In many ways the XB-55 was an insurance policy against the B-47 - it was far more conventional in design and held qualities for a bomber influenced by the recent World War but the USAF could at least understand what it was getting without pinning all their hope on the success (or failure) of unreliable, underpowered and thirsty turbojet engines of the time.
Eventually there proved delays with the expected Allison engines which prompted a look into an all-turbojet-powered form by way of the "XB-52" initiative - this design promised considerably better performance figures from the impending arrival of the Pratt & Whitney J57 turbojet engine. Couple this with waning interest on the part of the USAF over the XB-55 (the B-47 was seeing success in service by this point) and the XB-55 project contract was terminated in 1949. It, too, dawned on the USAF that it required a fleet of fast bombers and turboprop-powered forms were not going to be sufficient.
The XB0-55 endeavor lived a short time longer as "Model 479" which studied the use of 6 x Westinghouse J40 turbojet engines along a revised wing element and this data then served the upcoming Boeing B-52 "Stratofortress" strategic heavy bomber program. Leftover funding for the XB-55 went into pursuit of a supersonic strategic bomber under the Boeing "XB-59" designation (Model 701).
As no functional prototype of the XB-55 was ever completed, specifications reported in this article and on this page are purely estimates based on engineering data.
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