Martin EB-57E Canberra
Even before the Korean War broke out in 1950, the US Air Force had been planning for a jet-powered replacement of the B-26 Marauder and A-26 Invader. Korea only exacerbated the need for a new aircraft, and the USAF issued a requirement for a new tactical bomber in late 1950, with the stipulation that it had to be based on an existing design to minimize production delays.
Three American designs were considered—the North American AJ-1 Savage and B-45 Tornado, and the completely new Martin XB-51—but so pressing was the need that the USAF included, in a rare move, foreign aircraft as well—a modified Avro Canada CF-100 Canuck, and the English Electric Canberra B.2. The Canberra, to the surprise of everyone involved, won the competition easily. The USAF did have misgivings about the design, especially the fact that the bombardier sat behind the canopy, completely enclosed in the fuselage, but its performance was what won the competition: the Canberra had been designed to replace the deHavilland Mosquito and had the speed and maneuverability to match. The problem was, English Electric was a small startup company and could barely supply the British Royal Air Force with its Canberras, let alone the much larger USAF. To solve the problem, Martin Aircraft was awarded a contract to build the Canberra as the B-57.
Though the initial batch of B-57As were basically identical to the Canberra B.2, aside from upgraded engines and the deletion of the navigator station, the B-57B was to be fundamentally different and more in line of what the USAF intended. The B-57B had a completely redesigned forward fuselage, eliminating the clear navigator nose and wide side-by-side seating of the Canberra B.2, and replacing it with tandem seating, with the bombardier/navigator sitting behind the pilot. The Canberra B.2 had been unarmed, but the B-57B could either carry eight machine guns or four 20mm cannon in an underfuselage tray. The internal bomb bay of the Canberra was replaced with a rotary-type developed for the XB-51, which would rotate to expose the bomb load on the target run, enhancing the aerodynamics of the aircraft. USAF B-57Bs entered service in June 1954, replacing the A-26 in the night attack role.
Soon after it entered service, however, the USAF began to question its new bomber’s capabilities. The Canberra had been fast enough when it was designed in the late 1940s, but technology had moved so quickly that it was now vulnerable to surface-to-air missiles, proven when two RB-57As were lost over mainland China in 1957. The B-57 also had to be flown by strong pilots—the South Vietnamese had quickly returned four B-57Bs to the USAF because they simply were not muscular enough to fly it—and if one engine flamed out, the Canberra would inevitably crash. With all this in mind, the USAF resolved to replace the B-57 in tactical bomber units with F-100 Super Sabres and delete the entire night interdiction role, though the Vietnam War was to temporarily intervene.
Since the Canberra was a stable platform with good aerodynamics, it was well suited for the target-towing role, and Martin subsequently built 68 B-57Es. These were identical to the B-57B, but lacked armament, with target-towing equipment carried in the former bomb bay. The bomb bay was also armored (in case a towing cable should break, which would potentially slice the aircraft in half), and the controls boosted to make the E easier to fly. As missiles replaced rockets and guns in USAF service, however, the B-57E found itself without a mission. The surviving aircraft were then converted to EB-57Es, with all target-towing equipment deleted and replaced with ECM equipment. The job of the EB-57E was to test USAF radar sites and act as electronic aggressors, simulating Soviet bomber attacks. Initially assigned to Air Defense Command, these EB-57s were passed on to the Vermont ANG before being retired in 1982. Of the 50 or so EB-57s in service, six remain today in museums.
As part of Dad's desire to build aircraft from every unit he served with, he converted a B-57B kit to an EB-57. He never quite finished it: it languished on the shelf for many years, and never got tail numbers. This Canberra served with the 4677th Defense System Evaluation Squadron, which was later redesignated the 17th DSES, at Malmstrom AFB from 1972 until the aircraft were passed onto the Vermont ANG in 1979. Like all EB-57s, it is painted overall Air Defense Gray with international orange recognition panels.
Martin EB-57E Canberra
Even before the Korean War broke out in 1950, the US Air Force had been planning for a jet-powered replacement of the B-26 Marauder and A-26 Invader. Korea only exacerbated the need for a new aircraft, and the USAF issued a requirement for a new tactical bomber in late 1950, with the stipulation that it had to be based on an existing design to minimize production delays.
Three American designs were considered—the North American AJ-1 Savage and B-45 Tornado, and the completely new Martin XB-51—but so pressing was the need that the USAF included, in a rare move, foreign aircraft as well—a modified Avro Canada CF-100 Canuck, and the English Electric Canberra B.2. The Canberra, to the surprise of everyone involved, won the competition easily. The USAF did have misgivings about the design, especially the fact that the bombardier sat behind the canopy, completely enclosed in the fuselage, but its performance was what won the competition: the Canberra had been designed to replace the deHavilland Mosquito and had the speed and maneuverability to match. The problem was, English Electric was a small startup company and could barely supply the British Royal Air Force with its Canberras, let alone the much larger USAF. To solve the problem, Martin Aircraft was awarded a contract to build the Canberra as the B-57.
Though the initial batch of B-57As were basically identical to the Canberra B.2, aside from upgraded engines and the deletion of the navigator station, the B-57B was to be fundamentally different and more in line of what the USAF intended. The B-57B had a completely redesigned forward fuselage, eliminating the clear navigator nose and wide side-by-side seating of the Canberra B.2, and replacing it with tandem seating, with the bombardier/navigator sitting behind the pilot. The Canberra B.2 had been unarmed, but the B-57B could either carry eight machine guns or four 20mm cannon in an underfuselage tray. The internal bomb bay of the Canberra was replaced with a rotary-type developed for the XB-51, which would rotate to expose the bomb load on the target run, enhancing the aerodynamics of the aircraft. USAF B-57Bs entered service in June 1954, replacing the A-26 in the night attack role.
Soon after it entered service, however, the USAF began to question its new bomber’s capabilities. The Canberra had been fast enough when it was designed in the late 1940s, but technology had moved so quickly that it was now vulnerable to surface-to-air missiles, proven when two RB-57As were lost over mainland China in 1957. The B-57 also had to be flown by strong pilots—the South Vietnamese had quickly returned four B-57Bs to the USAF because they simply were not muscular enough to fly it—and if one engine flamed out, the Canberra would inevitably crash. With all this in mind, the USAF resolved to replace the B-57 in tactical bomber units with F-100 Super Sabres and delete the entire night interdiction role, though the Vietnam War was to temporarily intervene.
Since the Canberra was a stable platform with good aerodynamics, it was well suited for the target-towing role, and Martin subsequently built 68 B-57Es. These were identical to the B-57B, but lacked armament, with target-towing equipment carried in the former bomb bay. The bomb bay was also armored (in case a towing cable should break, which would potentially slice the aircraft in half), and the controls boosted to make the E easier to fly. As missiles replaced rockets and guns in USAF service, however, the B-57E found itself without a mission. The surviving aircraft were then converted to EB-57Es, with all target-towing equipment deleted and replaced with ECM equipment. The job of the EB-57E was to test USAF radar sites and act as electronic aggressors, simulating Soviet bomber attacks. Initially assigned to Air Defense Command, these EB-57s were passed on to the Vermont ANG before being retired in 1982. Of the 50 or so EB-57s in service, six remain today in museums.
As part of Dad's desire to build aircraft from every unit he served with, he converted a B-57B kit to an EB-57. He never quite finished it: it languished on the shelf for many years, and never got tail numbers. This Canberra served with the 4677th Defense System Evaluation Squadron, which was later redesignated the 17th DSES, at Malmstrom AFB from 1972 until the aircraft were passed onto the Vermont ANG in 1979. Like all EB-57s, it is painted overall Air Defense Gray with international orange recognition panels.