Contents • • • • • • • • • • • • • • • • • • Development [ ] The B-45 began development in 1944, when the, alarmed by jet bombers like the, called for a new family of jet bombers grossing between 80,000 lb (36,287 kg) and 200,000 lb (90,718 kg). The proposal from ( NA-130) won, and on September 8, 1944, the company began production of three based on the NA-130. The end of resulted in the cancellation of many projects and delayed many others. In 1946, rising tensions with the caused the (USAAF) to assign higher priorities to jet bomber development and production. By mid-1946, the XB-45 and neared completion, but the Boeing and were still two years away.

The USAAF chose to evaluate the first two designs to determine which would be superior operationally. The B-45 proved a superior design, and on January 2, 1947, a contract for immediate production of B-45As was signed. It had been planned to equip five light bomb groups and three light groups with B-45As, but as the B-47's development and flight-testing made future production all but certain, the future of the B-45 became increasingly uncertain, and in mid-1948 the U.S. Began to question its value. Soon afterwards, budget restraints reduced Air Force expenditure and B-45 production was reduced to a total of 142 airframes. Further budget cuts in 1950 forced the Aircraft and Weapons Board to cancel 51 of the 190 aircraft on order. The cancellation of the 51 was announced 7 January 1949.

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The B-45 was later replaced by the supersonic. Operational history [ ] Korean War [ ] Continuously plagued by engine problems along with numerous other minor flaws, the B-45 regained importance when after the United States entered the in 1950, it proved its value both as a bomber and as a reconnaissance aircraft. The mass dedication of U.S.

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Forces to the Korean War revealed the vulnerability of forces in Europe to Soviet attack, and it was in this light that the Air Force made an important decision about the future of the B-45. The B-45, like most post- American bombers, could carry both nuclear and conventional bombs. The progress of weapons technology had led to a great reduction in the weight and size of nuclear weapons in the U.S.

Inventory, effectively allowing smaller aircraft such as the B-45 to carry out nuclear strikes, a mission which had initially been confined to heavy bombers. Suddenly, the small fleet of B-45s had great value again as a nuclear deterrent., sometimes called Operation Backbreaker, entailed modifications to the aircraft for nuclear missions. In addition, the 40 B-45s allocated to the program were equipped with a new defensive system and additional fuel tankage. Despite the magnitude of the modifications project, plus ongoing problems with the early jet engines, nuclear-capable B-45s began reaching the United Kingdom in May 1952, and deployment of the 40 aircraft was completed in mid-June. It was at about this same time that RB-45s of the 323rd Strategic Reconnaissance Squadron began to arrive in Japan to fly alongside the 91st Strategic Reconnaissance Squadron, supplementing the World War II-era piston-engine which had proved to be easy targets for North Korean. The RB-45s provided valuable intelligence throughout the remainder of the Korean War, despite the limited number of airframes available.

RB-45Cs flew many daylight missions until early 1952, when they were switched to night operations after an RB-45 was almost lost to a. Flightline photo of B-45A-5-NA Tornadoes of the 47th Light Bomb Wing, Langley Air Force Base, Va., before transatlantic flight to Sculthorpe, England, in July 1952. All 33 RB-45Cs built were assigned to the 91st Strategic Reconnaissance Wing's 322nd, 323rd and 324th Strategic Reconnaissance Squadrons. The RB-45C also flew several long-range reconnaissance missions over the during the mid-1950s. On July 29, 1952, an RB-45C made the first non-stop trans-Pacific flight, having been refueled twice by s along the way.