Conceived for the sole purpose of delivering the atomic bomb, the 509th Composite Group was activated at Wendover AAF in Northwest Utah in the summer of 1944 with its first 2 major components, the 393rd Bombardment Squadron and the 1st Ordnance Squadron. After transitioning to the B-29 and having trained for this specific mission, the 393rd arrived at North Field, Tinian on 30 May 1945. On 6 August 1945, the first atomic bomb was dropped on Hiroshima by Col. Paul W.Tibbets Jr. aboard B-29 "Enola Gay". Three days later, on 9 August, Maj. Charles W.Sweeney, 393rd BS's Commander dropped the second atomic bomb with B-29 "Bock's Car" on Nagasaki, Japan. With the end of World War II, the 393rd moved to Roswell AAF, NM on 6 November 1945. The next year, the squadron participated in "Operation Cross Roads" while stationed at Kwajalein for atomic bomb tests on Bikin Atoll. A second squadron was assigned to the 509th CG on 23 June 1946, the 715th Bombardment Squadron. On 17 November 1947, SAC activated the 509th Bombardment Wing at Roswell AAF and assigned the Group to the Wing. Within the next five years, the 509th BG was inactivated and the lineage and honors transferred to the Wing.The 509th continued to fly and train in B-29s at Walker AFB, NM (ex-Roswell AAF) until 1952 when it began swapping its B-29s for B-50s. In 1955, the 509th BW received SAC's first all-jet bomber, the B-47.
In 1958, the 509th Bombardment Wing moved with equipment and personnel to Pease AFB, NH. In 1965, SAC announced that both squadrons would inactivate following the phase-out of the B-47s from the Air Force. Last minute changes saved the Wing's fate and B-52s began to replace the 393rd BS's aging B-47s. The squadron officially received its first B-52 on 23 March 1966. With no mission for the 715th to perform, the squadron was inactivated on 25 June 1966. In November 1966, aircrews and aircraft from the 393rd deployed to Andersen AFB, Guam to participate in "Arc Light" operations in Vietnam. In April 1968, an urgent need for bombers in the war prompted SAC to deploy all 393rd BS crews and aircraft to Andersen AFB for a six month tour. A year later, the 393rd was again in Southeast Asia for another tour of duty. During this tour, SAC announced that the 509th BW had been selected as the command's first FB-111A Wing. In preparation for the arrival of the "FB", the 393rd released its last B-52 on 19 November 1969.
The 509th BMW needed another squadron and on 1 January 1970, SAC formally activated the 715th BMS and assigned it to the 509th. Initial FB-111A training began at Carswell AFB, TX and on 16 December, the first FB-111A for the 509th BMW (68-0265) was flown to Pease AFB by Col. Winston E.Moore and his navigator, Maj. Billie Seals. The second FB-111A (68-0272) arrived on 18 December, flown by Col. John M.Parker 509th BMW/CV. By 5 January 1971, the 509th BW possessed five FB-111A aircraft. On 1 July 1971, the 509th BW and its squadrons were declared operationally ready. At the same time, the 509th undertook the arduous task of performing Category III tests with the FB-111A. On 17 April 1971, a FB-111A (68-0266) with a 715th BMS's crew flew to RAF Markham for the Royal Air Force Bombing Competition. In December, the 509th BW participated in SAC Bombing and Navigation Competition at McCoy AFB, FL. In 1972, new satellite bases for wing's FB-111A were acquired; K.I.Sawyer, MI and Lockbourne, OH.
Live versions of the AGM-69 SRAM joined the FB-111A force in 1973 when the 715th BMS embarked on Project "Bullet Blitz", a serie of captive test flights which culminated in 17 launches at the White Sands Missile Range in New Mexico. The 715th performed the first live SRAM launch from a FB-111A on 2 April 1974 using an inert missile. On 1 Januray 1975, 2nd Air Force was inactivated and 8th Air Force activated. In October 1976, a 509th BMW's crew achieved one of the wing's best finishes in Giant Voice 76 and won the John C.Meyer Trophy for best FB-111 low level bombing unit. In early 1976, consolidation of the wings at Pease and Plattsburgh AFB was considered. All FB-111A would have been based at Plattsburgh and Pease an all KC-135 base. In June 1976, the proposal was rejected. In the fall of 1976, the 509th BW flew five "Young Venture" missions, which tested certain FB-111A systems. During the first months of 1977, the 509th BW flew 15 missions in support of operations "Young venture II" and "Giant mask", two FB-111A defensive system tests. In the same period, the unit completed dual live short-range attack missile (SRAM) launch under 'Bullet Blitz IV' SRAM evaluation program. In January 1978, following a reduction in the SAC FB-111 force the wing's AUE dropped from 30 to 26. Training and maintaining an alert force kept the 509th very busy over the years with the usual exercises and deployments to sharpen the skills. In June 1983, the 509th participated in Red Flag at Nellis AFB where 52 FB-111 sorties were flown during the exercise. During the deployment, one FB-111A was lost when 68-0242 crashed. The aircraft was number 2 in a three ship formation on a sortie.
In the summer of 1985, FB-111A of the 509th deployed for Operation "Giant Sponge" to Westover AFB, MA due to Pease's runway closure. The mid-eighties saw the 509th BMW "FBs" going trough the AMP program and Project Warrior which brought back art work from WWII. The first Avionics Modernization Program aircraft, 68-0287, was delivered to Pease AFB on 18 December 1986 by General Earl T.O'Loughlin AFLC/CC and former Plattsburgh Wing commander. During August 1986, the 509th BMW participated in UK AIR Tactical fighter Meet in England to demonstrate SAC's conventional capability in the European theater. On Valentine's Day 1988, the 509th BMW made the gift of life when a FB-111A crewed by Capt. David Lefforge and Capt. Steven Bruger from the 715th BMS transported a human heart from Oklahoma to Hartford, CT for transplant into a 46-year-old man. During the second half of 1988, an 8th Air Force inspection team visited the 509th BW to evaluate selected FB-111A and KC-135s for "Glossy Eagle" competition. The 509th BW deployed several bomber and tanker aircraft to Lincoln Air National Guard Base, NE for participation in 8AF "Mighty Warrior" exercise which tested the capability of each unit assigned to 8th Air Force to conduct conventional operations for first time since the end of the southeast asia conflict. In the late 80s, SAC announced the retirement of the FB-111As from its inventory and while this raised a question mark about the future of the 509th BMW, SAC announced in November 1988 that the 509th would move to Whiteman AFB, MO to become the Air Force's first B-2 Stealth Bomber unit. During 1989, the 509th BW personnel concentrated their efforts on preparing a master plan to close Pease AFB and transfer wing while continuing to maintain emergency war order (EWO). Pease AFB was the first major Air Force installation to close in more than ten years, the wing underwent Strategic Air Command (SAC) Inspector General (IG) Operational Readiness Inspection (ORI) in October 1989. According to SAC/IG, no bombardment wing had ended SAC's annual inspection by achieving triple/zero score which meant that there were no marginal or unsatisfactory ratings and no repeat discrepancies.
Nearly 20 years after the arrival of the FB-111A at Pease AFB and after having amassed more 31 bombing and navigation trophies, the first two FB-111A departed the base on 1 June 1990, piloted by Gen. C. Searock, SAC deputy chief of logistics and Col. William Brooks, commander of the 509th BMW. On 8 September 1990, the 509th BMW said farewell to the FB when the last 2 aircraft left for Cannon AFB, NM. Col. William C.Brooks and Capt. Curt L.Wheeler flew in formation with LtCol. Robert Osterholtz 715th BMS/CC and LtCol. Jim Henderson, chief bomber scheduling branch. On 30 September 1990, the squadrons were inactivated and the 509th BW moved to Whiteman AFB without people and equipment, ending its long and distinguished history with the GD FB-111A.
5 September 1990 , the last FB-111A left Pease AFB and the 509th BW. Many of them were transferred to the 27th FW at Cannon AFB and became F-111G after some modifications. There are many references to a/c 509 being the last FB-111A to leave Pease. In fact, the last two aircraft to leave the base were a flight of two. a/c 6509 was lead and first to take-off, followed seconds later by a/c 6510. The last KC-135A assigned to the 509th departed Pease AFB on 28 Sept. 1990.
Aircraft s/n Dates Destination
67-0162 01 June 1990 Cannon AFB, NM
67-7193 14 Aug 1990 Cannon AFB, NM
67-7194 30 July 1990 Cannon AFB, NM
67-7195 07 Aug 1990 Plattsburgh AFB, NY (input to PDM)
67-7196 05 July 1990 Cannon AFB, NM
68-0241 30 july 1990 Cannon AFB, NM
68-0252 05 July 1990 Cannon AFB, NM
68-0257 30 July 1990 Cannon AFB, NM
68-0260 14 Aug 1990 Cannon AFB, NM
68-0270 28 Aug 1990 Plattsburgh AFB, NY (input to PDM)
68-0272 11 Feb 1990 Plattsburgh AFB, NY
68-0273 16 July 1990 Cannon AFB, NM
68-0276 07 Aug 1990 Cannon AFB, NM
68-0277 05 July 1990 Cannon AFB, NM
68-0278 16 July 1990 Cannon AFB, NM
68-0281 08 April 1990 Plattsburgh AFB, NY (input to PDM)
68-0284 12 June 1990 Plattsburgh AFB, NY (input to PDM)
68-0287 21 Aug 1990 Plattsburgh AFB, NY
69-6503 07 Aug 1990 Cannon AFB, NM
69-6509 05 Sept 1990 Cannon AFB, NM (2nd last aircraft to leave)
69-6510 05 Sept 1990 Cannon AFB, NM (last FB to leave Pease, seconds after a/c 509)
69-6512 01 June 1990 Cannon AFB, NM
69-6513 23 July 1990 Plattsburgh AFB, NY
69-6514 07 June 1990 Cannon AFB, NM
Whiteman's FB-111A static display, "The Spirit of the Seacoast " came to the base through Cannon AFB, New Mexico. However, before its days at Cannon, the aircraft spent many years with the 509th during the wing's heyday with the FB-111A.On 25 March 1971, the aircraft exited the General Dynamics factory in Fort Worth, Texas, and went immediately to active duty with the Air Force's 340th Bombardment Group, Carswell AFB, Texas. At the time, the 340th trained pilots for the Strategic Air Command (SAC) and used this aircraft in its training mission. However, 6509's our with the 340th did not last long. On 3 September 1971, the aircraft transferred to the 380th Bombardment Wing (M), Plattsburgh AFB, New York and SAC's second FB-111A unit. Over the next decade, 6509 flew for the 380th and no doubt took part in the friendly rivalry that evolved between the 380th and the 509th BMW, SAC's only FB-111A units. On 1 July 1982, however, the aircraft's tenure with the 380th ended as it was transferred to Pease AFB, New Hampshire, home of the 509th BMW.Immediately, wing officials recognized the unique tail number and the tie-in with the 509th's numeric designator. Taking advantage of the situation, the 509'ers did two things. On 17 September 1982, they dedicated the aircraft to Pease's extremely supportive local citizenry, often referred to as the Seacoast Community. Thus, the aircraft became known as "The Spirit of the Seacoast". At the same time, 6509 became the 509th BMW Commander's aircraft.Over the next decade, "The Spirit of the Seacoast" led the 509 through many different missions. The names Bullet Blitz, Red Flag and SAC annual Bombing Competition usually found 6509 deeply involved. In the mid 1980s, SAC began allowing nose art to reappear on its aircraft as a way to foster pride among its personnel. The 509th, seizing the initiative, began giving names of former 509th aircraft and other historic AF aircraft to its FB-111A fleet. Names such as "Up an' Atom", "Ruptured Duck" and "Next Objective", along with the appropriate nose art, began appearing on the 509th's Aardvark armada. "The Spirit of the Seacoast" posed a special problem, however. Not wanting to disturb the wing's tribute to the civilian community yet wanting to create a connection with the past, wing officials came up with a compromise. The FB-111A would remain "The Spirit of the Seacoast" and have the appropriate symbol painted on it. However, the wing also took the name of a World War II 509th Composite Group aircraft that had a name but no nose art. Thus, 6509 received the sub-title "Max Effort", after the 509th Composite Group's B-29 'Max Effort'.For the next few years, "The Spirit of the Seacoast/Max Effort" held its position as the First FB-111A of the 509th BMW. Yet many significant changes were in store. On 1 April 1988, SAC announced that the wing's FB-111As would transfer to the 27th Tactical Fighter Wing at Cannon AFB, New Mexico, for conversion to F-111G. Later, SAC decided that the 509th would move to Whiteman AFB, Missouri, where it would become the first B-2 Advanced Technology Bomber unit in the AF. The aircraft transfers began in earnest in 1990. Fittingly, 6509 left Pease for Cannon on 5 September 1990, one of the last FB-111As to leave the base. Colonel William C. Brooks, then 509th BMW Commander, flew the aircraft to New Mexico.Still more changes occurred for 6509. While it was in the middle of its conversion process, a massive drawdown of military forces took place due to the end of the Cold War. The AF immediately halted several major projects with the FB-111A conversion program being one of those. For a time, 6509's future looked uncertain. However, in 1992, officials from Whiteman stepped in and acquired the aircraft for a static display honoring the past of the 509th. The FB-111A was then shipped to the base in pieces where technicians from Detachment 509 and several former 509th maintenance personnel from the FB-111A era who made the trip from their respective bases demilitarized, reconstructed and repainted the aircraft. Meanwhile, base officials completed a display area on a plot of land on the base. Then, on 28 September 1993, a crane lifted the newly refurbished FB-111A into place. There it became another silent reminder of the 509th Bomb Wing's historic past.
"Frankenvark" was FB-111A #8, tail number 67-7194. It was nicknamed "Frankenvark" due to the rebuild efforts after 2 nearly catastrophic crashes. Since the rebuild efforts used major airframe components parts from other 'Varks' ( a la Dr Frankenstein ), the jets became widely and affectionately known within the FB community as "Frankenvark". Crewmembers often feel a special relationship with certain aircraft. My association with 194 developed over a period of years. The initial meeting was when I was assigned to fly it from Carswell AFB to it's new home with the 509th Bomb Wing at Pease AFB in the late summer of 1971.In early December 1971, 194 was nearly destroyed in a landing accident on runway 34 at Pease. The weather was terrible! It had been snowing for several hours and had then changed to a driving rain in what is known in the seacoast area as a northeaster. At the time of the mishap the ceiling was low and winds from the northeast were over thirty knots. The pilot had only flown a few hours since completing training at Carswell. At touchdown he didn't have the drift completely killed and the aircraft hydroplaned into a snowbank at about 60 knots. Virtually everything forward of the crew module was destroyed. This incident was the impetus for the installation of the porous friction surface on the runway at Pease and the grooving done at Plattsburgh to minimize the chance of hydroplaning. The aircraft sat at Pease for about a year and then the tail was folded, the wings swept and it was loaded into a C-5A and flown to McClellan AFB, CA where it was rebuilt. I was selected (an accident of scheduling) to take another airplane out to McClellan and bring 194 back. I had always expected an aircraft that had been involved in a serious accident to fly a little crooked as a car often will feel if the frame has been deformed in an accident. 194 flew straight as an arrow and the ferry mission was completed without incident. A couple of years later, the aircraft was severely damaged in another landing on runway 34 at Pease. The ceiling was very low in fog. The aircraft touched down well short of the runway, knocked six bars of the approach lights down bounced up and touched down again on the overrun. It rolled about 1,200 feet until the gear collapsed and the aircraft caught fire. The fire was quickly extinguished and the crew exited without injury. I think this was a first for SAC! An aircraft that had crashed twice on the same runway without hurting anyone (except the pride of a couple of pilots). It was this mishap that resulted in the nickname "Frankenvark".
A few months later, some temporary landing gear was installed, the tail folded and the wings swept. In due course a C-5 appeared to fly it away again. I happened to be on Supervisor of Flying when the C-5 arrived. It was then snowing lightly but forecast to snow heavily throughout the night before changing over to freezing rain. The Aircraft Commander was about to go into crew rest until I suggested that if that Galaxy sat on the ramp and collected a full load of snow and ice it might be spring before we could get it de-iced. He quickly decided that he had enough duty day remaining to make the flight to Ft. Worth. At that time, General Dynamics had established a production line at Ft.Worth to repair and return to service aircraft that were battle damaged or were damaged in accidents. During the years that this program was in effect, a number of badly damaged Varks were returned to service. 67-7194 was the first aircraft to enter this program. The magicians at GD used structural parts from at least five aircraft already in the boneyard to rebuild Frankenvark. Between the two mishaps at least eight aircraft contributed structural parts. Following the rebuild at GD-Ft.Worth, the aircraft was flown to McClellan AFB (by a test pilot) to have a number of modifications incorporated and a couple of months later it was ready to come home to Pease. Again, I was the ferry pilot assigned to bring it back. Preflight and departure were uneventful, but as we flew east I was becoming more and more concerned about deteriorating weather on the east coast. After due consideration I decided to stop at Ellsworth AFB, SD for a load of fuel which would provide lots of options if the weather precluded a landing at Pease. The preferred runway at Ellsworth is to the northwest and seems to have a perpetual light left crosswind. An instant after touchdown the aircraft weather cocked a bit to the left. I applied right rudder and a tap of right brake to correct. The aircraft diverged even more to the left and I again applied the same correcting control application. Now the edge of the runway was coming up fast at about 90 knots. I engaged nosewheel steering and got the aircraft back on the centerline. My, now wide eyed, companion in the right seat asked what had happened. I replied that I didn't know but hoped to find out shortly. Coming down the parallel taxiway we did a bit of troubleshooting. Upon application of the right brake the nose moved left. Application of left brake moved the nose right. Now, I'm not a test pilot (four of them had previously flown 194) but it seemed to me that the brakes were plumbed backwards. My companion and I concluded that if we wrote the aircraft up while at Ellsworth, which had no F-111 maintenance, we would probably be there long enough to buy a house. Knowing what the problem was would make one additional flight a safe undertaking. We therefore discovered the discrepancy just as the gear was coming up. We had a somewhat difficult time convincing the Command Post at Pease that the aircraft was code 3 for steering and brakes but the landing would not be an emergency. 67-7194, now known to all and sundry as Frankenvark, continued to serve at Pease until it was redesignated an F-111G in 1991.
