B-47 Stratojet webpage

I also remember seeing around 12 C54’s at Upper Heyford around the time they were there. Not sure what they were used for!

Just found this thread. These were the 7th Air Division’s `airline` and all assigned to 3918thCSG/SW at Upper Heyford. They were used primarily to fly Reflex aircrews to/from various cities in Europe where the crews had voted to spend their weeks R&R off alert duty. When not engaged in this they frequently shot missed approaches/touch ‘n go’s at the other SAC bases such as Greenham Common where I noted 9 of them at various times.
Noted over 500 EB/B-47’s on Reflex Action in the UK – great times!

We know US offered loan B-47E to cover delays in RAAF F-111C (they took F-4E). UK came close to operating B-47 instead of V-Craft. It was twice offered, in effect free, complete with Bombs.

Foreign Secretary Bevin said no, 1/11/49 – sovereignty, but PM Attlee liked the price. That lapsed when spy Fuchs was uncovered, 1/50. Korea broke out, 6/50 and much did spew, inc. in all 1,373 B-47 from Boeing, 274 from Douglas/Tulsa, 385 from Lockheed, having taken over the Bell, Marietta Govt. Plant.

Loan B-47/Mk.5 Bomb were again offered: A.M. found US’ offer “generous”, but it was declined 21/6/54 -the moving force in rejection was …the same Sandys that some believe to be a fool or worse. He carried in Churchill’s Cabinet the case that lapse of Victor/Vulcan “would have the most serious effects (on UK-Aero, then) making such an important contribution to our export trade” J.Engel, Cold War at 30K.ft,Harvard,2007,P.185.

Instead we set about integrating Bomber Command ops with SAC. RAF was “allocated (some) breaching targets”, arriving (through bristling defence corridors) “high(er) up and faster (he meant sooner) than” SAC’s “380 B-52/1,367 B-47,Dec,58 (cf: ) 45 Valiant, 18 Vulcan, 10 Victor” Wynn,P278. RAF/USAF target co-operation contact began 9/55 G/C C.Finn/L/C P.D.Berg,Anglo-Am. Strategic Air Power Co-operation in the Cold War and Beyond,Air &Space Power Journal,W/0. To establish the 4 B-47 bases (Brize/Fairford/Greenham/Heyford) UK spent “$49Mn., US $79Mn.,1950-55” S.Duke,US Defence Bases in UK,MacM,87,P.212. SAC used them for upto 66xB-47E Reflex Action rotations, 1/58-1/4/65, each with upto 4xMk.28 Bombs, which were the basis for our Red Snow in Yellow Sun Mk.2 and in Blue Steel.

We never knew whether they were live. Each dispersed aircraft had an armed guard. One showed altogether too much interest in me, trying for a photo at Heyford, so I scarpered as he unhoist his carbine and moved towards me. I was “my” side of the fence, but chose not to press the point.

Full-throttle KC-77’s

The only concern I would have would be one of the R-4360’s letting go due to the high power setting. They were good engines for the time but engine fires and (electric) propeller failures were a regular occurrance.

I seem to remember it being said that it was almost routine to see a Stratocruiser (same airframe and engines as KC-97 but configured for pax) arriving at Heathrow with an engine shut down and a prop feathered after a trans-Atlantic crossing. Those Curtiss electric props were not noted for their reliability.

Talking of risky procedures, it was also routine for crew training during passenger carrying flights and an engine shutdown to be practiced on approach. The mounting number of accidents put paid to that crazy practice. It only required an incorrect selection of a switch, fuel c**k or lever to end up with full assymetric power and disaster.

Anon

Sorry, Mr Boyle, I didn’t wish to offend, that was a bit of Brit humour there! 😀 I’m well aware of what we owe to SAC and RAF Bomber Command crews for keeping the Soviets in their place.

… as the KC-97 had to go on full power and the B-47 was not far off the stall. But what did General LeMay and SAC care about us Brits!

Don’t be so sensitive, the procedure was carried out thousands of times over the US.

If you’re that worried about the people on the ground, consider the crews involved!

However, looking through a book, a compilation of SAC B-47 accidents, it seems to have been a reasonably safe operation.
Remember, these were well-trained professional crews, not wartime conscripts with only adequate training.

It was the best technology of the time providing the capability required to do the mission. That’s what led the USAF to buy 800+ KC-135s….to make refueling ops safer (and more efficient) for all concerned.

I’m sure the RAF (and indeed, airlines) did its fair share of procedures they did routinely back then “but seem awfully dangerous now”. 😀

You’re right there, Steve. To me, it was the most charismatic of all the jet bombers of that era and the noisiest. I remember seeing one in the circuit (not on approach) at Brize, its tail chute deployed and an awful lot of power on against the drag. I once witnessed a B-47 take-off at Burtonwood and felt the sound waves beating against my chest. I’ve seen many Concorde departures and they were never that loud! And on at least two occasions I saw a KC-97 refuelling a B-47 at about 12,000ft over Merseyside in the Red 3 airway heading west. This was evidently quite a dangerous operation as the KC-97 had to go on full power and the B-47 was not far off the stall. But what did General LeMay and SAC care about us Brits!

I also remember seeing around 12 C54’s at Upper Heyford around the time they were there. Not sure what they were used for!

It is obviously a sign of the times that there has been no response to this item, as those amongst us who remember the B-47 are now getting rather long in the tooth. I am happy to declare myself as one of those, and have very fond memories of cycling to Upper Heyford, Brize Norton, Fairford and even Greenham Common occasionally to see the latest Bomb Group on Temporary Duty (TDY), always accompanied by a handful of KC-97s.

The brake-chute streaming on approach was standard procedure, and if you were lucky enough to witness a JATO departure, well that was quite something!

Happy days.