Membership in this organization is open to those whose objectives are the preservation of the historical heritage of the Boeing B-47 and the fostering of comradeship among those who served in the B-47 units, those who designed and built it, and those who are just interested in the aircraft.

To join and become a member of our organization click here for a downloadable application in PDF format that you can print out and mail in.

The B-47 Stratojet Association   Feb 21, 2002
has an exempt status under section 501 (a) of the Internal Revenue Code as an organization described in section 501 (C) (3).

160 thoughts on “Membership”

  1. Worked in engine shop had an engine trim crew (the air force called it engine conditioning) got the airplane when it came out of the PE dock. Went to runup row and did our thing. Was stationed at Dyess AFB Texas, 341 bomb wing. Was discharged after 5 years,just as the 341st. was eliminated. The b-47 was the start of my 45 year aviation career with delta airlines as an A&P mechanic. Enjoyed both careers. Part of that time was as a flying mechanic on a DC-8 with an airfreight operator flying world wide…

    1. J W, glad to hear from you. I recall you guys in PE just almost overhauled the B-47s every 300 hours flying time. Sounds like you enjoyed being around airplanes too.
      Jim Diamond

  2. you are right as rain jim,have enjoyed my aviation carreer in the usaf as well as the airlines.have met numerous very fine and colorful people.would not take a million dollars for the life and the people….

  3. Hello. My father was a crew chief on the B47 located at Mountain Home AFB, Idaho. My question is I am seeking a replica flight helmet for him to give to him on his birthday in June. Any ideas where I could find this item? Your help in this matter is greatly appreciated. Thank you for serving. Jesus santos jr. Vacaville, calif

    1. Jesus; I did check on E-Bay and found some actual helmets, and I’m sure you could find a replica one as well. The actual helmets will be quite expensive however as most of them are around $500.00. Just check out that source and hopefully you can give your father a present he would treasure.

    2. I have been looking today to see where the last active B-47’s went when they left Mt. Home. It was my first day at Mt. Home and I had to go and change out the HF radio so the plane could leave and catch up with it’s mates. I was told they were going to a guard or reserve unit in Florida, early 1966. Any idea? Thanks

      1. All of the aircraft flew to the salvage site at Davis-Monthan in Arizona. The last two departed in February 1966.

    3. I too was stationed at Mtn Home AFB ’62 to ’66 My EB47L went to DM the summer of 65. They then put me on a Bomber and had two TDY Trips to Elemandorf. I do remember your Dad.

  4. Hi: I am researching a fatal crash of a B-47B from 1956 time frame. I am particularly interested in asking a few questions from a former B-47 air or ground crew from that era, especially on emergency bail out procedures in that aircraft. My specific question has to deal with whether the normal boarding door can be jettisoned manually in flight to accommodate a 4th crewmember’s exit from the aircraft in emergency. I know that the other three crewmembers had ejection seats, but no provisions like that for the extra crewmember riding along. Anyone with good memory or documentation on this subject would be most appreciated if you contact me.

    Dave Gianakos

    1. Dave; To answer your question specifically, the entrance door and the entrance ladder in the majority of the later models was only actuated manually inflight to accommodate a 4th crew member’s exit from the aircraft in emergency. If the navigator seat malfunctioned this became his alternate means of escape.

      1. Right….as a former B-47B-II crew chief on flying status with the 93rd Bomb Sqdn. in 1956-1957-1958 era I recall the airplane having an escape procedure for crew members without an ejection seat or a malfunctioning ejection seat. Escape procedure involved first opening the cabin pressure door (which couldn’t be done until the crew cabin area had been depressurized) then pulling an emergency T handle which fired a pressurized air bottle which unmatched and freed the collapsed entrance ladder and outside entrance door to fly free into the slipstream. This device also activated a sliding door-like panel into the slipstream to cause a turbulence at the exit point which would help the escaping person fall far enough away from the aircraft to avoid any contact with any part of it as it passed by the human escapee. The escaping crew member was trained to use this procedure and then become as “compact” as possible and “cannonball” down and out the entrance/escape hatchway. I just Thank God I never had to try this method of escape out of any B-47 I ever flew on because I don’t honestly believe I would have had more than a 50/50 chance of surviving it.

      2. I flew on weather recon FLT from Forbes AFB, Topeka,Ks, 1962 and 1963, June 30, 1963 was last FLT from Forbes AFB, Ed Gaddie

    2. Dave,
      The cover story of The Stratojet Newsletter for April-July 2011 Volume 35 has all the information imaginable on the entry system of the B-47. I’m sure Sigmund Alexander will be able to furnish a copy to you. He can be reached at sigmundalexander@
      Good luck.
      Robin Armour, USAFR Retired
      509th BW 3/1958-2/1966

      1. I was with the 306th BW 367th Bsq at MacDill AFB from 53 to 57 then with the WVANG at Martinsburg WV and Charleston WV and retired in 91

    3. I was stationed at Dyess AFB 1959 thru 1962.
      As i remember the forth man had two ways to egress the acft,1. was sitting on the Nav, lap, or the co-pilots lap, the third way of exiting the B 47 was thru entrance way, i still have a O.J.T. book that we used as a training aid, remember that the Door open foward , and there was a ladder which was in the way. By the way I retired as a (CMS) Puerto Rico Air Guard flew Eight years as an Engineer, Load master, and crew chief. and retired Quality Assurance Supervisor. May God bless, if i had to do my life over again i,d still be an Enlisted Airman. P.J.R.

      1. Pedro; I never heard about exiting the B-47 by sitting on another crewmans lap. I doubt you would make it out. The primary route for the 4th man was exiting out the entry door after you ejected the ladder and external door and extended the spoiler you dropped out.

      2. i was a crew chief at Whiteman A.F B. Mo, in the 340th B.W. from 1957 to 1962 if you would try to exit on sone ones lap you be killed,
        the entry door was the only safe way out.The entry door and ladder would jettson off and a spoilder deploys out.,feet first faceing aft.
        I flow many hours think if that way would be safe also!

      3. Pedro, my family is looking for a man stationed during your time at Dyess. We only know that his name was Pete and he was from Guam. By chance did you know him and his full name ?

    4. I believe a family friend was lost on that flight. I am trying to find the names of the crew members. Any help, or guidance, would be appreciated. Thanks.

    5. Dave; are you inquiring about the crash of 51-7033 in February of 1955? My father found the wreckage and three survivors. He was able to pick up two of them from a Beaver ski equipped plane. The observer on that flight did not survive the crash. Douglas Fletcher

    6. Yes, the door can be manually jettisoned along with the entrance ladder. At the same time a spoiler would actuate forward of the opening to deflect the airstream from the person exiting the aircraft. I never heard of anyone surviving this procedure as long as I was in the AF. That’s a very long long fuselage to clear at the 47’s speed. It seemed like there was always a 4th crewman on board when there was a 47 accident and he never made it out. I was a mechanic in the 98th PM squadron at Lincoln AFB in 57 and 58.

      1. The whole crew went out the door december N. Africa Dec 1954
        all made it okay ran out of fuel jerry Wegendt s/sgt USAF

    7. Are you referring to the B-47 out of Pinecastle AFB lost in October of 1957 which was cammanded by Col. Michael McCoy? There was a fourth crewmember aboard that plane from the RAF in England. I witnessed that explosion and the fireball it created.. I was eleven years old at the time. I had been watching the plane for several seconds before it exploded, and did not see anything unusual, except perhaps a very high speed, and did not see anything jettisoned from the aircraft. I was close enough that I could have seen something like that if it occurred in the several seconds before the explosion. Immediately following the explosion, I saw very many silvery looking pieces of the plane floating down, clearly illuminated by the bright sun on that very clear and cloudless day, so I could have seen anything falling from it just before the explosion.

      As far as I know, no photographs of the plane just before the explosion, or of the actual explosion, exist.

      1. I apologize for such a long delay in looking at this great website after I posted a query regarding emergency operation of the entrance door and bailout for a 4th crewmember.
        The accident I am referring to is my own father’s death along with three other crewmembers on February 27, 1956. The plane apparently started to come apart shortly after takeoff from Whiteman AFB. The puzzling thing that I caught looking at the preliminary accident investigation report was that the crew entrance door was found some distance away from the crash, and almost undamaged. I was thinking that could only have been jettisoned by the standards instructor who was giving a checkride and had no ejection seat. No one was able or tried to eject or bail out, and all four perished almost 60 years ago to the day.

    8. I flew on the B-47 as a crewmember from 1960 to 1965. Extra crew members sat next to the bomb nav system amplifiers with their parachutes on. When told to bail out they were to jettison the hatch where we entered the airplane which also jettisoned the ladder attached, and go out the hole at the bottom left side of the aircraft. Later they attached a spoiler that would extend from the front of the hatch area and that made it easier to separate from the aircraft when bailing out.

  5. I was an electronics technician and worked on the gun system from 1960 to 1964. My roomate who was from Texas, visited the B-47 museum located at the Hunter Army base (was Hunter A.F. 2nd Bomber Wing, 8th Air Force) in Savanah, GA. He sent me a cap, mug, mouse pad, 2nd AEMS insignia, and post cards featuring the B-47. I remember vividly the day we up loaded all our bombers and shipped them to civilian airports (two planes per airport) during the Cuban crisis. I did not know how close we came to frying the earth until I saw a made for T.V. feature called “Missles of October”. The plane still has the sleekest design of any bomber out there.

    1. William; Thanks for your post. I have not heard from an A-5 tech since I have been doing this site. You are the first. I also recall setting up the prior system of taking a B-47 to civilian airports to allow reserve units to learn how to refuel and repack the drag chutes if and when we did deploy and the name of the operation was called “clutch pedal.”

      1. You can add another A-5 Tech to your list. After getting out of A-5 school at Lowery in December 1956, I was assigned to the 321st Bomb Wing at Pine Castle AFB. After returning from TDY in Rabat Morocco I was reassigned to the 379th A&E at Homestead AFB where I worked on the Flight Line until my discharge in Dec.1958. Don’t remember how it happened, by I still have my 7″ x 5″ GE – Type A-5 Fire Control System Maintenance Digest for B-47 .
        Keep up the good work. Even though I don’t recognize any names their stories bring back great memories.

    2. Always looking for someone that was at Hunter in 1960 or 61, glad I found your post, i am from Texas also, i was on a ground crew, refueling, parking etc for the B47. Unfortunately my memory isn’t as good as it used to be and a few problems upstairs too. i have been wanting a cap and patch to wear but don’t want to make any mistakes, lots of my records were lost in the fire in st louis in 73 so i don’t have a lot to go on. my dd214 doesn’t give much detail on wing etc, any help or advice would be appreciated. i wasn’t aware back then about how important pictures would be later in life so have very few. if anyone else spent time there, especially during those many alerts, i would like to hear from them. never can tell someone may remember me. Jimmie Roan Sr.

      1. We had cleared out of Hunter by then. Around July 1959. 308th,
        . Went to Plattsburg AFB New York. Don’ t know where the 2BW Which BW Wing were you in. I have my 373 Bomb Sq. Patch. And the metal sign that hung in front of our HQ. I was Asst. Crew Chief on the City of Savanna when it dropped the device on Florence S.C.

    3. Bill, When I was at Hunter AFB 1954-58, I was with 804 Operations Squadron, 2nd Air Force. I can remember Colonel Paul Tibbetts saying, “Remember, 2nd to none”!
      Tony Pejack

    4. Hi, I am looking for anyone who knew my father, Don Luna, who was a navigator on B-47s stationed at Hunter from (I think) 1961-1963.

    1. I was in jet shop at Plattsburg 380th fms-Eng conditioning from 1-64 to 1-68. Loved that plane until they fazed them out in 66, when we got B-52
      A1c Dan Sites

      1. I worked in engine conditioning with 55FMS for four years. The B47 was a sweet little bird. I’d love to crawl back into the cockpit and fire all 6 up one more time.

  6. I was involved in the Cuban crisis. We had 50 loaded bombers take off in 15 second intervals. They had ATO loaded but not used on takeoff. I was a launch crew chief. I will never forget 50 nuclear weapons coming down the flight line. we loaded and took off within 8 hours of the EWO announcement.
    The public never knew how close we were. I believe God was not ready.

    1. Dave; Thanks for your input. That was a scary time for sure. I was at a reflex base during that time. We had the crews in the cockpit for hours at a time. If level heads had not prevailed I doubt we would be here discussing it now for sure.

      1. I was a maintenance officer at MacDill during 1959-1962. Once we did a MITO (minimum interval take off) during that period. MacDill had a 500′ wide runway and we streamed 13 B-47s into the air in 72 seconds. Because of the runway width, it was done in two simultaneous streams. The number 7 aircraft PASSED number 6 on the takeoff roll. The sky had a ball of aircraft, all making (water-injection) smoke. Being Monday, no aircraft had flown in the AM then suddenly the sky exploded with these planes. The town of Tampa went into panic mode thinking we had launched the alert force. The local radio stations broadcast a clarifying message. 🙂

      2. Did you know Clement Lee Currey. Would have been a Major then. Retired 1962 Lt. ol.
        B47 SAC pilot.

    2. My Husband was over the Bering sea in a B-58 waiting to nuke Russia when they were called home. The next day Kennedy announced Russia was removing missiles from Cuba. he also flew in B-47’s out of Wright Patterson in late 50’s. His name was Richard(Dick) Reeves.

  7. My name is Aaron Pinson, and my Dad Maj. Jim G Pinson flew the B-47 in the Air Force. He was assigned to the 351 BOMRON, 100 BOMWG (M) (SAC) Pease AFB New Hampshire 1960-1965 He ended his career at 349 Strat Recon Sq Davis-Monthon AFB, AZ 1973 and Flew the U-2.
    I would love to talk to anyone who knew or flew with him. He joined the Air Force in 1960…so that gives you some perspective. I can be reached at: I was hoping you might forward my contact information to the members. Kindest Regards, Aaron J. Pinson, MA

    1. Aaron; I am pleased to post your request. I think you have done an excellent job of providing the information so that perhaps some one might make the connection and contact you. Thanks again for your interest in the B-47 Internet Site. And Good Luck!

    2. Greetings Aaron Pinson:

      This is an unclassified Email: —————
      Having just returned (Nov 2012) from a B47 Association Reunion in Tucson, AZ I offer you greetings from another B47 guy,who Did Not know your Dad, but did serve on Alert B47’s at an overseas base (RAF Brize Norton, England) where his 100BW was also located, during 1960-64.. .
      The information I can share with you is about the type of duty, generic missions, and typical life of a B47 Alert aircraft aircrew (Aircraft Commander, CoPilot & Navigator).
      I am a former SAC B47 Crewchief. A Crewchief is the senior aircraft maintenance person, often an NCO, or Airman First Class (A1C) assigned to a specific “tail number” aircraft. As a Crewchief we live with (close to) our Alert aircraft 24hrs/dayx365/yr, and were responsible to keep the aircraft mission ready (airworthy, fueled, bomb & ammo loads, and electronic countermeasures, survival equip) to fly from the Alert force location when guys like your Dad launched in the aircraft to do his mission for this country. SAC used the term EWO for the mission your Dad trained for & flew. For your Dad to launch his B47 took tons of trained technical support personnel to fly his EWO mission, including direct orders from SAC HQ in Omaha, NB.
      As you must know your Dad was a very profes-sional Airman. His later assignments to other B47, and U2 duties speak loudly to his dedication to his profession, and to this country.
      For addditional information about his typical B47 Alert duties, the B47 aircraft capabilities, and perhaps some off duty activities I offer my phone number (918 787 7921, Grove, OK). Do remember, I did not know your Dad personally, but served in an adjacent unit (380th BW) with him, and the professionals of the 100th BW,
      I mantioned having been at a recent B47 Reunion, where we did have aircrew from the B47’s in the 100th BW participating in our Reunion. We did hear from family members attending, that they did not know (some learned much) what their husband, Dad, brother, Et.Al. did in the B47 duty days.
      Regards to you and your family, you all shared in your Dads service to our country,

      VR, Dave Neel
      formerly B47 Alert Crewchief, 380BW SAC

  8. I was a crew chief at Pinecastle AFB in 1956 after 2 years at MacDill. We were prepping to go TDY to Libya when England, France and Israel went to war with Egypt. Our trip was canceled and similar to the Cuban crisis our planes were loaded and sat on the runways until that crisis ended not too long after it started. My understanding at the time was that we were concerned that the USSR would intervene.

    1. Jerry; Great to hear from you again. Also thanks for the pictures from the Morocco flight line. I’ll post it on the “more photos” page. It will be at the bottom of the page. The crew quarters looked a bit dated even for back then.

  9. I was born at McCoy AFB in 59. My father was a bombadier on 47’s during that time. I’ve got a lot of great pixs of him and crewmembers during that time I’d love to share with this group. I only just found out about this association by accident. What a great bird!!!

  10. I was assigned to the 380th BW at Plattsburg, NY from July 1955 till July 1964. I was a pilot and an AC from April 1960 til July 1964. I was in the 529th Bomb Sq. I just learned about this association about 10 months ago. I joined in Feb. this. I had my 80th Birthday in Jan. this year so joined for life. I hope to make it to the reunion in Tucson in Nov. I live in
    Winchester, VA and we drive everywhere we go because of all the equipment we have to take. That will be a long trip but I intend to make it. My e mail is I would like to hear from any body I knew at Plattsburg.
    Jim Alexander

    I forgot to mention that I was in England on Reflex when the Cuban Missille Crisis started. We were sent to the runway one afternoon to wait for further instructions. That was certainly a scary time.
    Jim Alexander

    1. Jim; You mentioned you were in England on Reflex when the Cuban Missille Crisis started. Were you at Brize Norton? If so I was there as well and remember when the crews were put in the cockpit and never got back out for quite a while.

    2. Hello Major(?) Alexander:
      This Ole-Crewchief remembers you flying our bird (53-2398, and 53-1903) in the 380th BW at Plattssburgh. I was the Asst CC with SSgt Lou Bufalini (the real CC). I remember your name, and several Alert & Reflex rotations, as I spent 40 of my 48 month USAF enlistment on Alert with 380th OMS.

      Please do attend the Reunion this year in Tucson, one of the Reunion briefings will reflect the life of a B47 Alert/Reflex Crewchief. I will have the lead, but four of my 380th OMS CC bud’s will be part of our narrative team on
      ” A Narrative of the Cold-War SAC B47E Crewchief, or;
      “Hey Chief . . . are you the regular Crewchief on1903”? We (four CC’s) have had a good time putting together this Narrative. I’m sure you will recognize much of our humor, spirit, and dedication to our mission reflected in the “briefing.” We may even challenge you, because we offer a narrative on some “Alert Start” experiences that you may have watched from the cockpit while we were doing the right thing to get all 6 running so yo could taxi!

      FYI, I was discharged in Aug.64, and returned to my previous life as an Boeing 707 Line Mechanic with PanAm, and `worked there long enough to obtain my BS degree, and continued with an MS in Aero, and EDoc in Educ.Technologies (flight simulator development standards). I also had another military career by taking a direct commision with the USNavy as an Aero Engineer,working in the Fighter community (F4’s & FA18’s, CV60&CV65) and retired at 26yrs as a Commander. I subsequently also retired in 2000, from the Calif.State Univ (San Jose State) system as a Professor of Aeronautics.

      See you at the Reunion, and Regards,
      Dave Neel, Alert CC, 53-1903.

      . .

      1. Dave; So… now you are trying to tell us you are not “The Regular Crew chief”??? Well get that B4 stand and I’ll show you what panels we have to look into, and where are the 781 forms?

      2. Were you on the alert line when one of the birds had it’s rear main retracted and broke its back and the fuel bladder ruptured. It was New Years Day.

    3. Did you know my father Capt. Ray T. Cable? Any information on his plane crash off of the coast of Newfoundland would be appreciated. My name is Carmen Cable.

      1. Sorry to be tardy with this reply, Carmen, but if you scroll down this list of threads you’ll find a similar request from Don Cable, who I assume is your cousin. I was stationed in the 530th Bomb Squadron with your father. His crew flew my aircraft on occasion. I can give you a bit more information if you are still interested.

        e-mail: wbender(at)

  11. I was stationed at Lockbourne AFB from 1953 thru 1956 in the 26th SRW, 26 A&E Squadron and I cannot seem to find information on these outfits. I know that the wing was deactivated in 1958, but other than that, nothing. Can you find any info on this Wing ? Thanks.

    1. Raimonde; The 26th SRW participated in a variety of SAC directed exercises and operations between 1953 and 1958. These included numerous simulated combat missions and deployments, ranging from a few days to a few months. The exercises took the wing’s reconnaissance and tanker aircraft to such bases as Eielson AFB, Alaska; Thule AFB, Greenland; Royal Air Force stations at Upper Heyford and Fairford, United Kingdom; Sidi Slimane AB in Morocco; Goose Bay AB, Laborador; and Lajes Field in the Azores.

      In December 1957, the wing learned that it was to be inactivated the following summer. On 15 April 1958, the 321st Air Refueling Squadron was reassigned to the 301st Bombardment Wing, as were the remainder of the wing’s aircrews. The wing’s strength was slowly reduced by transferring personnel to other units.

      On 1 July 1958, the 26th Strategic Reconnaissance Wing was inactivated.

  12. Reading the letters from past B-47 personnell brings back many memories. I was with AWS for a long time and I actually was on the last flight of a WB-47E that was delivered to a museum in Seattle. Although reports show the aircraft to be assigned to the 57thWRS, 7066 was in service for a number of years with the 53rd WRS, the Hurricane Hunters. Flying a B-47 into a hurricane was like driving a Corvette over speed bumps at high speed, not good.

  13. Hi! My husband was stationed at Lincoln Air Force Base, and was in the 818th AP SQD…1955-1979 & 1960-1963

    He use to guard those B-47’s..

    He was on the pistol team and shot with some of the pilot’s that flew
    those planes.
    Ron Hagen, Alan McKinze, are the only names I remember.

    I would like to hear from anyone that may have known these fellows.

    Mrs. Hager..

  14. My father, LtCol Leo M. Dykes,Jr., was killed at LRAFB on good Friday, 1964 aboard a B-47 that caught on fire on take off. While he was a B-47 pilot, he was not the pilot or co-pilot on this flight. I’d like to hear from anyone who may have known my father. I think he was the Operations Officer of the 384th Bomb Wing at the time of his death. Thank you, Bill Dykes, LtCol USMC, Ret.

    1. Bill; Yes our records show he was in the 4th Man position on that flight that would suggest he was acting as an Instructor on that flight. Hopefully some one from the former 384th BW who knew your Father will see your post and make contact.

    2. May 15, 2015
      Hello Bill Dykes,
      I found this news article about your father’s B-47 crash. So tragic.

      Yesterday I was googling info about my aunt who died in January 1964. I saved this page from the [Fayetteville] Northwest Arkansas Times. I read about the B-47 crash on the same page. Today I was looking through old Air Force info, and found this B-47 site. When I read your comments, I knew it had to refer to the newspaper article I had just read.

      My father was Lt.Col. John S. Allison. He was a B-47 pilot, and had more than 4000 hours in the B-47s. We lived in Lincoln AFB, Nebraska from 1963–66, just as these planes were being phased out. We lived in Abilene, Texas, Dyess AFB, from 1958-63.

      Even though you wrote this post three years ago, I hope you see it. I am very interested in the times of the B-47.

      We were at Dyess AFB during the Cuban Missile Crisis. Dad always said, “There’s no way the Russians are going to attack us. They don’t have the technology.”

      [Dad was in the 319th BG, I think, and later he was commander of 343rd BS].
      Dad was in Madrid, Spain [Torrejos AFB] when Kennedy was killed. He was on alert duty, and the klaxons sounded. He and his crew ran to the flight line, got on the plane, prepared to take off. They practiced this drill all the time. Then the Control Tower told him: “Prepare to take off. This is NOT a drill.” The crew had never heard that. They taxied down to the end of the runway, then the Control Tower told them: “Do not take off. Keep your engines running.”

      Apparently all the air bases around the world went on alert –preparing to bomb the Soviet Union. Yet almost immediately, within five minutes, the U.S. government realized that it wasn’t a Soviet attack. But SAC was prepared for anything.

      Later my dad said that, although the crew was told that Kennedy was killed, the crew had to stay in the B-47, engines running. Dad said they stayed there for 24 hours, “and they wouldn’t tell us a damn thing !!!”

      I don’t know if the crew was really on the flight line for 24 hours. But it was a lot longer than Dad wanted.

      I have been wanting to find out any other experiences about military alerts when Kennedy was killed. I have often wondered who the other crew members were, and their experiences. I would love to hear from people with these experiences.

      Julanne Allison
      Air Force Brat

      March 28, 1964
      Northwest Arkansas Times from Fayetteville, Arkansas • Page 5
      Near Jacksonville Six Die In Crash Of Bomber AN AP REPORT ON:

      An Air Force B47 bomber crashed In a cascade of flame shortly after takeoff Friday, killing four crewmen and a child. A second boy died this morning from burns, Richard Butler, 9, was pronounced dead Friday at a Jacksonville hospital. Gary Davenport, 10, was critically burned and died early today. The boys were playing when the huge plane slammed Into the ground less than 50 yards from the Butler boys’ home. Young Butler was apparently killed by fire which spurted from the plane as it struck the ground and broke up.

      The Air Force Identified the crewmen as: Lt. Col. R. W. Hurdis, 43, of Providence, R.I., the pilot; 1st Lt. L, V. Christian, 27, of Dallas, Tex., co-pilot; 1st Lt. M. B. Keller, 24, of Atlanta, Ga., navigator; Lt. Col L. M. Dykes, 43, of St. Petersburg, Fla., a passenger. One of the crewmen ejected from the low-flying plane.

      His body fell in the back yard of a home across the road from the Butler house. Bodies of the other crewmen were scattered with bits of wreckage over an area the size of a city block. The plane was reported In trouble on the take-off from Little Rock Air Force Base here. It came down about three miles from the end of the runway. Witnesses said the plane missed the Grover Butler home by just a few yards. Mrs. Butler and four other children were inside. A barn near the home was demolished. Four Shetland ponies and three dogs also were victims of the crash.
      This was the fifth B47 crash near the base since early 1959. The crashes killed 10 crewmen and three civilians.

      Capt. Douglas Woods, base information officer, said the plane was on a routine training mission and carried no nuclear weapons. The mother of the Butler boy was visiting Mrs. Robert Mosher, and the point of impact of the plane was about 50 yards from the Butler house. Mrs. Mosher said her children might have been killed by the crash if they had not been sick “If they hadn’t had the measles, they would have been playing in the Butler yard,” she said.

  15. My father is Capt. Robert Howe Hodgin, pilot of the B-47 that went down March 11, 1956, over the Mediterranean sea on a routine reflex mission. Neither the crash site nor the craft were ever found. Lt.Col. H.B. Lawson was 369th Bomb Squadron Commander MacDill AFB at the time and flew on that exercise, though on another craft. Then Maj. Richard Doom (my father’s trainer) was the search team lead who reported directly to Gen. Curtis LeMay during the 6 month search effort.
    I have scant information from the US government on details regarding the incident and would appreciate knowing if anyone linked to this website knew my father.
    Thank you.

    1. I was navigator at Ben Guier AFB in Morocco with the 321st ARS in KC97s. We were on 60 days TDY. We left Maxwell AFB on Feb 2, 1956. I was to fly over with my crew. My wife was due on April 8th. They did not have time to get a qualified navigator replacement and the plan was to qualify one after we got to Africa. There was a big exercise and a B-47 was lost somewhere over Gibralter. It had a weapon on board. There was an immediate flurry of search missions. My wife had the baby on Feb 3..So they canceled my return home on an IRAN flight to Tinker. We flew search missions over much of North Africa and Southern Spain in KC-97’s Found nothing. I got back in April to meet my 67 day old son. I heard that they did find that aircraft many years later. It had hit a mountain peak and slid down into a valley as I remember the story.

      1. Robert,
        Thank you so very much for your reply. You were indeed searching for my father’s B47! I personally appreciate your note and your service. There was a rumor about the mountain crash site, but credible sources later disproved that alleged sighting.
        Bob Hodgin

  16. Similar to the Cuban crisis we were on alert when Israel, France and England attacked Egypt in 1956. I was at Pinecastle AFB and our planes were loaded and ready to go. Ike was President and used his influence to stop the attack. I recall that our concern was that the USSR would intervene.

    1. Mr. Schwarzman: During the Suez crisis B47s flew 8000 sorties to Arctic areas end of November and into December 1956. On one such mission a B47 crashed in Ontario, Canada on flight homeward Nov 30/56. I have been to the remote crash site near Thunder Bay, Ontario, Canada. Since you were on alert during this timeframe, can you share your experience with me? For example, how many planes in the air at the time were likely armed? What do you know about exercise “Operation Powerhouse”? How about “Operation Roadblock”?etc. etc. fred johnson

  17. Jim,
    I hope you could help me. My dad, Capt. John L. Brennan was the Pilot in command of Holt #61 53-1967 when it was involved in the mid-air collision with Holt #53 51-7047. I am desperately trying to find out information about the incident,(ie. newspaper articles, video, photos, anything) as well as his career in the Air Force.

    Where do I go from here. Any help would greatly be appreciated.

    Thanks so much, Teri

    1. Teri;

      Hopefully someone will see your post that knew your Father and also reads the story in the “Stories” page about the B-47 down in the Atlantic and can give you more information that you seek. I enjoyed our conversation and hope I am able to help you in your seeking someone who knew your Father… Jim

  18. How can I find out about my father’s past history flying the B47. I remember being stationed at Davis Monthan. He is 87 and can no longer remember or talk, very very sad. His name is Erman Howard Joseph Mullins. Nickname “Moon”. I believe he was a Colonel when he was last in the Air Force. I remember him saying he flew a coup on Russia. I have been fascinated with the B47’s all my life.

    1. Betty; I seem to remember a “Moon Mullins” at Lake Charles, LA They changed to base name to Chennault later. I was there from 1956-60.
      Vince Young

  19. Dave, Being a former Plattsburgh Regular Crew-Chief, I would like to know who the 4 C/C’s you collaborated with for your presentation at the reunion? I still our Reflex time at Brize.

  20. I am a retired Disabled Vet. While on retirement I’ve been trying to not climb the walls, by writing a screen play the involves, in part, the Broken Arrow at Mars Bluff S.C. on March 11th 1958. I have always hated movies that the screen writer either made mistakes on, or just didn’t care.
    While I have searched the web high and low, read every article, seen all the videos and pictures, there are a couple of things I have not been able to locate. They are:
    1. A transcript of the conversations on board Garfield 13, radio communications between Garfield 13 and the other aircraft taking part in operation Snow Flurry, and radio communications between Garfield 13 and ground stations.
    2. Details of the bombay of the B-47 as it was configured for the Mrk-6 bomb. I drove down to Savannah to the Mighty Eighth Museum to look at their B-47 but the bombay appeared to be cleared out. I have been told that this was a “weather” version of the aircraft.

    I just don’t want people to see my film and say “That’s not the way it was!”. If you can help it would be greatly appreciated to make this film accurate. (Did you ever see that film where they loaded a bunch of troops in the camera bay of an SR-71?) 🙂
    Thanks again,

    Stan Brewer (
    USAF Radio Operator retired
    Son of a Jolly Green Giant Crew Chief retired.

  21. I would like to know if anyone knew Major Frederick E. “Fred” Ewing (Pilot), Capt. Oscar W. “Yow” Yon (Co-Pilot), Capt. James H. Foreman (Pilot) or Capt. Richard E. Francis (Pilot). They were aircrew members assinged to B-47 tail number 50-081 at 306th Bomb Wing MacDill AFB in 1952. This B-47 was on a high speed low level training run when it exploded in flight and crashed in Marianna Florida on Tue. July 22, 1952. I survived this crash but my brother and sister didn’t. I have been trying for many years to gather information on these gentlemen and had little success other that the infamous reports/stories that Major Frederick Ewing was a Capt. that flew the B-29 “Straight Flush” to Ft. Worth AAF during the Roswell report that a UFO had been captured by the U.S. Army Air Force on July 8, 1947.

    An interesting story but no one seems to be able to prove that is what happened.

    I would appreciate any info that can be shared about this aircrew while they were assigned to MacDill or information in general.


    Bill Williams

  22. Hi Jim, I was in the 305th A&E at Macdell A.F.B. from 1955 to 1958 . If you know anyone who was serving at that time I would like hear from them. Thank you Jim

  23. I was looking through a list of B-47 losses and ejections and came across this entry, “9/26/62 AC 51-7027 306th BW MacDill AFB, FL.” It brought back one of the unpleasant memories of my Air Force career.
    I was an electrician with the 306th FMS and was riding the launch truck that day. 51-7027 had engine problems that day prior to take off, engines would not come up to full power. Engine shop people checked it out twice and they checked OK. The crew went ahead with take off but they never did gain altitude like they should have and as they banked over Tampa Bay they started to loose altitude and we watched the crew eject, one chute did not open. Some things stick in your memory forever! This is one of them.

  24. Jim,
    In another post Scott Simon is looking for Neil Ferrell. I know Neil and have his home phone number. Would you pass on this info to Scott?
    BTW I was stationed at Lockbourne AFB from ’63-’65 in the 376th AEMS. Com/Nav shop.
    Bob Jagodzinski

    1. I was a jet engine tech at Forbes 55th strategic recon wing during this period. The out board engine, I can’t remember if it was port or starboard engine would flame out on take off roll. As you can imagine the engine shop was under extreme pressure to find the cause. It turned out not to be an engine problem, but a problem caused by a depot modification. When the wiring harness to the fuel shut off valves to outboard engine was replaced there was not the proper amount of slack allowed to compensate for the wing flex. So after a few takeoffs the wires going to the outboard fuel shut off valve would break and engine would starve for fuel. It was always the same engine and I think it was the starboard engine. All the pilots had to go through the simulator to duplicate this problem and the word I got was they all failed on their first attempt. The first successful real life recovery happened in England. i remember talking to the co-pilot afterwards, he said as soon as the engine flamed out the aircraft commander said don’t worry boys I failed this on the simulator two times. But in real life he pulled it out.

  25. Hi, does anyone know the fate of XB-47 46-065?
    I think it appears in the 1955 film Strategic Air Command marked
    as “9065” – the 6 having been flipped. Is this the same aircraft or
    a different one?
    Thank you. You can respond via my email address on my website.

    1. Simon; The serial number designation on the B-47 tail is set up by the year of the contract being let to the manufacturer being the first two digits (not the year manufactured) and the last digits are normally a sequence of the serials of that contract. As there were only two B-47s on the initial XB-47 contract they were 46-065 and 46-066. Then the next contract was made for the B-47As and their tail number series were 49-1900 to 1909. Then a contract for the B-47Bs was made some in 49-xxx but most were contracted in 1950 resulting in 50-001 to 50-082 etc. I doubt very much that 46-065 was ever used in the SAC movie. It fate as I have it was as follows: The first XB-47 (46-065) rolled out of the factory at Seattle on September 12, 1947. It was powered by six 3750 lb.s.t. General Electric J35-GE-7/9 turbojets. It was the first large American jet aircraft to feature a swept wing. The first flight of the XB-47 took place on December 17, 1947, with Bob Robbins and Scott Osler at the controls. [18 Aug 1951] Stalled on landing with major structural damage sustained. No injuries. Wings and Engines removed, Fuselage sectioned for display. Displayed at Palm Beach AFS, FL from 1954 until scrapped. Date unknown.

  26. Brings back some old memories…it was an honor to be a part of the 47’s history. I was an engine mechanic at Hunter Field 1960-1962. Then sent to Lincoln, NE. I had the opportunity to become a run-up man after we did engine changes or did other work that would necessitate assurance all engines were preforming in sync. Myself and one other troop pretty much worked the mid-night shift alone. We changed an engine and conditioned in in record time and did some record work on Alert Pad. I also had the privilege of being on flight status. Honorable discharge May of 1964. I wouldn’t trade those years for anything…..Phil Vaudt

    1. I was in engine conditioning from 54-57 at Lincoln—who was the other engine man you mentioned ?–I had friends there until 65

    2. Phil—I was at Lincoln from 54-57 –Worked engine conditioning too—I had friends at Lincoln (engine) through 1965—who were some of the troops you worked with ?? Would like to hear from you

    3. Phil—I was stationed at Lincoln from 1954- 1957—I also worked in engine conditioning–discharged in Nov of 57—Did you know Lionel Woods or Billy Seay—Ted Channing and Bob Mauer worked with me too– Would like to hear from you– I live in NE Ga.— Robert Rose

  27. My Uncle was Capt. David J Clare Co-pilot on a B-47 that crashed after take-off Oct.13, 1955 from March Airfield. I am looking for anyone who knew him or any family members of other crew members killed. They were Capt.Edward A O’Brien, Major Thomas F Mulligan, & Capt Joseph H Graebher (Chaplain). I have met Sgt Al Meyers of Los Angeles who was crewchief of the aircraft.

  28. Hello. I am an Air Force brat and retired MSgt from USAF. My dad was asigned to Lincoln AFB in Nebraska in early 60’s as Ops Admin Spec.
    I loved watching the B-47s flying.
    I live in Oklahoma City and work at Tinker AFB and they still have a B-47 in base air park.
    I belong to a local Commemorative Air Force (CAF) group and our old leader is retired Col. Rick Hudlow, he has lots of stories of his years in SAC on B-47’s.

  29. Just a couple comments:
    *I knew SSgt Lou Bufalini at Hunter Air Force Base in the 50′-60′ and I think he worked with SSgt George R. McKinnon.
    *Was at Hunter and was part of Operation Snow Flurry in March 1958, and it was B47e 53-1876, that dropped the weapon over Florence, SC, Crew Chief Jim Bitting, now deceased.
    *Lastly, does any one know if it was 53-2119 that went down on Wright-Peak Mountain, in New York near Plattsburg AFB,? I was the Crew Chief when it arrived at Hunter NEW.

    1. I was just reading some old posts and saw your inquiry about 53-2119. The answer is yes. It went down in the Adirondacs. I was the asst. crew chief on it for a quite a while before then but I was on Relex at Brize Norton when it went down. Great acft.

      1. I was refueling NCO the night that 53-2119 Launched from Hunter. There was a last minute fuel load change, and my team did the change and then launched the airplane. My friend and neighbor, S/Sgt, J.J. Willis was riding the 4th man seat, I pushed up the ladder, waved at JJ, he gave me the finger, and I closed the door. A few weeks later, along with others from the 20th BS and 2nd OMS, attended JJ’s Funeral in Waycross Ga.

  30. i was a navigator inthe B-47 (S-38) at Lincoln AFB from ’59 – ’63. i am trying to get a picture/representation of the navigators station with all the “bells and whistles”. As yet I have been unsuccessful. can anyone provide with a copy or a source for this—Thanks.

    1. Stephen; Go to the page called “Omaha 2010” and go down about half way on that page you can see some views of the Nav’s area from the B-47 at the Air & Space Museum in Nebraska. The main thing missing is the radar scope of course but does show some views of the area.

  31. Hello Jim Diamond. Looking for an old USAF Crew Chief George Walker, who was stationed at Davis Monthan AFB. during Feb 1957. We were Classmates at Tech School in Amarillo, TX prior to both of us subsequently being reassigned to our PCS locations. He shipped out just prior to my graduating from Tech School. I ended up being transferred to Altus AFB in Oklahoma. At that point in time we lost track of each other. I still have his AFC Service number BUT I don’t have any source to begin a search. Any suggestions you might have would certainly be appreciated. FYI: I enlisted in the USAF in 1956 and was Honorably Discharged during 1959 while serving at Dyess AFB in Abilene, TX. I worked on the Flight Line daily as a ground crew member on B-47s. While at Dyess I was in the 337th Bomb Sgd. in the 3341st Bomb Wing. Excellent experience and memories, I’m proud to say………… I’m retired now, having spent 40 years in the private sector as a VP in the Commercial Banking business. My family and I now reside in Illinois.

    Thank you for your time and effort regarding this subject matter……
    George Brewer
    St. Charles, IL

  32. I am researching two B-47s that were used by the Airways and Air Communications Service (AACS) from approximately 1954-55 to 1963. They were Tail numbers 50-0017 and 51-2120. There were used for high altitude flight inspection of TACANs and VORs as well high altitude penetrations and approaches. Flight inspection certifies the navaids and approaches for instrument flight.

    The aircraft based at Tinker AFB OK. 50-0017 was sent to the boneyard and 51-2120 is on static display at Whiteman AFB, MO.

    I am looking for anyone with more information or who may have worked on these aircraft at Tinker. The article can be read at and the USAF Flight Inspection facebook page is .

    1. Hi Joe…..I don’t really remember you, which FM shop did you work out of? I crewed 51-2221 with the 93rd Bomb. Sqdn. at Homestead in those June 1956 to January 1958 days. Did you ever have a beer or two at the Leisure Lounge or The Green Door? I remember our barracks was the third floor of the building right across from the NCO Club.

      All The Best,
      Duke Denning, former S/Sgt. USAF

  33. I am researching airborne Elint/Sigint msns around Cuba during the Cuban Missile Crisis especially any info about the mission of RB-47 on the day that Maj Anderson’s U-2 was shot down. Anyone know who was on the crew and contact info.

  34. Just found this group and reading the posts brought back a lot of memories. My first assignment after tech school at Amarillo was Plattsburgh. Because of Project Fast Fly I only spent about 18 months at Plattsburgh and went on to crew several different aircraft, however that time at Plattsburgh on B47’s with a dedicated crew chief taught me what being a crew chief was all about. That time affected everything I did in the rest of my career. I would like to find that crew chief, SSGT Ralph Vickery, to say THANKS.

    1. Hello Dexter on 1-3-14

      I was TDY to Greenham Common RAF from Davis-Monthon AFB back in March of ’54. Our B-47’s were too heavy for the run way and the runway started breaking up so we had to move over to Fairford RAF three weeks after we were there. The only thing that I remember about Greenham Common RAF was that the powered eggs ran all over the trays and then the stoves in the open bay barracks. That was the front end of a 90 day TDY and it does stretch my memory.

      A/1c Thomas M. Wilson back in those days, and from March ’53 to March ’57 for my career.

  35. I was looking for the membership page and this must be it. Believe it or not I just found this site. I was in SAC 1954 to 1957, went on 3 TDYs, 2 with the 321st BW, A&E Sqdn. and 1 with the 379th BW, FM sqdn. Worked on B47s till I was blue in the face. Loved every minute of it.

    Stu Wakeling

  36. My Father found the wreckage of 51-7033, he managed to pick up two of the survivors in his ski equipped De Havilland Beaver in northern Canada on February 12th 1955. Incredibly 59 years later I am getting many requests for his story and the story of the survivors. While looking into it I discovered the one crew member that did not survive, a Major Robert Dowdy, has grandchildren who would like to contact anyone with any information on the crash. Other than knowing they are looking for people with information on their grandfathers crash I have no other information on how to contact them. If anyone has information on the whereabouts of Major Dowdy’s family I would be pleased to pass along what my father relayed to me. Thank You, Douglas Fletcher

  37. Hi-
    I am looking for any B-47 experts, particularly those intimate with the B-47E, for a project and may need some help identifying wreck parts; I am hoping to do a documentary so if there are any former pilots, mechanics, etc. in Florida, I would be especially interested in meeting and possibly filming you.
    Thanks in advance.
    St. Petersburg, Florida

  38. Want to beg a little help from you B-47 experts, My uncle “Ray Cable” went down off of Nova Scotia in 1957. My understanding is the copilot was recovered but Ray and the navigator never were. He was flying out of Plattsburgh NY at that time and had previously been at McCoy in Orlando, Possibly in Okinawa between the two but unsure…
    Believe NATO maneuvers were going on at the time?
    What is the best way to find more info about this??? Would like to know if there is info-photos etc. out there. THANK YOU for any help!!
    Regards, Don

    1. Don, click on B-47 media listed at the top, go down to the entry dated May 20, 20013. At the end of the post there is a link to all B-47 accidents. Look at 17 Sep 57 and you will find the accident. Jim Brown, ex-B47 crew chief at Plattsburgh 59 to 63.

    2. Don, your uncle was in the 530th Bomb Squadron with me at the time of the accident. His time at Pinecastle AFB in Orlando was because that’s where we had to take delivery of our B-47s. While we were eventually destined to be at Plattsburgh, the runway, taxiways and ramp were not finished due to a labor problem. We eventually got to Plattsburgh in mid-’56. I don’t recall any of our 380th BW crews being at Okinawa during that time period.

      The crew chief on 5811 was Jerry T. Smith from Memphis TN. Luckily he was not on the plane when it went down. The info on the B-47 section of the Project Get Out and Walk site indicates that the Observer, Capt. Pascal, ejected, but I believe the Co-pilot said at the time that he didn’t think he got out. I had flown with Capt. Cable’s crew once or twice when they flew my plane (51-7052) and I remember Capt. Pascal would undo his lap belt and shoulder harness so he could lean forward to better see the radar scope. If that was the case here, when the plane went uncontrollable, he may have been tossed around in the nose section. (This is pure conjecture on my part, however, based upon what I had seen earlier.) The mission being flown was NOT a routine refueling training flight. It was a classified mission, tracking another aircraft. I don’t know if it was ever declassified.

      Wes Bender, crew chief 7052 & 2028, 530th BS and 380th OMS, 12/55 to 6/59.

    1. Hello Norm, Please read my post dated above dated July 29, 2013 which was originally forwarded to Jim Diamond I personally was not stationed at DM BUT, I’ve been searching for an old Crew Chief who was. He was stationed there beginning in early 1957. His name was George Walker. Your post did not indicate the dates that you were stationed at DM. E-mail me direct at……. OR call at 630-624-7884

    2. Yes I was in the 303 BW, 358th Bomb Squaron, Davis-Monthan AFB from October ’53 through June ’55. I was an aircraft mechanic on the B-47’s and had a 90 day TDY to England using Greenham Common RAF and Fairford RAF both due to the first one’s runway giving way to the heavy B-47. It was good tour of duty at Davis-Monthan without any bad comments about the climate except it was hot there. I still communitcate with Air Force buddies from that time period that were stationed there also.

      Tom Wilson, A/1c, served from March ’53 to March ’57.

  39. My father, Lt.Col. John S. Allison, flew B-47s from Altus, Oklahoma (1954-56 Dyess AFB, Abilene, Texas (1956-1963); and finally, Lincoln AFB, Lincoln, Nebraska (1963-1965).
    I am trying to find out anything about him. Dad retired in 1969 as a colonel from Grand Forks, North Dakota in 1969. He died last year, age 91, Sept. 5, 2013.
    He was very proud of the men that worked on the B-47s. Dad had 4000 hours in that great bomber. Later he flew B-52s. Email me at

    1. I talked to Julanne at a recent 362 TEWS reunion (EC-47s) and she mentioned the B-47 organization. Where have you been all my life?
      I trained on B-47s at Amarillo, TX in the fall of 1960. In the spring of 1960 I was assigned to the 303 BW at Davis-Monthan. I was in support branch first, towing and refueling B-47s. I then became third wiper on Douglas built B-47E 52-0168 crewed by a SSgt. “Deacon” Dishong. The aircraft was unique in that it was a 52 model with a 53 model nose. My understanding is the aircraft was in IRAN – Inspect and Repair as Necessary – at Douglas Tulsa. The depot team was working in the Forward Main Fuel Tank. They took a break. When they came back, they cranked up the heater/blower again and blew the nose off the aircraft. I believe both were killed.
      The 52 model had a hydraulically-controlled sliding canopy and the 53 model had an electric actuator clamshell canopy. If I can remember correctly, it was hydraulically locked. I use to get a kick on launch preflight when the crews would say, “Chief, the canopy will not close.”
      My response was always, “Fifty-three model nose, Sir; hit the switch on the lower right.”
      A few seconds later, his checklist response was, “Canopy, closed. latched, and locked, resets horizontal.”
      In the fall of 1963, I went to the 34th AREFS at Offutt and worked on EC/KC/RC-135s. Except for the year (11 months, 28 days, 16 hours) in Vietnam, I spent 20 years on tankers. In the 1965/66 time frame, the 55th SRW became our parent wing. The RB-47s were still at Forbes although one would occasionally show up on the Offutt ramp. In that same time frame there was a refueling accident with a 55th RB-47. The co-pilot was in the front seat for the refuel. The boom nozzle punched through the canopy, hit the pilot seat headrest, and killed the co-pilot in the pilot’s seat. The accident tore off the boom to the boom fairing and snapped the up/down cable. The tanker landed at Offutt without further incident. The RB returned to Forbes. Does anyone remember this incident and know the tail numbers of the aircraft?
      I spent hours prowling the B-47 web-site ant thoroughly enjoyed it. Thanks for the memories.
      Richard A. Pare’
      CMSgt. USAF (retired)

  40. My father, Lt.Col. John S. Allison, flew B-47s from Altus, Oklahoma (96th Bomb Wing, 1954-56); Dyess AFB, Abilene, Texas (337 Bomb Squadron, 96th BW, 1956-1963); and finally, Lincoln AFB, Lincoln, Nebraska (372nd BS and 343rd BS, 98th Bomb Wing, 1963-1965).
    I am trying to find out anything about him and the people who knew my father. Dad retired in 1969 as a colonel from Grand Forks, North Dakota (319th Bomb Wing) in 1969. He died last year, age 91, Sept. 5, 2013.
    Dad was on alert duty during the Cuban Missile Crisis. He said that it was silly to even think that the Russians would attack the U.S.
    On Nov. 22,1963, Dad was again on alert duty on the air base at Madrid, Spain. The klaxons sounded the alert when the base received news about JFK’s assassination. As the crews started the engines and prepared for takeoff, the control tower radioed my father: “This is not a drill.” The crews had never heard those words before. Then the crews were told to taxi down the runway, but not to take off. They were told to keep their engines running until further notice. Dad complained that they had to sit in the tiny B-47 cockpit on the runway for 24 hours. They were told Kennedy had been shot, but apparently they weren’t told any more news.
    Does anyone have any information on this event ? I would love to talk to others who had fathers who had a similar experience.
    Dad was very proud of the men that worked on the B-47s. Dad had 4000 hours in that great bomber. Later he flew B-52s. Email me at

    1. Julianne,
      I was an electrician with the 96th FMS, of the 96th BW at Dyes from Aug 58 to Aug 63. During much of that time I was also on “flying status” and had the opportunity to fly with Lt Col Allison several times. I also remember him from many weekends at the alert facility. I believe he was also the senior officer with the group that were at the Tulsa airport during the Cuban Missile Crisis. I remember him because he was a senior officer who not only looked after the enlisted folk but went out of his way to do just that.

      1. Tom Carroll,
        I would love to talk with you !!! I don’t know anything about Tulsa during the Cuban Missile Crisis time ! But that is very interesting. [I don’t think Dad shared a lot of his experiences about this time with my mother and me !]

        Thank you for telling me about my father.

        I just saw your post today, May 15, 2015.
        I forgot that I wrote this post in June 2014. However, I just added a post –very similar to this one! It was a reply to Bill Dykes, May 26, 2012 post.

  41. My Grandfather Ralph Wiechmann was part of the 306th and wworkedon these aircraft. He would love to hear from anyone stationed in north Africa during 1956/1957

  42. Was wondering if anyone remembers Gen Arnold, Major Duckworth, Major G.A. Perez , Lt Col Looker Col Nielson from Pease AFB back in 1956 – 1958′ I was assigned to that unit, we were TDY to B/N AFB England Dec 1957 -March 1958 Still have picture of last B47. Made landing at Pease AFB would like to hear from anyone that was in that unit during that time

  43. I was a Jet Engine Conditioning tech on RB47’s with the 55th SRW from 1962 to 1966, was involved in the Cuban missile crisis and since we were a recon wing got to go to lots of interesting places for TDY’s. I usually only had two planes at an operational location to maintain, so keeping up with 12 engines wasn’t so bad, but occasionally there would be three planes which would make me jump. The worst was in 65 and 66 when Viet Nam started cooking and I ended up with five planes at Yokata for a short period. I commandeered anyone who could help me when it came to engine changes and major maintenance. If they could bend a wrench they helped and we kept them flying. Everyday I pass by Tinker AFB twice and see a B47 on static display. What I would give to crawl back in the cockpit and fire up all six engines, take them to 100 per cent and kick in the water/alcohol injection just one more time.

  44. Our unit close down July 1st 1963, I flew on weather flight that flew , 7 day a week, I was weather person, durning the Cuba crisis we flew out of Plattsburgh, NY. We still go back to Topeka, KS to visit family, we live
    In Indianapolis, IN, retired from Allison which make Aircraft engine.

    Ed Gaddie

  45. I flew in a rb47 out of Forbes AFB 1961 to 1963 as a weather man,

    Did anybody make it out of the exit door, we lost three planes, all on take off durning Cuba mission.

  46. Hi I am looking for someone that was stationed on Forbes around 66 with the first name Tom he was seeing my mom Maggie at the time she has left very little information but we are looking for pieces of her past anything to help please email us

  47. My Dad, F.W. Rodriguez flew in B-47s out of Plattsburgh NY from around 1955-1960. He transitioned to B-52s out of Homestead Fla, and Castle AFB 60s-70s.

  48. Am doing research on Cuban Missile Crisis and looking for an EWO that flew a RB-47H mission on 27 October 1962

  49. We lost three in 1962 on takeoff, one at Forbes, Tampa and one more with Cuba conflict, about fuel to a engine?

  50. The fuel shut off valve was lo
    sing power and closing as wing flexed upward during take off roll due to wiring harness not having enough slack in it to compensate for upward movement of wing tip. These planes had been through a mod program and somebody got it wrong.

  51. I was in the 351st from Oct 1957 until Feb 1958. After being discharged from a tour in Greenland in March 1960, I began an active reserve assignment for 4 years. In either 1961 or 1962 my prior friend and roommate, Stephen Mirva died in a B-47 crash at Pease AFB, New Hampshire. The command pilot was I believe, Thomas Weller. If any one knew Steve or Thomas Weller and has information regarding the crash would you kindly let me know. I named my oldest son for Steve, a true hero.

  52. I am looking for information about Col. Donald C. Foster with the 358th B.S. in 1957. I believe he might have taken command when they moved to Offutt?

  53. was there anyone who was at walker af base in 57-58 who saw the 47 that exploded from a spark at the rear main fuel tank and burned to tthe ground. it was in the 393rd with the yellow arrow on the tail. an electrician from the electric shop was killed because of the empty fuel exploded. very sad. i saw the plane burn up. have not seen any information on destroyed b-47s with that event even happened.

  54. I found this site when I was searching for the B-47 (34299) that used to on display in Salina, Ks (Schilling, AFB). As an Army brat, we lived in base housing there. I remember spending a lot of time climbing up into the cockpit and playing bomber pilot. Any others lived there in 69-70 ?

  55. The 308th. Bomb Wing left Hunter the summer of 1959. I don’t know if the 2nd Bomb Wing stayed. Do you know his Wing and Squadron?

  56. Would anyone remember or know the whereabouts of JOSEPH SANTANA who served at RAF GREENHAM COMMON NEWBURY BERKSHIRE UNITED KINGDOM between 1956-1958 regards TONY KEBBY

  57. I was with the 98th at Lincoln AFB from ’54 to ’57. When I arrived there in October of ’54 there were no planes yet, but the they then started to come in making up the 343rd, 344th and 345th squadrons. I had come from Lowery AFB in Denver as a “K-Systems” tech.

  58. Whiteman AFB mid year 1962. A B47E getting ready for a reflex mission and just out of OCAMA caught fire when the crew did a pressure check on the IFR manifold. JP4 gushed out onto the MD3 GPU and the next thing that happened, the entire nose end of the airplane and the GPU were on fire. The fire department immediately was on scene and in an attempt to shut off the fuel floe by manually closing the main transfer valve in th bomb bay, the aircraft exploded killing most of the fire figthers on scene including the fire department captain. JP got into the storm drains which were not independent from the bases system causing all but a total shut fown of the base. Hotel 2 where the aircraft was parked still bears the scorch mark all these years later. A very long and sad day for the base especially the fire department. The incident saw an immediate change in how GPUs were staged next to aircraft

  59. Hi Im Don Finn. I was a B-47 navigator from 1955-1957 (I think….getting forgetful). Assigned to Lake Charles, then Plattsburgh AFB. Looking forward to the next reunion…it will be my first!

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Preserving the legacy of the Boeing B-47 StratoJet Bomber