The Convair B-58 Hustler is a high speed bomber designed and produced by American aircraft manufacturer Convair. It was the first operational bomber capable of Mach 2 flight. The B-58 was developed during the 1950s for the United States Air Force's (USAF) Strategic Air Command (SAC). To achieve the high speeds desired, Convair designed it around a large delta wing, which was also used by contemporary fighters such as the Convair F-102. It was powered by four General Electric J79 engines in underwing pods. It had no bomb bay; it carried a single nuclear weapon plus fuel in a combination bomb/fuel pod underneath the fuselage. Later, four external hardpoints were added, enabling it to carry up to five weapons.
The B-58 was introduced to service in March 1960, and was operated by two bomb wings (the 43d Bombardment Wing and the 305th Bombardment Wing) of the SAC throughout the 1960s. It was considered to be a difficult aircraft to fly, imposing a high workload upon its three-man crews. Replacing the Boeing B-47 Stratojet strategic bomber, the B-58 was originally intended to fly at high altitudes and supersonic speeds to avoid Soviet interceptors. The B-58 became notorious for its sonic boom, which was often heard on the ground by the public as it passed overhead in supersonic flight.
Following the introduction of highly accurate Soviet surface-to-air missiles, the B-58 was forced to adopt a low-level-penetration role that severely limited its range and strategic value. It was never used to deliver conventional bombs. The B-58 was substantially more expensive to operate than other bombers, such as the Boeing B-52 Stratofortress, and required more frequent aerial refueling. The B-58 also suffered from a high rate of accidental losses. All of this led to a relatively brief operational career of ten years. The B-58 was succeeded in its role by the smaller, swing-wing FB-111A.
The Convair B-58 Hustler was a high speed strategic bomber, capable of attaining routinely Mach 2 at altitude. It incorporated a large delta wing with a leading-edge sweep of 60° and was powered by an arrangement of four General Electric J79-GE-1 turbojet engines. Although its sizable wing generated relatively low wing loading, it proved to be surprisingly well suited for low-altitude, high-speed flight. To protect against the heat generated while cruising at Mach 2, the crew compartment, the wheel wells and electronics bay were pressurized and air conditioned. The B-58 was one of the first extensive applications of aluminum honeycomb panels, which bonded outer and inner aluminum skins to a honeycomb of aluminum or fiberglass.
Various features of the B-58 were considered to be record-breaking, according to Gunston and Gilchrist. The structure itself made up 13.8 per cent of the aircraft's gross weight, an exceptionally low figure for the era, while the wing was considered to be extremely thin as well. Several key features of the engine, including the nacelle and the inlet, were unlike any existing aircraft, having been devised from guidance by aerodynamicists. Specifically, the inlets used moving conical spikes, being fully aft on the ground and at low speeds to maximise air intake, then driven forward while being flown at high speeds to minimise the annular gap. This movement was automatically controlled, but significant noise and asymmetric thrust would be generated in the event of a single inlet malfunctioning. More details
The B-58 was introduced to service in March 1960, and was operated by two bomb wings (the 43d Bombardment Wing and the 305th Bombardment Wing) of the SAC throughout the 1960s. It was considered to be a difficult aircraft to fly, imposing a high workload upon its three-man crews. Replacing the Boeing B-47 Stratojet strategic bomber, the B-58 was originally intended to fly at high altitudes and supersonic speeds to avoid Soviet interceptors. The B-58 became notorious for its sonic boom, which was often heard on the ground by the public as it passed overhead in supersonic flight.Following the introduction of highly accurate Soviet surface-to-air missiles, the B-58 was forced to adopt a low-level-penetration role that severely limited its range and strategic value. It was never used to deliver conventional bombs. The B-58 was substantially more expensive to operate than other bombers, such as the Boeing B-52 Stratofortress, and required more frequent aerial refueling. The B-58 also suffered from a high rate of accidental losses. All of this led to a relatively brief operational career of ten years. The B-58 was succeeded in its role by the smaller, swing-wing FB-111A.
The Convair B-58 Hustler was a high speed strategic bomber, capable of attaining routinely Mach 2 at altitude. It incorporated a large delta wing with a leading-edge sweep of 60° and was powered by an arrangement of four General Electric J79-GE-1 turbojet engines. Although its sizable wing generated relatively low wing loading, it proved to be surprisingly well suited for low-altitude, high-speed flight. To protect against the heat generated while cruising at Mach 2, the crew compartment, the wheel wells and electronics bay were pressurized and air conditioned. The B-58 was one of the first extensive applications of aluminum honeycomb panels, which bonded outer and inner aluminum skins to a honeycomb of aluminum or fiberglass.