The B-29 Superfortress was a fairly reliable airplane once the large number of teething bugs were worked out. But one problem that remained is that the aircraft was underpowered. There were many crashes in the Pacific where a B-29 simply did not get airborne and ended up crashing at the end of its take-off run, usually resulting in a big fireball.

Towards the end of WW-II, the larger Pratt & Whitney 4360-35 corncob engine was developed. To test the theory that the B-29 could handle more power, one B-29 was converted to use the new Wasp Major engines. The result was designated XB-44. It was successful, and was subsequently scheduled for production as the B-29D. However, with the end of the war, the B-29 project was being shut down wholesale, as were most other WW-II aircraft projects. To save the B-29D, it was redesignated B-50. Boeing and the USAAF argued that the B-50 was a new design airplane, so it was spared from the axe.

[画像:B-50] [画像:B-50]

In addition to new engines, the B-50 had a new wing, larger tail, a new window configuration, and many smaller enhancements. The following table summarizes the differences between the B-29 and two versions of the B-50.

Specification	B-29	WB-50D	KB-50J
Wing Span	141-FT, 3-IN	141-FT, 3-IN	141-FT, 3-IN
Length	99 Feet	99 Feet	105-FT 1-IN
Height	27-FT, 9-IN	32-FT, 8-IN	32-FT, 7-IN
Maximum Weight	133,500 Lbs	173,000 Lbs	178,500 Lbs
Power Plants	4 x Wright 3350 2,200 HP Ea	4 x P&W 4360 3,500 HP Ea	4 x P&W 4360 3,500 HP Ea 2 x GE J47 Turbojets 5,910 Lbs Thrust Ea
Defensive Weapons	10 x .50-cal guns 2 x 20mm cannon	12 x .50-cal guns	None
Offensive Weapons	20,000 Lbs Internal	20,000 Lbs Internal 8,000 Lbs External	None
Cruise Speed	220 MPH	277 MPH	410 MPH
Maximum Speed	357 MPH	395 MPH	445 MPH
Maximum Ceiling	33,600 Feet	36,700 Feet	40,000 Feet
Maximum Range	3,700 Miles	4,900 Miles	2,500 Miles

With WW-II coming to an end before the first B-50 was completed, the B-50 was recast as a stop-gap strategic nuclear bomber to be used until the B-36 was ready. The B-50 served this role for 5 to 8 years until the mid-1950's, working in parallel with the B-36 before being retired as bombers. From there, many B-50's were converted to training, recon, or weather roles. The weather planes also flew near the Soviet Union looking for radiation, a telltale sign that the Russians had tested a nuclear bomb. Other B-50's ended up as flying tankers for the bomber and fighter fleet. Early tankers used the hose system, while later versions sported 3 hoses to refuel 3 fighters at once.

At total of 371 B-50 Superfortresses were built. Some served as late as 1965, being the odd piston airplane on otherwise all jet flight lines. Four complete aircraft still exist, and one relatively complete but disassembled aircraft survives. Despite the success and versatility of the B-50, it is largely a forgotten bomber from a time when aviation was rapidly evolving. In fact, even aviation buffs who see a B-50 in person assume it is a B-29, unless they stop to read the museum guide signs and learn the rest of the story.

B-50 Superfortress On Static Display

Serial Number	Aircraft Type	Nickname	City	State	Location	Notes
46-0010	B-50A	Lucky Lady II	Chino	CA	The Air Museum Planes Of Fame	Disassembled, stored outside.
49-0310	WB-50D		Dayton	OH	US Air Force Museum	Moved indoors after many years outside.
49-0351	WB-50D	Flight Of The Phoenix	Atwater	CA	Castle Air Museum	Displayed outdoors.
49-0372	KB-50J		Tucson	AZ	Pima Air & Space Museum	Displayed outdoors.
49-0389	KB-50J		Tampa	FL	McDill AFB	Formerly on display at USAF Museum in Dayton.

Note—click on the Serial Number to see a photo of each airplane.