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Earlier, in January, 1953, the WADC about its B-58 program AF had asked plans. The the WADC presented a schedule which called for the completion of the first production aircraft in January, 1956. The first 30 aircraft would be used for test and development; of these, the first 18 would be powered by P&W J57-P-15 engines, while those that followed would have the J79-GE-1 (known in its prototype form as the X24A). Twelve aircraft, numbers 19 through 30, would get 50 hour J79's while the remainder would receive 150 hour Another view of the September, 1953.
In the area of transonic and supersonic wave drag, the data in early 1954 was quite no to meager although Convair believed that values obtained on the models were directly applicable to the full scale aircraft. Weight control, the second major performance category, received the contractor's full attention throughout the entire B-58 development program, as evidenced by the delta wing, parasite, and pod principles, the original two-man crew, and the expendable engine. In-flight refueling and the replacement of the two large engines with four smaller turbojets possessing a higher thrust-toweight ratio also meant reduced weight.
Boushey, Director of Air and reminded Convair that the company had estimated performance for the F-102A that was not attainable due to weight, thrust losses, and lower aerodynamic performance. Col. Boushey expressed concern that "predicted performance of the B-58 also may not be attainable", and asked that the WADC be advised of management and engineering plans which Convair intended to follow to prevent a recurrence of the F-102 debacle. Information which the WADC most desired pertained to weight control, trim drag, thrust losses due to powerplant installation, and general drag estimates.