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B-36 PEACEMAKER MUSEUM |
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B-36 PEACEMAKER MUSEUM |
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In the summer of 1948 I was a 15 year old high school student living in Marysville California. One afternoon, a rumbling noise began, increasing in volume to an enveloping rhythmic sound. Then to the west a B-36 appeared flying south about 2000 feet. I watched the peacemaker as long as possible but the sound continued for a while. The airplane appeared to be headed for McClellan Field about 45 miles south at Sacramento.
My career in the US Air Force began on March 12, 1953, completing basic training at Parks AFB CA in May, and having selected aircraft maintenance, I was transferred to Sheppard AFB Texas for tech school. On arrival at Sheppard, a review of my test scores allowed me to choose my aircraft; of course this was the B-36. During my stay at Sheppard, I sometimes saw or heard B-36 aircraft in flight. One afternoon I heard a new sound. High above me was a YB-60 during one of its few flights. I completed the B-36 training on December 19, 1953 and was assigned to the 92nd Bombardment Wing (H) Fairchild AFB, Spokane Washington.
After celebrating Christmas in Sacramento with my family, I reported in to Fairchild on January 5, 1954, and was further assigned to the 327th Bomb Squadron. After clearing in, receiving tools and cold weather gear, I was assigned to the ground crew of B-36D, 49-2654, MSgt Welch, Crew Chief. I guess everyone new gets harassed and I was sent in to the hangar to get some "Prop Wash". About a hundred yards away I realized I was being taken, and attempting to make the best of it I went on in getting a bucket of solvent and a few rags. Returning to the aircraft, I started cleaning each of the six three blade nineteen foot propellers. One job I was assigned was helping to replace one of the curved windows at the Navigators Compartment. As best I can remember the cracked window was just above the larger flat window. The new window was received from supply, and not sure what to expect, I examined the new window. The curved window was about three eights of an inch thick, with two outer panels of plexiglas and a center panel of a soft pliable plastic, and was about a inch larger than the two outer plates. To be installed into the window frame, the old window was removed, the new window and outer window frame set in place. Then each hole in the frame had to be drilled and a 10-32 flat head countersunk screw was inserted and a self locking nut was added on the inside of the compartment. The weather was cold, about 15 degrees, so we had heaters blowing warm air into the compartment. With three screws to go we watched the new window begin cracking. Another window was requested, another heater added, the next window was successfully installed.
During the service life of the B-36, the aircraft were in a recurring modification/update program. When 49-2654 departed Fairchild for updates, I was assigned to the ground crew of 49-2649. This aircraft in the past had a towing accident when the nose gear collapsed causing some damage to the nose. Temporary repairs were made and the aircraft was flown with the nose gear down to the depot for repair. On takeoff the tail dragged on the runway. At the depot both ends were repaired.
On one flight we launched 2649 for a 15 hour mission, returning to the assigned parking spot at the expected time of arrival and waited. We were informed the aircraft had diverted to Carswell AFB, and later received a new ETA. We were watching the arrival of 2649 and noted the aircraft looked odd; number three engine didn't have a propeller! We parked the aircraft and located the missing propeller, disassembled and stowed on a bomb-bay cargo rack. We unloaded the propeller and the shop reassembled and reinstalled the propeller on number three engine. In the meantime, we were repairing the engine which had back-fired so badly in flight that air-ducts were blown apart at the boots. I believe the problem was a bad magneto.
In 1954, fuel servicing involved hauling hoses from fuel trucks up B-2 aircraft stands and onto the wing. In warmer weather this wasn't too bad but the fumes from the 115/145 aviation fuel tended to make you dizzy. In cold weather, and on icy wings, more care was required. One of the updates the B-36s received was central point refueling. This task became much easier.
Tragedy struck Fairchild in 1954 with the loss of 327th aircraft 44-92069 on February 27 when a landing gear collapsed while takeoff power was being set; the crew survived. Then on March 29, a 325th aircraft 44-92032 crashed during practice touch and go landings; only three crew-members survived.
To replace 92nd aircraft losses the last six production aircraft (B-36J) were assigned to the 327th Bomb Squadron. The six aircraft: 52-2822, 52-2823, 52-2824, 52-2825, 52-2826 and 52-2827 arrived in July and August. The 327th was now equipped with four B-36D and six B-36J aircraft and in the next 18 months I would be, at various times, assigned to the first five new aircraft. The new aircraft had many differences with the older B-36Ds which had R4360-41 engines, with supercharged carburetors and high tension dual magnetos. The B-36Js had more powerful R4360-53 engines with supercharged fuel injection and low tension single magnetos.
In August 1953 the 92nd Bomb Wing participated in "Operation Big Stick". The wing aircraft were deployed to the far east for two weeks, landing at bases on Guam, Okinawa and Japan. For this effort the 92nd would be awarded the "Air Force Outstanding Unit Award". This operation, which did encourage the North Koreans to accept peace, also began what would soon be a heavy bomber presence in this area. During October 1954, the entire 92nd Bomb Wing deployed to Guam for 90 days in TDY status. We would be replaced by another B-36 wing in January 1955 and return to Fairchild. For the trip to Guam in October some of the ground crew flew with their aircraft, but many of us "Island Hopped" on a C-124 aircraft landing at Travis AFB CA, Hawaii, Midway, Wake and finally landing at Guam. At each stop we had as much as 12 hours of daylight to explore. Many reminders of WWII events were seen. Someone figured out the fun we had, and the work we missed; in the future we would fly on our B-36s. That too was OK as I was able to ride in the forward compartment of 52-2822 from Guam to Fairchild on January 15 1955 and capture some of the flight on film.
During our stay on Guam, we had the experience of dealing with a major typhoon. As the typhoon moved toward Guam we were prepared to keep the nose of our aircraft pointed into the wind. Since the wind direction changed often, we remained in the aircraft all night. On occasion someone on the ground crew (me) would put on a poncho and climb partly down the aft crew ladder as a safety observer while the flight crew started enough engines to turn us back into the wind. About 2:30 AM the eye of the storm passed over us. It was very quiet and still for about 15 minutes, then we continued to turn the aircraft as needed. This was an amazing experience.
As 1955 progressed, I served on other aircraft and in August with my promotion to E-4 A1c (sergeant), I was now on 52-2825 as the assistant crew chief. The many changes to the crews were due to changing requirements (crew losses to vacations, training and transfers) and departures of aircraft to depot or other assignments. During August, 2825 was selected for a mission that would require the ground crew to fly with the aircraft for part of the mission. The aircraft was prepared for flight and tools, support equipment and baggage were loaded, Lt Col Nickerson's flight crew and the ground crew boarded and 2825 departed Fairchild on a Sunday morning. We dropped a 100 pound practice bomb on the Wendover Bombing Range in Utah, and performed practice radar bombing of Denver (NW corner of 4th & Pine - while in Denver in 1965 I went by to see what we hit), Omaha and St Louis. We landed at Kirtland AFB New Mexico late that afternoon. We were parked on an unused taxiway on the back of the flight line, the parking brakes set and the engines shut down. Both crews departed with baggage for temporary quarters. Early Monday we returned to the aircraft to perform needed maintenance and servicing. Two alternators had failed and replacements were received on Wednesday. By this time fuel had been added for the planned flight to Travis AFB, and our cargo, a Mark 17 weapon, was installed in the forward bomb bay. I positioned a B-2 stand in front of number two air duct and with the new alternator and tool kit, I entered the air duct to replace the defective alternator. With the new unit installed, I was ready to exit the air duct and place the old alternator and tool kit on the stand, when the aircraft suddenly dropped six inches. Colonel Nickerson had been lying on the pavement under the forward bomb bay looking at the cargo. I glanced toward the fuselage in time to see him scramble out of the way. The pilot, Capt Smith had turned off the parking brakes and the gear adjusted to the added weight. It was necessary to have the stand lowered for me to exit the wing. Thursday, as the aircraft was accelerating for take off, Sergeant Lambert (crew chief) and I noted the engines were running out of water alcohol with a slight loss of power. The aircraft climbed out and proceeded to Travis. While at Travis, the weapon was downloaded and taken away, the aircraft serviced (including water) and launched on its 20 hour mission. The ground crew returned to Fairchild on a C-47. When we arrived at Fairchild 2825 was already parked.
One of the neat features on the B-36 was the "engine analyzer" on the Flight Engineers Panel. This was a two inch CRT (Cathode Ray Tube) with a six position switch to select the desired engine and a fifty-six position switch to select the individual spark plug for viewing. The displayed waveform would be identified as "normal", "shorted" or "open". Each plug was identified as to position on the engine: rows A, B, C, and D, and banks 1 through 7. The plugs were then A1L, A1R, etc. Synchronization of the engine analyzer was by a transmitting generator mounted on the accessory case of the engine and a receiving generator on the flight engineers panel. If either component needed replacement, it would need to be synchronized to be serviceable. For the engine mounted transmitter ( four wire autosyn generator) the right forward cowling on the engine and the inner panels needed to be removed and stowed away from the area. A known spark plug wire removed to provide an open plug and the new transmitter installed but not tightened. Lying on the wing next to the engine the technician would be ready to turn the unit when the engine was started and run, and the flight engineer selected the known plug. Once the correct signal was displayed the transmitter would be tightened, the engine shut down, the plug wire and cowling reinstalled. Having a 19 foot running propeller at your feet is not comfortable, but then neither is having your hand near a 37 inch, 11 blade fan blowing cold air.
In the spring of 1956 the 92nd returned to Guam for another 90 day TDY. By this time I was on the ground crew of 44-92056 as assistant crew chief. TSgt Ken Meyers was crew chief. In late march I was on emergency leave to visit my very ill mother, but returned to Fairchild in time to depart with 2056 for Guam. A normal flight would be 39 hours. Our flight, with problems, would require over 43 hours. After passing Hawaii, number four engine blew an upper cylinder destroying wiring that controlled the Curtis Electric Propeller. Although fuel was shut off, the propeller could not be "feathered" and the engine and propeller continued to turn. We continued to Midway Island. I spent most of the time in the right upper blister monitoring number four engine, and was on radio intercom. Most of the messages I heard concerned "Shamrock 27" (our radio call sign). Over Midway a decision was made to continue to Wake Island. An Air Sea Rescue C-118 arrived and flew with us off our right wing. We continued on to Guam. The navigator determined fuel was adequate for the flight. The landing at Anderson AFB was a straight in approach. When the aircraft was parked we dipped the tanks; there was little fuel left. Number four engine was replaced, the wiring repaired, and we continued normal operations. On May 31, I was informed through the Red Cross that my mother died on May 30. I elected to remain on Guam. When we returned to Fairchild in mid June, we were replaced by a B-47 Bomb Wing. I felt this was the beginning of an ending.
I continued on the crew of 2056 through December, 1956. This aircraft had a problem. It flew 15 mph slower than the other aircraft at the same power settings. We replaced the wing leading edges replacing scab patches with smoother surface trying to reduce drag. We gained 5 mph. We then pulled the aircraft into Hangar 3 and with aircraft jacks put the aircraft in "Jig" position. Using a level, the Engineering Officer began taking sightings of the wings. Convair was consulted when the right wing was found to be warped. Apparently the aircraft slipped during construction. After an unusual first flight, the ailerons were re-rigged to compensate. B-36D, 44-92056 continued to fly 10 mph slower.
Engine maintenance required much of our time. Known to leak oil, mostly from valve covers, we spent time lapping the aluminum covers to make them as flat as possible. Someone came up with a paper gasket which helped.
In the fall of 1956, international crises in Suez and Hungary required increased alert conditions in SAC. The 92nd Bomb Wing was on "Ground Alert" for over thirty days in November and December. Our aircraft were loaded and cocked. The ground crews split up into two twelve hour shifts to maintain the aircraft. The engines were run up daily and servicing was as needed. When the alert was terminated the weapons were downloaded and the aircraft were launched as a final gesture to Russia, landing at Eielson AFB Alaska. They were refueled and returned to Fairchild.
In January 1957, the 92nd Bomb Wing was removed from operational status, and the aircraft were prepared for departure; the 24 B-36Ds would fly to Davis Montham AFB Arizona for storage, scrapping and reclamation, the 6 B-36Js would be transferred to the 95th Bomb Wing for continued service.
I was then assigned duties in the 327th Engineering Section. The first three months of 1957 would be very busy. The tool room was inventoried, defective tools repaired and set up for support of the new B-52s the 92nd would soon receive. My promotion to Staff-sergeant came on March 1. The bench stock review was my first experience with automatic supply systems, then called RAMAC. I don't think I ever recovered. I was then working on aircraft in the dock being prepared for departure.
The last B-36 I worked on was 52-2827. In inspecting the right wing I discovered the inboard aileron pivot bearing was bad. I got a new bearing and mount and installed it. It was then time to leave for Seattle Washington, and the B-52 school at the Boeing Harbor Island Facility. When I returned to Fairchild in April the B-36s were all gone. The last one to leave Fairchild was 52-2827 on March 31 in the presence of the 92nd Bomb Wings first B-52D.
As best I can remember, 2827 had a name on the fuselage between the left side scanner blister (or surface height hatch) and the personnel hatch. The name was "NIK NAK" in two lines at about a forty-five degree angle. TSgt Nickles was the crew chief. This was the only B-36 at Fairchild that I know of to have any art work other than the left side SAC shield and star spangled band and on the right side the 92nd shield with the pterodactyl flying forward (reversed from left side use before SAC shield) with a folded banner "Higher", "Stronger", "Faster". The squadron insignia were now left in the squadron engineering and operations offices. On the off chance you may not know, the SAC shield insignia was designed by SSgt R T Barnes of the 92nd. After we converted to B-52's and I was assigned to Wing Quality Control, I worked with Bob Barnes but wasn't aware of his claim to fame.
In all I have flown about 156 hours in B-36 aircraft and enjoyed them all. Conversely in B-52 aircraft I was in flight 8 hours and 33 minutes. That was OK but enough.
The 92nd sent 6 B-52 aircraft to RAF Station Brize-Norton in April 1958 to participate in the planned RAF Bombing Competition. I was the QC Inspector for "Project Yorktown" and during the event assumed other duties including Debriefing NCO. In that job I met the RAF representative, Flt Lt Parrott. He appeared to be about 30, but talked of flying Lancasters in WWII. He also described the B-36 flight he made during a SAC Bombing Competition. When the aircraft overshot the target, the Bombardier told the Pilot to "Back up a little". He said he liked the 36 and felt it was an excellent bombing platform. I later learned Lt Parrott was killed in the crash of a Vulcan.
In looking back with 20/20 hindsight I believe the B-36 was successful for the following reasons:
1. It was never necessary to fire guns or drop bombs in anger.
2. It was never necessary to prove it could defeat interception and bomb a target.
3. In the end more than 90 percent survived to be scrapped when no longer needed or better
yet find a home in a museum as four did.
4. As a "Cold War Sentinel" the "Peacemaker" was a
"Peacekeeper".
I retired from the Air Force on November 1, 1973. I found employment with Sun Electric Corporation at their Sacramento office as an electronic technician to repair and calibrate automotive electronic equipment. In the spring of 1975 I was in the process of calibrating an ignition scope and was looking at a waveform that looked familiar. I began to think back twenty years and remembered the Engine Analyzer on the B-36 Flight Engineers Panel and the waveforms I saw there. I will always remember the event and the sobering feeling that resulted.
Bombers Still Rule!
Sacramento California, June 11, 2003
© 2003. ALL RIGHTS RESERVED by Wayne Reece
