and the last hour of the flight was continued at subsonic speed. This reduced the average speed to roughly Mach 1.5, despite most of the flight being at Mach 2.[43][44] This B-58 was called "Greased Lightning" - the codename for the record attempt.
Some of the record winning aerospace trophies the B-58 won were the Bleriot trophy, the Thompson trophy, the Mackay trophy, the Bendix trophy and the Harmon trophy.[45]
Singer John Denver's father, Lt Colonel Henry J. Deutschendorf, Sr., USAF, held several speed records as a B-58 pilot.[46]

Variants[edit]

  • XB-58: Prototype; two built.
  • YB-58A: Pre-production aircraft, 11 built.
  • B-58A: Three-seat medium-range strategic bomber aircraft, 86 built.
  • TB-58A: Training aircraft, eight conversions from YB-58A.
  • NB-58A: This designation was given to a YB-58A, which was used for testing the J93 engine. The engine was originally intended for the North American XB-70 Valkyrie Mach 3 bomber.
  • RB-58A: Variant with ventral reconnaissance pod, 17 built.
  • B-58B: Unbuilt version. SAC planned to order 185 of these improved bombers which had uprated J79-GE-9 engines, a stretched fuselage for extra fuel capacity, canards and could carry conventional weapons.[34][47] A prototype B-58B was ordered (S/N 60-1109), but the entire project was canceled before construction began, due to budgetary considerations.[48] The B variant was also planned to be the "mothership" for a Mach 4 parasite called the FISH (for First Invisible Super Hustler). Because It was to be faster and larger than the B-58A, it could carry the FISH instead of the external pod. At an altitude of at least 35,000 feet (11,000 metres) at speeds in excess of Mach 2 the FISHs three ramjet engines could be started.[49] The Super Hustler would then disengage from the B-58B and climb up to 90,000 feet (27,000 metres) and accelerate to Mach 4.2 to complete its mission.[50][51]
  • B-58C: Unbuilt version. Enlarged version with more fuel and 32,500 lbf (145 kN) J58, the same engine used on the Lockheed SR-71. Design studies were conducted with two and four engine designs, the C model had an estimated top speed approaching Mach 3, a supersonic cruise capability of approximately Mach 2, and a service ceiling of about 70,000 ft (21,300 m) along with the capability of carrying conventional bombs. Convair estimated maximum range at 5,200 nautical miles (6,000 mi; 9,600 km). The B-58C was proposed as a lower cost alternative to the North American XB-70. As enemy defenses against high-speed, high-altitude penetration bombers improved, the value of the B-58C diminished and the program was canceled in early 1961.[52]

Operators[edit]


Strategic Air Command
63d Bombardment Squadron, Medium
64th Bombardment Squadron, Medium
65th Bombardment Squadron, Medium
3958th Operational Test and Evaluation Squadron (1958-1960)
364th Bombardment Squadron, Medium
365th Bombardment Squadron, Medium
366th Bombardment Squadron, Medium
Air Force Flight Test Center - Edwards AFB, California (1956-58)
6592d Test Squadron

Aircraft on display[edit]

Convair B-58 Hustler.svg
 United States
B-58A Hustler (AF Serial No. 59-2458), the "Cowtown Hustler," in front of the National Museum of the United States Air Force's restoration facility at Wright-Patterson AFB, Ohio

B-58A, AF Ser. No. 61-2080, at the Pima Air & Space Museum in Tucson, Arizona.This is the B-58 I had the pleasure of meeting



                                                      








File:B-58A BuNo 61-2080 - Pima Air & Space Museum in Tucson, Arizona.jpg



                                                                                                                                                               
Today there are eight B-58 survivors:[53][54
I Cannot Believe eight of these Beautiful aircraft exsist what has happened to this nation it truly disgusts me..- FSNYC WARDEN
TB-58A
YB-58A
B-58A

Specifications (B-58A)[edit]

Orthographically projected diagram of the B-58 Hustler
MB-1C original combined expendable underbelly fuel and weapon pod
A front view of the B-58A in the "clean" configuration
Cutaway diagram of the J79 with components labeled
Cutaway of an air start system of a General Electric J79 turbojet. The small turbine and epicyclic gearing are clearly visible.
Data from Quest for Performa
Performance
Armament
Avionics

Notable appearances in media[edit]

Jimmy Stewart, a bomber pilot during World War II and a brigadier general in the Air Force Reserve, appeared in an Air Force film, flying in the back seat of the B-58 on a typical low-altitude attack in the film B-58 Champion of Champions.[73]
The B-58 has also appeared in the 1964 film Fail-Safe, where stock footage of B-58s was used to represent the fictional "Vindicator" bombers which attacked Moscow. The art used in the original magazine publication of the novel had depicted the "Vindicator" bombers—itself the recycling of the name of a World War II American dive bomber—as almost identical to B-58s but equipped with canards.[74] This would have given the fictional bombers the appearance of the canceled B-58B (see Variants).
In Fail Safe, a 2000 made-for-TV remake starring George Clooney, the fictional Vindicator bomber was again represented by the B-58 Hustler.

See also[edit]

Related development
Aircraft of comparable role, configuration and era
Related lists

References[edit]

Notes[edit]

  1. Jump up^ Knaack, Marcelle Size. Post-World War II Bombers, 1945-1973. Washington, DC: Office of Air Force History, 1988. ISBN 0-16-002260-6.
  2. Jump up^ Wilson 2000, p. 38.
  3. Jump up^ Martin, Douglas. "Robert H. Widmer, Designer of Military Aircraft, Dies at 95." The New York Times, 2 July 2011.
  4. Jump up^ "B-58's Sonic Boom Rattles Kentuckians." Chicago Daily Tribune, 19 December 1961. Retrieved: 2 November 2009.
  5. Jump up^ Morrison, David C. (February 1984). "The Weapons Tutorial: Air-Breathing Nuclear Delivery Systems". Bulletin of the Atomic Scientists. 40 (2): 34. Retrieved 30 November 2014.
  6. ^ Jump up to:a b Miller 1976, p. 24.
  7. Jump up^ Miller 1985, p. 26.
  8. Jump up^ Miller 1985, p. 28.
  9. Jump up^ On display at the Wings Over the Rockies Air and Space Museum.
  10. Jump up^ 2008 p. 107.
  11. Jump up^ Miller 1985, pp. 53–54.
  12. Jump up^ Loftin, Laurence K. Jr. "Quest for Performance: The Evolution of Modern Aircraft. Part II: The Jet Age. Chapter 12: Jet Bomber and Attack Aircraft. Two Pioneering Explorations." National Aeronautics & Space Administration, 2004. Retrieved: 1 December 2014.
  13. Jump up^ Miller 1985, p. 94.
  14. Jump up^ "Voice warning systems message priority." palaamar.com. Retrieved: 14 September 2015.
  15. Jump up^ "Sexy Sally Sounds Off." San Francisco Examiner, 30 July 1966, reprinted in United States Naval Institute Proceedings, November 1966.
  16. ^ Jump up to:a b c d Miller 1985, p. 105.
  17. Jump up^ "Convair B-58 Hustler Strategic Bomber."AeroSpaceWeb.org, 2012. Retrieved: 12 December 2014.
  18. Jump up^ Miller 1985, p. 109.
  19. Jump up^ Miller 1985, p. 39.
  20. Jump up^ Miller 1985, p. 42.
  21. ^ Jump up to:a b Miller 1985, p. 54.
  22. Jump up^ Hansen 1988, pp. 158, 161.
  23. Jump up^ "Designation systems." designation-systems.net. Retrieved: 8 December 2009.
  24. Jump up^ Miller 1985, p. 62.
  25. Jump up^ Higham 1975, p. 31.
  26. Jump up^ Miller 1985, p. 48.
  27. Jump up^ Hall, R. Cargill. "To acquire strategic bombers - The case of the B-58 Hustler." Air University Review, Research Division, at the Albert F. Simpson Historical Research Center, Maxwell AFB, Alabama, September–October 1980. Retrieved: 15 February 2015.
  28. Jump up^ Converse 2012, p. 517.
  29. Jump up^ Miller 1985, p. 69.
  30. ^ Jump up to:a b Hall, R. Cargill. "The B-58 Bomber." Air University Review, Research Division, at the Albert F. Simpson Historical Research Center, Maxwell AFB, Alabama, November–December 1981. Retrieved: 14 February 2015.
  31. Jump up^ Adams 2009, p. 41.
  32. Jump up^ "B-58 Hustler United States Nuclear Forces." FAS.org (Federation of American Scientists, 29 May 1997. Retrieved: 15 February 2015.
  33. Jump up^ "B-58 final construction." GlobalSecurity.org, 2015. Retrieved: 15 February 2015.
  34. ^ Jump up to:a b Slade 2012, p. 238.
  35. Jump up^ https://books.google.com/books?id=i03pUlEko8cC&lpg=SA2-PA41&ots=ExbfAkQv4s&dq=B-58%20takeoff%20speed&pg=SA2-PA39#v=onepage&q=B-58%20takeoff%20speed&f=false
  36. Jump up^ Sorenson 1995, p. 131.
  37. Jump up^ Miller 1985, p. 70.
  38. Jump up^ Veronico and Strong 2010, p. 112.
  39. Jump up^ Haynes, Leland R. "15,000 Miles Non-Stop in the SR-71 and B-58 Hustler Records Achieved". SR-71 Blackbirds. Leland R. Haynes. Retrieved 14 May 2016.
  40. Jump up^ Thomas B. Estes and Dewain C. Vick
  41. Jump up^ QUALA MATOCHA. "Former Hillje man holds longest supersonic flight record after 50 years" El Campo Leader News, October 23, 2013. Accessed: December 15, 2013.
  42. Jump up^ Comstock, Charles. "The B-58's record flights." 456fis.org(456th Fighter Interceptor Squadron, Seymour Johnson Air Field North Carolina. Retrieved: 2 January 2015.
  43. Jump up^ Wayne Thomis, Aviation editor, Chicago Tribune. November 24, 1963.
  44. Jump up^ Haynes, Leland R. "B-58 Hustler records & 15,000 miles non-stop in the SR-71." wvi.com (SR-71 Blackbirds), 1996. Retrieved: 12 December 2014.
  45. Jump up^ "Trophies won and records set by the B-58." B-58 Hustler Association HomePage. Retrieved: 2 January 2015.
  46. Jump up^ Tope, Jessica. "Pope Air Force Base Record Breaking Day."Pope Air Force Base, 12 January 2007. Retrieved: 5 September 2007.
  47. Jump up^ Goebel, Greg. "The General Dynamics B-58 & North American XB-70." AirVectors.net, 1 August 2014. Retrieved: 26 January 2015.
  48. Jump up^ "Factsheet: Convair B-58B." NationalMuseum.AF.mil(National Museum of the United States Air Force). Retrieved: 26 January 2015.
  49. Jump up^ "Convair Super Hustler, Fish & Kingfish." AeroSpaceWeb.org, 2012. Retrieved: 11 December 2014.
  50. Jump up^ Hehs, Eric. "Super Hustler, FISH, Kingfish, and Beyond (Part 1: Super Hustler)." CodeOneMagazine.com (Lockheed Martin Aeronautics Company), 15 March 2011. Retrieved: 11 December 2014.
  51. Jump up^ Burrows, William E. "The Real X-Jet." AirSpaceMag.com, 1 March 1999. Retrieved: 13 December 2014.
  52. Jump up^ "Factsheet: Convair B-58C Hustler." National Museum of the United States Air Force. Retrieved: 5 September 2007.
  53. Jump up^ "B-58 Aircraft History - serial numbers and summary." The B-58 Hustler Association. Retrieved: 4 December 2014.
  54. Jump up^ Brewer, Randy A. and Alex P. Brewer. "The B-58 Hustler Page - Surviving Inventory." B-58.com, 2014. Retrieved: 18 December 2014.
  55. Jump up^ "B-58 Hustler/55-0663." Grissom Air Museum. Retrieved: 4 December 2012.
  56. Jump up^ "B-58 Hustler/55-0668." aerialvisuals.ca Retrieved: 4 June 2015.
  57. Jump up^ "B-58 Hustler/55-0665." aerialvisuals.ca Retrieved: 20 May 2013.
  58. Jump up^ "B-58 Hustler/55-0666." Octave Chanute Aerospace Museum. Retrieved: 4 June 2015.
  59. Jump up^ http://www.star-telegram.com/news/local/community/fort-worth/article79617552.html
  60. Jump up^ http://www.castleairmuseum.org/b58-hustler
  61. Jump up^ "B-58 Hustler/59-2437." aerialvisuals.ca Retrieved 4 June 2015.
  62. Jump up^ "B-58 Hustler/59-2458." National Museum of the USAF.Retrieved: 4 December 2012.
  63. Jump up^ "B-58 Hustler/61-2059." Strategic Air and Space Museum.Retrieved 4 June 2015.
  64. Jump up^ "B-58 Hustler/61-2080." Pima Air & Space Museum.Retrieved: 4 December 2012.
  65. Jump up^ Loftin, Laurence K. Jr. "SP-468: Quest for Performance: The Evolution of Modern Aircraft". NASA. Retrieved: 4 April 2006.
  66. ^ Jump up to:a b c d Grant and Dailey 2007, p. 293.
  67. Jump up^ Gunston 1986, p. 162.
  68. Jump up^ "AN/APA to AN/APD - Equipment Listing." Designation-Systems.net. Retrieved: 3 July 2010.
  69. ^ Jump up to:a b "AN/APN - Equipment Listing." Designation-Systems.net.Retrieved: 3 July 2010.
  70. Jump up^ "AN/ASQ - Equipment Listing." Designation-Systems.net.Retrieved: 3 July 2010.
  71. ^ Jump up to:a b "AN/APR to AN/APS - Equipment Listing." Designation-Systems.net. Retrieved: 3 July 2010.
  72. Jump up^ "AN/APQ - Equipment Listing." Designation-Systems.net.Retrieved: 3 July 2010.
  73. Jump up^ "Convair B-58 Hustler, Champion of Champions." YouTube(United States Air Force), 3 December 2014.
  74. Jump up^ "1962 ... Failsafe." Flickr, 2015. Retrieved: 16 February 2015.

Bibliography[edit]

  • Adams, Chris. Deterrence: An Enduring Strategy. New York: IUniverse, Inc., 2009 ISBN 978-1-44016-9786
  • Convair B-58 Hustler Pilot's Flight Operating Instructions. Washington, D.C.: United States Air Force, 2008. ISBN 978-0-9816526-5-8.
  • Converse, Elliott V. Rearming for the Cold War, 1945-1960 (History of Acquisition in the Department of Defense). Washington, D.C.: Office of the Secretary, Historical Office, 2012. ISBN 978-0-16091-132-3.
  • Donald, David and Jon Lake, eds. Encyclopedia of World Military Aircraft. London: AIRtime Publishing, 1996. ISBN 1-880588-24-2.
  • Grant, R.G. and John R. Dailey. Flight: 100 Years of Aviation. Harlow, Essex: DK Adult, 2007. ISBN 978-0-7566-1902-2.
  • Gunston, Bill. American Warplanes. New York: Crown Publishers Inc., 1986, p. 162. ISBN 0-517-61351-4.
  • Gunston, Bill. Bombers of the West. London: Ian Allan Ltd., 1973, pp. 185–213. ISBN 0-7110-0456-0.
  • Hansen, Chuck. U.S. Nuclear Weapons: The Secret History. Arlington, Texas: Aerofax, 1988. ISBN 0-517-56740-7.
  • Higham, Robin, Carol Williams and Abigail Siddall, eds. Flying Combat Aircraft of the USAAF-USAF (Vol. 1). Andrews AFB, Maryland: Air Force Historical Foundation, 1975. ISBN 0-8138-0325-X.
  • Miller, Jay. Convair B-58 Hustler (Aerograph 4). Midland, UK: Aerofax, 1985. ISBN 0-942548-26-4.
  • Miller, Jay. "History of the Hustler." Airpower, Vol. 6, No. 4, July 1976.
  • Slade, Stuart. United States Strategic Bombers 1945–2012. Newtown, Connecticut: Defense Lion Publications, 2012. ISBN 978-0-5781-0525-3.
  • Sorenson, David S. The Politics of Strategic Aircraft Modernization. Westport, Connecticut: Praeger, 1995. ISBN 978-0-2759-5258-7.
  • Swanborough, Gordon and Peter M. Bowers. United States Military Aircraft Since 1909. Washington, D.C.: Smithsonian, 1989. ISBN 0-87474-880-1.
  • United States Air Force Museum Guidebook. Wright-Patterson AFB, Ohio: Air Force Museum Foundation, 1975.
  • Veronico, Nicholas A. and Ron Strong. AMARG: America's Military Aircraft Boneyard. North Branch, Minnesota: Specialty Press, 2010. ISBN 978-1-5800-7139-0.
  • Wagner, Ray. American Combat Planes of the Twentieth Century. Reno, Nevada: Jack Bacon and Co., 2004. ISBN 0-930083-17-2.
  • Wilson, Stewart. Combat Aircraft since 1945. Fyshwick, ACT, Australia: Aerospace Publications Pty Ltd, 2000, p. 38. ISBN 1-875671-50-1.
  • Winchester, Jim, ed. "Convair B-58 Hustler." Military Aircraft of the Cold War (The Aviation Factfile). Rochester, Kent, UK: The Grange plc., 2006. ISBN 1-84013-929-3.

External links[edit]

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General characteristics





PROPAGANDA No.2 "Your New Sound Of Freedom"
THIS MAGAZINE ADD WAS SEEN IN THE POPULAR MAGAZINES OF THE EARLY 1960's IT HAS BEEN USED ELSEWHERE ON THIS BLOG BUT IT IS PUSHING THE SDAME MESSAGE AS THE USAF PROPAGANDA FILM "TALLMAN 55", CONVAIR THE BUILDER OF THE B-58 HUSTLER IN PARTNERSHIP WITH "SAC" AND "AIR DEFENSE COMMAND" MADE THIS A GREAT PUBLIC RELATIONS GESTURE AND MILLIONS OF AMERICANS WOULD LEARN TO ASSOCIATE THE SOUND OF AFTERBURNERS AT FULL THROTTLE ON F-102/106 INTERCEPTORS AND BOMBERS LIKE THE B-58/52/36/47, AND THE SITE OF THESE GREAT ALUMINUM SKINS SHINING LIKE A KNIGHTS ARMOR AND A ORANGE STRIPE TO DENOTE U.S.A.F. AIRCRAFT AS FRIENDLYS SINCE THEY FLEW IN THE CONTINENTAL U.S., DURING THE DAYS OF THE COLD WAR EVERY AIRCRAFT IN SAC OPERATIONS OF AIR DEFENSE WERE ARMED WITH NUCLEAR AIR 2 AIR ROCKETS OR CARRIED ATOMIC WEAPONS ON AIRBORNE ALERT AIRCRAFT, ACCIDENTS HAPPENED BUT NEVER A DETONATION WOULD OCCUR.TODAYS AIR DEFENSE IS NON EXSISTANT AND SAC NO LONGER EXSISTS, USAF MORALE IS IN BAD SHAPE AND MORE IMPORTANT THERE ARE QUITE A FEW REPORTS OF USAF AIRCRAFT CARRYING NUCLEAR WEAPONS IN FLIGHT WHEN NON WERE PERMITTED OR SIGNED OUT! ONE JUST ONE ACCOUNT THAT LEAKED.HOW BAD ARE THE MEN WHO TAKE CARE OF OUR NUCLEAR WEAPONS???? 

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WITH OUR BIRDS OF STEEL AT HAND...
THE STRATEGIC AIR COMMAND...
PEACE IS OUR PROFESSION......

PEACE IS OUR PROFESSION


WAR IS OUR SPECIALTY











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