HISTORY
OF THE 11th
BOMBARDMENT WING
HISTORY OF THE 11th BOMBARDMENT WING
Established as the 11th Observation Group on 1 October 1933, it was redesignated 11th Bombardment Group (Medium) on 1 January, 1938. Activated on 1 February 1940 at Hickam Field, Hawaii and assigned to the 18th Bombardment Wing. The group, composed of the 14th, 26th, 42nd and 431st Bomb Squadrons conducted flying operation in Hawaii with the Douglas B-18 twin-engine bomber. Beginning in 1941, the group transitioned into the Boeing B-17 Flying Fortress flying patrol and search missions off the Hawaiian Islands after the Japanese attacked Pearl Harbor on 7 December 1941. Following this, the group received the Consolidated B-24 Liberator bomber, which it flew until the end of the war. The group moved to the New Hebrides on 22 July 1942 and became part of Thirteenth Air Force. They bombed airfields, supply dumps, ships, docks, troop positions, and other objectives in the South Pacific from July to November 1942, and received a Distinguished Unit Citation (DUC) for those operations. Continued operations, attacking Japanese airfields, installations, and shipping in the Solomon Islands until late March 1943. The group returned to Hawaii on 8 April 1943 and was reassigned to Seventh Air Force. While in Hawaii, the group trained in the B-24. It moved to Ellice Island on 9 November 1943 and resumed combat participating in the Allied offensive through the Gilbert, Marshall and Marianas Islands, while operating from Funafuti, Tarawa, and Kwajalein. Moved to Guam on 25 October 1944 and attacked shipping and airfields in the Volcano and Bonin Islands.
1945
Moved to Okinawa on 2 July 1945 to participate in the final phases of the air offensive against Japan, bombing railways, airfields, and harbor facilities on Kyushu and striking airfields in China. After the war ceased the group flew reconnaissance and surveillance missions to China and ferried liberated prisoners of war from Okinawa to Luzon, Philippines. The entire group was non-operational from 11 December 1945 through 14 May 1946, while assigned to Far East Air Forces and located at Fort McKinley, Luzon, Philippines, to where it had moved from Okinawa without personnel or equipment on 11 December 1945. On 15 May 1946 the group moved, again without personnel and equipment, to Guam, where Twentieth Air Force remained and it began training in the Boeing B-29 Superfortress. Its 26th Bomb Squadron was never equipped with the B-29 and only partially manned. All B-29 training ceased in October 1946, and then on 15 November 1946 the group and its squadrons became a paper unit again with one officer and one enlisted man assigned to each squadron until inactivation on 20 October 1948.
1948
Almost two months later, on 1 December 1948, the 11th Bombardment Group, Heavy, was activated at Carswell AFB, Texas by General Order 47, Eighth Air Force. Concurrently with the activation of the 11th, 26th, 42nd and 98th Bomb Squadrons, Heavy, were activated and assigned to the group. The 11th was further attached to the 7th Bombardment Wing, Heavy, the same day. Major Russell F. Ireland, former Deputy Commander, 7th Air Base Group, became the acting commanding officer of the newly activated unit.
The 11th Bomb Group would be equipped with 18 B-36As, presently used by the 7th Bomb Group for training purposes. Tentative plans called for squadron cadres to be housed with other squadrons at Carswell. Supply and administrative people of the 98th Bomb Squadron worked with the 436th Bomb Squadron, while the 26th Bomb Squadron moved in with the 492nd Bomb Squadron, and the 42nd Bomb Squadron shared facilities with the 9th Bomb Squadron. As the month closed, 36 B-36s (18-As and 19-Bs) were assigned to the 7th Bomb Wing with none assigned to the 11th Bomb Group as yet.
1949
On 11 January 1949, Lieutenant Colonel Harry E. Goldsworthy (later Lieutenant General) replaced Major Ireland as the Lithe Bomb Group commander. Major Ireland moved to the position of group Executive Officer the same day. Colonel Goldsworthy had been the 436th Bomb Squadron, 7th Bomb Group commander. A few days later, on 17 January, the first B-36A (44-92007) was transferred from the 7th Bomb Group to the 11th Bomb Group.
44-92007
It was further assigned to the 26th Bomb Squadron. A second B-36A (44-92009) was assigned to the 26th on 19 January. That same day the 11th Bomb Group conducted its maiden flight of a B-36 aircraft in B-36A (44-92007), delivered to the 26th on 17 January. The 26th Bomb Squadron crew that flew the training mission consisted of: Major Moreland, pilot and 26th Bomb Squadron commander; Captain Warner, instructor pilot; First Lieutenant Giles, copilot; First Lieutenant Sikes, bombardier; Captain Wolford, navigator; First Lieutenant Weldon and Master Sergeant Benefield, engineers; Staff Sergeants Kelly, Rose and Greenfield, Central Fire Control; Staff Sergeants Taggs, Johnson and Harris, aerial gunners; and Technical Sergeant McLemore, radio operator. Also, on the 17th, the 42nd Bomb Squadron received its first B-36A (44-92010) with a second B-36A (44-92019) delivered on 21 January 1949. The 98th Bomb Squadron took part in its first aerial review shortly after receiving its first B-36A on 22 January. A total of six B-36s (3-As, 11 BG and 3-Bs, 7 BG) led an aerial review an 24 January 1949 in commemoration of the 7th Bomb Wing and Eighth Air Force birthdays over Carswell AFB. Following the B-36s were B-29s of the 509th Bomb Group, Walker AFB, Roswell, New Mexico and F-82 fighters from Kearney AFB, Kearney, Nebraska. As the month closed the wing had 35 B-36s assigned, 30 in the 7th Bomb Group and five in the 11th Bomb Group. In the 11th, the 26th Bomb Squadron had two B-36As, the 42nd Bomb Squadron had two B-36As and the 98th Bomb Squadron had only one B-36A.
The 7th Bomb Group transferred a total of six B-36As to the 11th Bomb Group in February. One B-36A (44-92012) on 4 February to the 26th Bomb Squadron bringing total assigned to six. The 42nd Bomb Squadron received three (44-92024, 12 Feb; 44-92006, 16 Feb; and 44-92017, 18 Feb) for five assigned. The last two (44-92016, 16 Feb and 44-92021, 18 Feb) were assigned to the 98th Bomb Squadron for a total of three. Overall, the 11th Bomb Group closed out February 1949 with 14 B-36As assigned.
On 18 March 1949 the 11th Bomb Group received its first B-36B 44-92050, followed by a second B-36B 44-92049 on 19 March. Both aircraft were assigned to the 26th Bomb Squadron. Two more B-36As (44-92047 and 44-92051) were assigned to the 42nd Bomb Squadron on 24 March. The 98th Bomb Squadron received the last two B-36Bs in the group (44-92053 and 44-92055) on 28 March. Those aircraft resulted in a total of 20 B-36s (14-As and 6-Bs) assigned to the 11th Bomb Group as March closed.
During April, the 11th Bomb Group total B-36s assigned increased by two over last month to 22 (14-As and 8-Bs). The 26th Bomb Squadron had eight (6-As and 2-Bs), the 42nd totaled eight (5-As and 3-Bs), and the 98th had six (4-As and 2-Bs).
May was highlighted by a change of command for the wing commander. On 11 May 1949, Colonel Clark, first 7th Bomb Wing commander, relinquished command to Colonel William P. Fisher (later Major General). Colonel Fisher arrived from the Air War College, Maxwell AFB, Alabama where he was serving on the faculty staff. Colonel Clark was reassigned to Eighth Air Force. The same day, Colonel Richard H. Carmichael assumed command of the 11th Bomb Group from Lieutenant Colonel Goldsworthy who was awaiting further assignment. Colonel Carmichael had been assigned to the Office of the Secretary of the Air Force in Washington, D. C. prior to becoming group commander.
During June 1949 the 11th Bomb Group transferred five B-36A aircraft to Consolidated-Vultee at Fort Worth, and one B-36A to the Oklahoma City Air Material Area, Tinker AFB, Oklahoma for modification. Six remaining B-36Bs in the group were divided between the three assigned squadrons: 26th, 42nd and 98th Bomb Squadrons. Overall, the 11th Bomb Group had 22 B-36Bs assigned as June closed out (15-As and 7-Bs).
The 11th Bomb Group acquired four new B-36B aircraft in July, two (44-92048A and 44-92049A) to the 26th Bomb Squadron and two (44-92053A and 44-92050A) to the 98th Bomb Squadron. Additionally, the 11th sent four B-36As to Consolidated in July for modification work. As the month closed 22 B-36s were assigned to the 11th Bomb Group (11-As and 11-Bs).
During September 1949, wing B-36s flew in several flyover demonstrations. The first occurred on 3 September when two 7th Bomb Group B-36Bs and one 11th Bomb Group B-36B accompanied a flyover at the Cleveland Air Races, Cleveland, Ohio. On 4 September three more wing B-36s (2-7 BG and 1-11 BG) flew a second flyover at the Air Races in Cleveland. The last flyover for the Air Races occurred on 5 September with three B-36s (2-7 BG and 1-11 BG).
On 16 September the 7th Bomb Wing received Eighth Air Force Operations Order 19-49, dated 15 September 1949. This order instructed that a forward operational area at Eielson AFB, Alaska be established for future training flights to Alaska. This exercise was to provide a means of testing the existing facilities at Eielson and give the wing experience in maneuvers in Arctic flying. The operation was called operation Drizzle.
Convinced that the first SAC Bombing Competition had provided better bombing and a competitive spirit throughout SAC, Lieutenant General Curtis E. LeMay, CINCSAC, decided to make it an annual affair. Held from 3 to 7 October 1949, the second competition included 13 bomb groups: three B-36, eight B-29, and two B-50. The B-36 crews operated out of their home bases. Six crews from the wing took part, three from the 7th Bomb Group and three from the 11th Bomb Group. Each participating crew accomplished three visual bomb releases and three radar releases from 25,000 feet. The 7th Bomb Group placed 4th overall with the 11th Bomb Group crews taking 13th out of 13 groups.
Following return of the competition crews, the wing mission changed on 13 October 1949. The higher headquarters directive divided the new mission into three parts:
The basic difference between the old and new mission was the wing was no longer required to maintain a force for the purpose of participating in operations involving reconnaissance, photographic, mapping, sea search and anti-submarine patrols.
Realizing the necessity of testing and evaluating the APG-3 Radar Tail Turret System, Headquarters USAF directed the 7th Bomb Wing to undertake such a test. The APG-3 was a radar airborne gun sighting system that provided for aircraft detection and automatic fire control of the tail-turret guns. That equipment was designed to detect and automatically track targets up to 5,000 yards in range on fighter-type aircraft. However, it was possible to extend that search range temporarily on fighters. After a particular target was selected by the gunner-radar operator, the system automatically tracked the target within its angular limits in both range and direction. Also, the system automatically directed and pointed the gun turret in the correct firing position. The only mechanical function of the gunner was the activation of the firing mechanism when the target was in effective firing range.
One B-36B (44-92042), of the 26th Bomb Squadron, was modified for testing as the right gun on the APG-3 was removed and a 35mm Vitarama camera installed in lieu of the turret. The first mission was conducted on 25 October 1949 over the Eglin AFB Gunnery Range, Florida at 25,000 feet. Two LOCKHEED F-80 Shooting Star fighters made three passes on the tail position. (The F-80 was the first true American jet fighter.) Following those passes, the APG-3 Radar System failed. The malfunction of the radar was caused by low voltage transmitted to the modular and to the antenna tilt motor, which became inoperative. Fifty feet of film was obtained and taken to Eglin AFB for operational analysis. As the month closed 23 B-36s were assigned in the group (10-As and 3-Bs).
November 1949 opened with the wing flying its second APG-3 Tail Turret System evaluation test on I November. A total of 12 passes were made in the Eglin Range by two F-80 jet fighters at 25,000 feet. Both fighters and the B-36B of the 26th Bomb Squadron staged out of Eglin AFB, Florida. The aircraft landed at Eglin after the mission and returned to Carswell a week later. From 7 to 18 November the annual Air Inspection of Carswell AFB was conducted by Eighth Air Force. In general, the inspection team was satisfied with the overall condition of the base from last year's inspection. A total of 22 B-36s were assigned in the group during November (8-As and 14-Bs). As the year 1949 closed on 31 December, that total rose to 23 in the 11th Bomb Group (7-As and 15-Bs).
1950
The year 1950 opened with one of the most important developments in the B-36 program occurring in mid-February as a result of numerous major malfunctions associated with the B-36. Those problems brought the B-36 program to a low, and were emphasized in a dramatic, but tragic, manner--the crash of a 436th Bomb Squadron B-36B (44-92075) in British Columbia, Canada. The aircraft was returning from Alaska where it took part in cold weather maneuvers. Severe icing, carburetor problems and engine failure caused the crash that claimed five lives. Engineering difficulties associated with the B-36 to date involved: exhaust system, alternators, icing systems, and carburetors. Based on those problems and the 14 February 1949 crash (second in the wing to date), General Irvine, 7th Bomb Wing commander imposed flight restrictions on the B-36 aircraft at Carswell effective 15 February 1950. Flying activity ground to a halt following this.
B-36B 44-92075 crash site in British Columbia
Photo by Doug Davidge
The 11th Bomb Group changed commanders on 4 March 1950 as Colonel Bertram C. Harrison took command from Colonel Carmichael who was transferred to Headquarters, Eighth Air Force at Carswell. Colonel Harrison, former Deputy Commander of the 9th Bomb Wing, Travis AFB, California was assigned duties as commander pending arrival of Colonel Thomas P. Gerrity, currently assigned to Headquarters, Air Material Command, Wright-Patterson AFB, Ohio.
Tragedy hit Carswell on 15 March 1950 as the 42nd Bomb Squadron hanger burned down. This hanger was originally constructed in June 1943 and relocated to its present location in September 1945. The need for a new exhaust system for the B-36, identified in February. It was quickly acted upon by Consolidated-Vultee, Fort Worth and the Rohr Manufacturing Company, builder of the current exhaust system. During March seven modified systems designed by Consolidated and two by Rohr were tested at Carswell. Both types failed to correct problems noted in February. Consolidated and Rohr returned to the drawing boards as the month closed. Also, a total of 24 B-36s were assigned to the wing (17-7 BG and 7-11 BG) at the close of March. Eighteen other B-36s were at Consolidated for modifications.
Barely a month after assuming command of the 11th Bomb Group, Colonel Harrison relinquished command to Colonel Thomas P. Gerrity on 3 April 1950. Colonel Harrison had been filling in as commander awaiting arrival of Colonel Gerrity. He now assumed the group Deputy Commander position. Colonel Gerrity arrived from Wright-Patterson AFB, Ohio, where he was assigned to Headquarters, Air Material Command.
During April, 18 complete B-36 exhaust systems from Rohr Manufacturing arrived. This Rohr system fix, known locally as number VI, consisted of reinforced plates attached to the outer periphery of the shroud cutout for exhaust port legs. This improved shroud was installed on those exhaust bank segments having the Rohr spider fix. Also during April, the Operational Engineering Program for the B-36 aircraft was started at Carswell. Its purpose was to recommend modifications, recommend maintenance procedures, and miscellaneous reports.
The invasion of South Korea by North Korea on 25 June 1950 brought part of SAC into combat for the first time since World War 11. General Hoyt S. Vandenberg, USAF Chief of Staff, ordered two SAC bomb groups on 3 July to deploy their-B-29s to the Far East and carry out conventional bombing operations north of the 38th parallel in North Korea. The 7th Bomb Wing, equipped with two B-36 groups was not affected at this time and continued training in the United States.
During July the wing unveiled a new flying training program. It involved flying simulated combat missions to Limestone AFB, Maine at the rate of one per day. Maximum training requirements would be accomplished on all missions, including work with fighters of the Eastern Defense Command. The program would start in August 1950.
Also, arrangements were made with Consolidated to have the flight section of the Fort Worth plant provide familiarization flights for pilots and flight engineers of the wing Standardization Board in July. The purpose of these flights was to improve the effectiveness of the people assigned to Standboard in the operation of the new B-36D model aircraft scheduled to arrive from the plant in August. As July closed 31 B-36Bs were assigned in the wing. Of those, 17 were assigned to the 7th Bomb Group and 14 to the 11th Bomb Group.
On 21 August 1950, 18 B-363 aircraft departed Carswell AFB for Limestone AFB, Maine to participate in a special training mission (Unit Simulated Combat Mission). It consisted of simulated radar bombing (RBS) of St. Louis, Missouri using Limestone AFB as the pre-strike launch base. All the aircraft (9-7 BG and 9-11 BG) two from each squadron under respective groups, recovered at Limestone AFB the same day. On 23 August, 17 of the bombers launched out of Limestone. The one bomber left experienced maintenance problems and once fixed returned to Carswell. The flight of bombers flew direct to St. Louis for the RBS run. It was accomplished with no problems as all aircraft recovered on 24 August.
While half the wing was TDY, the 26th Bomb Squadron took delivery of the first B-36D 49-2653 in the wing on 22 August 1950. The aircraft had six 3,500 horsepower propeller engines and four 5,200 pound thrust jet engines. The addition of jet engines increased the aircraft top speed to 439 mph at 32,000 feet. Also, the aircrew grew to 15: aircraft commander, two pilots, two engineers, bombardier, two radio operators, and seven gunners.
By the end of August, three more "D" models: 49-2647 (42 BS), 49-2652 (9 BS) and 49-2654 (492 BS) were delivered to Carswell. Also, two B-36B aircraft were sent to the Convair Plant in San Diego, California for modification into a "D" model. Overall, a total of 35 B-36s were assigned in August. Nineteen in the 7th Bomb Croup (2-D and 17-B) and 16 in the 11th Bomb Group (2-D and 14-B).
On 12 September 1950 the 26th Bomb Squadron B-36D 49-2653 (the first D model in the wing) took part in the first "D" model gunnery mission. It was a gunnery test evaluation mission flown over the Eglin AFB Gunnery Range, Florida at 24,000 feet. During the mission seven malfunctions of various types occurred before the plane landed at Carswell. Later in the month two more "D" models arrived bringing the total number of B-36D aircraft in the wing to six. The two were assigned to the 436th Bomb Squadron (49-2650) and the 98th Bomb Squadron (49-2649). A total of 37 B-36s were assigned to the wing as September closed out. Twenty (17-B and 3-D) to the 7th Bomb Group and 17 (14-B and 3-D) to the 11th Bomb Group.
By 31 October 1950 the wing received one B-36D, upping total Ds assigned to seven. Overall the wing had 25 B-36s, 23 in the 7th Bomb Group (3-D and 17-B) and 15 in the 11th Bomb Group (4-D and 11-B).
On 22 November 1950, the wing recorded its third major B-36 accident that resulted in the complete destruction of B-36B 44-92035 (26 BS). Coming in for landing with two engines out on one side the aircraft lost altitude and crashed nine miles south of the runway. The entire crew bailed out prior to the crash, with two losing their lives.
Four B-36D aircraft arrived from Convair, San Diego, California during late November bringing total D models to 11 in the wing. Also, three B-36Bs were sent to Convair for modification, and one lost to the crash on 22 November. As the month closed, eight B-36D aircraft (4-7 BG and 4-11 BG) deployed to Limestone AFB, Maine on 30 November 1950 to test pre-strike staging facilities, and evaluate B-36D aircraft and combat crews on a profile mission. On 1 December 1950, six of those aircraft launched out of Limestone AFB and flew direct to Ramey AFB, Puerto Rico. This was the first time wing B-36s had landed in Puerto Rico (previous to this the B-36 had flown to Alaska and crash landed in British Columbia, Canada in February 1950). Enroute to Puerto Rico the bombers flew simulated bomb runs (RBS) on Charleston, South Carolina and Tallahassee, Florida. The two remaining B-36 bombers at Limestone AFB deployed to Carswell on 2 December 1950, landing the same day. The six bombers at Ramey AFB returned to Carswell on 5 and 6 December. This operation closed out flying activity for 1950.
Based on the B-36 crash in November 1950, gunnery firing training missions were discontinued in the wing on 1 December 1950. With this action, emphasis was placed on gun camera training instead of the live fire previously conducted. One B-36D arrived from Convair, San Diego, California on 12 December. As 1950 closed, a total of 12 B-36Ds were assigned in the wing.
1951
In January 1951 Headquarters, United States Air Force, approved a proposal to recognize SAC's combat forces at base level by General Curtis E. LeMay, CINCSAC. Prior to this reorganization, each combat wing consisted of a wing headquarters, a combat group with tactical squadrons, a maintenance and supply group, air base group, and a medical group. This structure existed in most combat wings, including those on both single and double-wing bases. Under the new system, effective 15 February 1951, each wing would reorganize to include a wing headquarters, combat group with tactical squadrons, three maintenance squadrons, an air base group of housekeeping squadrons, a supply squadron, and a medical group. Both medical and maintenance and supply groups would be discontinued. The combat group headquarters remained in name only. The wing commander served as the combat group commander.
In conjunction with this reorganization, SAC received authority from Air Force to organize air divisions on double-wing bases and to operate the air base group on that base. Composed of approximately 7 people, representing functions of command, operations, material, and administration, the air division headquarters served as an intermediate echelon of command between the combat wings and the numbered air force. The air division commander exercised direct control over the two wing commanders and the air base group commander.
On 4 January 1951, the 11th Maintenance and Supply Group was activated at Carswell and attached to the 7th Bomb Wing. The group consisted of the 11th Maintenance Squadron, 11th Supply Squadron, 11th Motor Vehicle Squadron, and the 4014th Organizational Maintenance Squadron (formerly under the 7th Maintenance and Supply Group). The group was further attached to the 7th Maintenance and Supply Group for administrative, operational control, and logistical support.
Next, the wing took part in a special training mission to the United Kingdom. The purpose of the mission was to evaluate the B-36D under simulated war plan conditions. Also, to further evaluate the equivalent airspeed and compression tactics for heavy bombardment aircraft; and evaluate select crew capability for bombing unfamiliar targets. The aircraft, staging through Limestone AFB, Maine, would land at RAF Lakenheath, United Kingdom following a night radar bombing attack on Helgoland, United Kingdom, near London. From there the bombers would conduct a simulated bomb run on the Houston Bomb Plot, in London, finally landing at Lakenheath. Originally 11 bombers launched out of Carswell on 14 January to Limestone AFB.
On 15 January, all were in place at Limestone and ready for the last leg of the flight. Of those 11 B-36s, two aborted shortly after takeoff from Limestone for engine failures and three more returned to Carswell on 15 January 1951. The remaining six (1-9 BS, 2-436 BS, 7 BG; and 1-26 BS, 1-98 BS, 11 BG) landed at RAF Lakenheath on 16 January 1951, following the two bomb runs scheduled. This was the first deployment of wing and SAC B-36 aircraft to the United Kingdom and Europe. For the next four days the flight flew sorties out of RAF Lakenheath. The aircraft redeployed to the states on 20 January 1951 arriving at Carswell on 21 January. As January closed, 18 B-36B and 18 B-36D aircraft were assigned to the wing. Also, assigned "B" models began rotating to the Convair Plant, San Diego, California for modifications to become a "D" model. This would continue until late June 1951 when all B models would be converted to B-36Ds in SAC.
19th Air Division and 11th Bomb Wing formed
February 1951 opened with several organizational changes at Carswell due to SACs announced reorganization in January this year. On 16 February the 11th Bombardment Wing, Heavy, established on paper only on 18 November 1948, was activated and assigned to Carswell AFB. The new wing assumed control of the 11th Bomb Group, attached to the 7th Bomb Wing since 1 December 1948, and the 11th Maintenance and Supply Group, attached to the 7th Bomb Wing since 4 January 1951. Next, 19th Air Division, Bombardment, redesignated 1 February 1951 as 19th Air Division, was organized at Carswell on 16 February. With this move, the division assumed responsibility over the 7th and 11th Bomb Wings at Carswell.
1952
With the activation of the 11th Bomb Wing the unit obtained its resources from the group. With the group a paper unit, its components were attached directly to the wing until the group's inactivation on 16 June 1952. For the next few years the wing and assigned units trained in B-36 bombers armed with nuclear weapons to carry out offensive strategic bombardment anywhere in the world.
On 28 May 1952 tragedy struck the 11th Bomb Wing when B-36F-10 50-1066 landed short of the runway at Carswell and claimed the lives of seven airmen. The bomber, attached to the 26th Squadron of the 11th Bomb Wing, had been in the air for an hour and 40 minutes in a training flight. No. 3 engine was feathered - not unusual on a B-36 flight - as the plane came down out of the rain clouds. Twenty-five yards south of the runway, the plane's landing gear touched down in the turf at 12:10 p.m. The gear collapsed and the plane slid along the damp pavement as fire broke out and the plane exploded. Firemen fought the flames for four hours until the fire was extinguished. The craft came to rest on its right side, both wings sheered off.
28 May 1952
Air Force photo via Ed Calvert
The nose remained intact, providing an avenue of escape for the 10 survivors. Master Sgt. Claude Courtier, rescuer, who rushed to the plane, said he entered the aft cabin through a hole behind the left wing. He found all the crewmen there dead. The airplane's commander escaped from his second B-36 crash with a broken left foot. The commander, then a first lieutenant, commanded a B-36 that crashed and burned Nov. 22, 1950 in a field near Cleburne. Other survivors of the Wednesday crash were: Capt. Frederick A. Sargent, pilot; Maj. William H. Jenkins, 29, copilot; 1st Lt. Robert C. Robinson, 29, navigator; Capt. Max Klein, 32, navigator; 1st Lt. Grover D. Kimball, 30, flight engineer; Capt. William H. Schmidt, 30, flight engineer; Staff Sgt. Charles D. Hiskett, 24, radio operator and A/2c James M. Poole Jr., 20, mechanic. All escaped with minor injuries. The Wednesday tragedy was the seventh B-36 crash overall with a total death toll of 70. The last was 15 April when 15 men were killed in a takeoff from Fairchild Air Force Base, Spokane.
TORNADO DEVESTATES CARSWELL BOMBERS On 1 September 1952, a tornado ripped across the flightline at Carswell AFB knocking out 76 B-36s (28-7th and 43-11th Bomb Wing), almost half of SAC's heavy bombers. The next day, the San Antonio Air Material Area, Kelly AFB, Texas, sent a depot team to Carswell to begin fixing the damaged aircraft. Flight crews were called and told to remain at home because the field was awash with thousands of gallons of avgas that had flooded the field from ruptured fuel tanks, creating a fire hazard of epic proportions. One 11th Bomb Wing aircraft, B-36D-10 49-2051 of the 98th Bomb Squadron, was blown across the field and came to rest in a ravine a mile from the flightline. Amazingly this aircraft was the only one scrapped, all others were repaired and returned to service.
2 September 1952
Convair photo via Bill Plumlee
1954
1954 was a good year for the 11th Bomb Wing with the winning of the BombNav Competition at Eglin AFB. Participating crew members received trophies from General LeMay following the event.
Winning 11th Bomb Wing crew of 1954 BombNav Competition
Photo provided by Walter R. Douglas (Fifth from left in photo)
Trophy cup awarded by General LeMay to Walter R. Douglas
for his role in winning the 1954 bombing competition.
8mm movie frames of bomb drop during 1954 BombNav competition at Eglin AFB Florida
(Walter R. Douglas)
During the late 1950s the wing deployed to Goose Bay, Labarador, Canada; Alaska; United Kingdom; and Nouasseur AB, French Morocco in North Africa from 4 May to 2 July 1955. Following this, the 11th transitioned into the Boeing 3-52 Stratofortress in 1957 at Altus AFB, Oklahoma. Also, in 1957 the wing added the Boeing KC-135 Stratotanker and picked up an air refueling mission in December 1957. Later in 1961 the wing gained an Atlas missile squadron. By January 1965 the Atlas squadron was phased out followed by the B-52 in June 1968. For the next nine months the 11th, redesignated from the 11th Strategic Aerospace Wing on I April 1962, was changed to the 11th Air Refueling Wing and conducted air refueling operations until inactivated on 25 March 1969.
1978
Almost nine years later on 25 October 1978, the 11th Bomb Group, inactivated at Carswell on 16 June 1952, was redesignated the 11th Strategic Group and activated at RAF Fairford, United Kingdom on 15 November 1978. Upon activation at RAF Fairford the group was not immediately manned: the base had been closed for some time before it became available to the Air Force as a tanker facility and it was not yet ready for use when the group activated. Consequently, the 11th activated without resources. The 7020th Air Base Group (of USAFE's Third Air Force) activated, and the base began operating on 1 February 1979. Although the 11th Group was finally manned in late February 1979, its Boeing KC-135 Stratotankers did not begin arriving until September 1979. So for that time, the group used KC-135 aircraft and crews that belonged to SAC, Air National Guard, and Air Force Reserve units based in the United States. A full complement of 15 tankers was finally reached in March 1981. Today, tankers from SAC, Air National Guard, and Air Force Reserve units rotate to RAF Fairford and conduct air-refueling operations in Europe under the European Tanker Task Force.
26th Bombardment Squadron patch
42nd Bombardment Squadron patch
98th Bombardment Squadron patch
APPENDIX I
LINEAGE
Established: 11th Observation Group 1 October 1933
Redesignated: 11th Bombardment Group (Medium) 1 January 1938
Activated: 1 February 1940
Redesignated: 11th Bombardment Group (Heavy) 1 December 1940
Redesignated: 11th Bombardment Group, Heavy 3 August 1944
Redesignated: 11th Bombardment Group, Very Heavy, 30 April 1946
Inactivated: 20 October 1948
Redesignated: 11th Bombardment Group, Heavy, 1 December 1948
Activated: 1 December 1948
Inactivated: 16 June 1952
Redesignated: 11th Strategic Group, 25 October 1978
Activated: 15 November 1978
Consolidated: 31 March 1982, with the organization established as 11th Bombardment Wing, Heavy, on 1 Nov1948; further activated on 16 February 1951; redesignated 11th Strategic Aerospace Wing on 1 April 1962, 11th Air Refueling Wing on 2 July 1968; and inactivated on 25 March 1969.
APPENDIX II
ASSIGNMENTS
Unknown 1 October 1933 – 31 January 1940
18th Wing (later 18th Bombardment) 1 February 1940 – 18 January 1942
VII Bomber Command 19 January 1942 – 4 January 1943
XIII Bomber Command 5 January 1943 – 7 April 1943
VII Bomber Command 8 April 1943 – 22 November 1945
Far East Air Forces 23 November 1945 – 14 May 1946
Twentieth Air Force 15 May 1946 – 20 October 1948
Eighth Air Force 1 December 1948 – 15 February 1951
(Attached to 7th Bombardment Wing)
11th Bombardment Wing, Heavy 16 February 1951 – 16 June 1952
7th Air Division 15 November 1978 – Present
APPENDIX III
AWARDS
Distinguished Unit Citation: South Pacific, 31 July-30 November 1942
Presidential Unit Citation (Navy): South Pacific, 7 August-9 December 1942
Air Force Outstanding Unit Awards: 6 August 1954-15 July 1957 (Wing)
27 October 1958-16 September 1960 (Wing)
Service Streamers: None
Campaigns:
Central Pacific Air
Offensive, Japan
Guadalcanal
Northern Solomons
Eastern Mandates
Western Pacific
Ryukyus
China Offensive
APPENDIX IV
STATION LIST
Hickam Field, Hawaii 1 February 1940 - 21 July 1942
New Hebrides 22 July 1942 - 7 April 1943
Hickam Field, Hawaii 8 April 1943 - 8 November 1943
Ellice Islands 9 November 1943 - 13 January 1944
Tarawa, Gilbert Islands 14 January 1944 - 4 April 1944
(Air echelon operated out of Eniwetok, Marshall Islands, 1-5 April 1944)
Kwajalein, Marshall Islands 5 April 1944 - 24 October 1944
Guam, Marianas Islands 25 October 1944 - 1 July 1945
Okinawa, Ryukyu Islands 2 July 1945 - 10 December 1945
(Ground echelon, 2 July 1945 to 12 July 1945; air echelon, 12 July 1945 - 10 December
1945)
Fort McKinley, Luzon, 11 December 1945 - 14 May 1946
Philippine Islands
Northwest Army Air Base 15 May 1946 - 20 October 1948
(later, Harmon Field),
Guam, Marianas Islands
Carswell AFB, Texas 1 December 1948 12 December 1957
(Deployed to Nouasseur AB, French Morocco, 4 May - 2 July 1955)
Altus AFB, Oklahoma 13 December 1957 25 March 1969
(Deployed to Clinton-Sherman AFB, Oklahoma, 13 August - 25 November 1958)
RAF Fairford, United Kingdom 15 November 1978 Present
APPENDIX V
COMMANDERS
Lt Co! Walter F. Kraus February 1940 14– June 1940
Lt Col St Clair Streett 15 June 1940 – 31 March 1941
Lt Col Albert F. Hegenberger 1 April 1941 – 1 March 1942
Maj (later, Lt Col) LaVerne G. Saunders 2 March 1942 – 1 December 1942
Col Frank F. Everest 2 December 1942 – 25 April 19 3
Lt Col (later, Col) William J. Holzapfel, Jr. 26 April 1943 – 6 July 1944
Coi Russell L. Waldron 7 July 1944 – 28 February 1945
Col John J. Morrow 1 March 1945 – 11 December 1945
None (not manned) 11 December 1945 – 14 May 1946
Col Vincent M. Miles, Jr. 15 May 1946 – 14 November 1946
Capt Thomas A. Ragland, Jr. 15 November 1946 – 26 December 1947 (Additional duty)
Capt Thomas B. Hoxie 27 December 1947 – 20 October 1948 (Additional duty)
Maj Russell F. Ireland 1 December 1948 – 10 January 1949
Lt Col Harry E. Goldsworthy 11 January 1949 – 10 May 1949
Col Richard H. Carmichael 11 May 1949 – 3 March 1950
Col Bertram C. Harrison 4 March 1950 – 2 April 1950
Col Thomas P. Gerrity 3 April 1950 – 15 February 1951
Col Louis W. Rohr 16 February 1951 – 30 September 1951 (Additional duty)
Lt. Col Charles T. Moreland, Jr. 1 October 1951 – 16 June 1952 (Additional duty)
Col (later, BG) Thomas P Gerrity (Wing). 16 February 1951 – 14 November 1952
Col Louis W. Rohr (Wing) 15 November 1952 – 1 March 1953
Col William T. Seawell (Wing) 2 March 1953 – 6 August 1954
Col Howard W. Moore (Wing) 7 August 1954 – 15 July 1957
Col John S. Samuel (Wing) 16 July 1957 – 4 September 1958
Col Fredrick R. Ramputi (Wing) 5 September 1958 – 14 July 1961
Col Bernard J. Finan, Jr.(Wing) 15 July 1961 – 31 July 1961
Col Kenneth S. Steele (Wing) 1 August 1961 – 3 March 1963
Col (later BG) William B. Kyes (Wing) 4 March 1963 – 31 December 1964
Col Merrill N. Moore (Wing) 1 January 1965 – 1 July 1965
Col Earl S. Kimbell (Wing) 2 July 1965 – 1 August 1965
Col Harold A. Radetsky (Wing) 2 August 1965 – 4 July 1966
Col Earl S. Kimbell (Wing) 5 July 1966 – 7 July 1966
Col Raymond J. Bryan (Wing) 8 July 1966 – 10 July 1966
Col Raymond R. Deitch (Wing) 11 July 1966 – 28 June 1967
Col Joseph J. Young (Wing) 29 June 1967 – 25 March 1969
None (not manned) 15 November 1978 – 23 February 1979
Col Clyde F. Dunn, Jr. 24 February 1979 – 20 March 1980
Col Charles A. May, Jr. 21 March 1980 –