FB-111.net

The website dedicated to the FB-111A

Aircraft with the wings swept back approximately 50 degrees. Note the weapons pylons on stations 4 and 5 pivot, to remain parallel with the fuselage as the wings sweep back and forth. But there were definite size limits to the weapons that could actually be carried on these two inboard wing stations, to prevent crushing them into the fuselage with wings swept full aft (72.5 degrees). There ís a mechanical locking device on the wing sweep handle (located on the pilot's left side, just under the outboard canopy rail), to prevent sweeping the wings beyond a certain point, with certain weapons on board (or tanks on stations 2 and 7, which do not pivot a all with wing sweep). On more than one occasion (i.e. during Alert pre-cock-on ground tests), the aircrew inadvertently swept the wings with these restricted weapons on board, causing serious damage to the aircraft and weapons (and sometimes even to the fuel tanks on stations 2 and 7)

Flight testing of the BRU-3/A (Bomb Release Unit) on stations 4 and 5, while loaded with 6 each 500lb practice bombs (Note the blue bands on the bomb shapes, indicating INERT weapon shapes). In the late 1980ís, the FB-111 were equipped with the BRU-3/A racks to add a true conventional capability to the aircraft. Note the flight test marking decals on the rear of the aircraft, along the engine panels, just above the ventral fins (which were used to reduce the tendency of the aircraft to oscillate (aka fishtail) inflight).

Flight testing of 4 SRAM (AGM-69A Short-Range Attack Missiles) loaded on stations 3, 4, 5, and 6. Note the aerodynamic tailcone fairing attached to the rear of each SRAM, just behind the three moveable control surfaces on the missile. These fairings were only used on external SRAM loads. The dark blue and spotted decals on the SRAM, pylons, and aircraft fuselage were used during flight testing, so chase aircraft and on-board cameras could detect even the slightest movement during loads testing, or weapons separation testing. With precise measurements, any unwanted movement toward the host aircraft, or flutter can be discovered and hopefully resolved. Also note that this particular flight test aircraft has extended aerodynamic fairings on its aft-facing pods, between the horizontal stabilizers and the engine nozzles. Production aircraft did not have these smooth fairings, but had flat surfaces instead, that housed some aft-looking sensors.

FB-111A 67-7192 flying with four drop tanks, on stations 2, 3, 6, and 7.

An operational FB-111 launching a SRAM (AGM-69A Short-Range Attack Missile), probably over White Sands Missile Range in New Mexico. This range was often used for live launch missions, called 'Bullet Blitz.' During a Bullet Blitz, the 2-stage, solid rocket motor was taken out of normal stockpiles, but the warhead (W-69 or SLTP) was replaced with an OTP (Operational Test Payload) that had certain onboard instrumentation, and a self-destruct capability in the unlikely event that the missile wandered way off course. With an OTP on the missile, a special control panel had to be installed in the cockpit (far right-hand side), with this command-destruct switch installed.

Early flight test FB-111, with instrumented pitot boom way out in front of the aircraftís bow wave (to increase the accuracy of airspeed, AOA and yaw readings). Also note the white nose radome. Operational aircraft had the black nose radome, housing the attack radar system antenna dish, and both of the smaller terrain-following radar dishes (left and right channels).

Flight testing of 6 fuel tanks. Each tank could be jettisoned if necessary, by an explosive gas generator that would cause the tank pylon to separate. The inboard tanks on stations 3, 4, 5 and 6 all pivoted with the wing sweep angle to ensure that the tanks stayed parallel to the fuselage as the wings swept aft or forward. The outboard two tanks, on stations 2 and 7 did not pivot at all, and were fixed. Therefore these tanks were actually a bit ìtoe inî 6 degrees with the wings full forward, and had to be jettisoned before the wings could be swept further aft than in this photo. In all my years at Plattsburgh and Pease (1977-1989), I never saw an operational configuration with 6 fuel tanks like this photo.

One of the earlier flight tests of the SRAM (AGM-69A Short-Range Attack Missile), configured for external carriage on stations 4 and 5 (with the aerodynamic tailcone fairing installed to reduce drag). The fuel tanks on stations 2, 3, 6, and 7 are all parallel to the fuselage, indicating the wings are not full forward (20 degrees) but are swept back to 26 degrees. If at 20 degrees (full forward), the tanks on 2 & 7 (outboard pair) would point slightly toe-in 6 degrees, as these two stations did not pivot at all with wing sweep.

An FB-111A inflight, with wing stations empty. The FB-111 had a longer and stronger wing than the ìnormalî F-111 aircraft. The leading edge slats, and trailing edge flaps on the FB-111 had 5 sections, whereas the F-111 had only 4 sections.

Flight test FB-111 with four SRAM externals, on stations 3, 4, 5 and 6. Note the orange special instrumentation hardware located on the air louvers, just aft of the right-seater. These air louvers ingested air, and routed it to each engine, to provide a secondary air source for each engine intake. Jet engines cannot ingest air above the speed of sound, so the air had to be slowed down to subsonic speeds prior to the first stage compressor blades. While flying at supersonic speeds, the FB-111 used a combination of an expandable ìspikeî in each intake, which was used to restrict and therefore slow the incoming air to subsonic, and the air from these louvers, so the TF-30 engines would continue to operate with subsonic intake air, and continue to run normally.

Here the fixed pylons on stations 2 and 7 are clearly evident. These two wing stations do not pivot at all with wing sweep, and with the wings full forward (at the 20 degree setting), the tanks'ìtoe-in' 6 degrees. The pylons on stations 3, 4, 5, and 6 all pivot with wing sweep, and stay parallel to the fuselage. Note the rear pods, between each engine ís tail feathers and the horizontal stabilizers. On operational aircraft, these pods were flat (as shown), and housed aft-looking sensors. Also in the rear of the vertical tail, at the very top, is a 'crystal ball' which is also another aft-facing sensor, used to detect infrared heat signatures.

This bomber has a SRAM (AGM-69A Short-Range Attack Missile) loaded in station 'R' of the weapons bay, and an instrumentation package (the orange box) loaded on station 'L' of the weapons bay (the weapons bay stations were not numbered, but referred to as Left and Right). When loaded internally, the SRAM could not have the aerodynamic tailcone fairing, that was needed for carriage on external stations. Note the small triangular doors at the very front of the weapons bay. These were called 'retreat doors' and improved the airflow up and into the weapons bay, to help get the weapon out quickly and cleanly.

Early flight test bird, 66-0057, with white paint, white radome, and extended flight test pitot tube boom. Note the four brown, side-looking antennae, located just forward of the cockpit (crew escape capsule), and below the blackened area in front of the windscreens (this blackened area was painted to reduce the glare coming off the long nose of the aircraft).

This production FB-111 launches an external SRAM (AGM-69A Short-Range Attack Missile), while the aircraftís wings are swept full-aft (72.5 degrees). Note the 'old' SAC paint scheme, SRAM with aerodynamic tailcone still on station 4, and weapons bay doors closed.

Intentional fuel dump, from the fuel dump mast located between the TF-30 engine nozzles (aka tail feathers, or turkey feathers) and then lit on fire for the burn. The fuel is dumped first, and then ignited by selecting afterburner on one, or both engines. When done at night, this activity usually resulted in UFO reports from near and afar.

Almost anyone that was ever at Pease or Plattsburgh has seen this photo. This was the official FB-111 lithograph that was signed and then framed, and given to people as they PCS'd (Permanent Change of Station) from Pease or Plattsburgh. In this photo the air refueling door is fully open (directly behind the pilot's helmet), and there are four SRAM (AGM-69A Short-Range Attack Missiles) on stations 3, 4, 5 and 6. Also of interest, is the flat, round, black plate, just aft of the upper nose radome, and forward of the center windscreen frame. This plate is actually clear glass, and was a part of the Astro-tracker system, which was another on-board navigation system used on the FB-111. The Astro-tracker could triangulate three celestial bodies (stars, sun, moon), and determine the relative position of the aircraft.

F/FB-111 Avionics intermediate shop replacement

In February 1987, an avionics test system which was part of a half-billion dollar replacement program went on line at Plattsburgh AFB. The state-of-the-art test system was officially accepted from the San Antonio Air Logistics Center by Col. C. Jerome Jones, wing commander at PAFB, and Maj. Gen. John J. Doran, Strategic Air Command deputy chief of staff for logistics. According to Capt. Alan C. Gregory, chief of the Public Affairs Division at the base, it was an honor that the first of the new systems was placed at Plattsburgh AFB. The fact that the 380th Avionics Maintenance Squadron was an award-winning squadron came into play in the selection of Plattsburgh getting the first unit.

The F/FB-111 Avionics Intermediate Shop Replacement (AIS) equipment was developed, under contract, by Westinghouse Integrated Logistics Support Division. The project was started in 1982 and is the first new test system to be developed since the swing-wing fighter bomber entered the Air Force inventory 22 years ago. What the new system did was to test computer, video, radio frequency and electronic warfare systems of the F-111s, EF-111s and FB-111s. According to Air Force officials at the time, the F/FB-111s were unique because they were the only aircraft in the Air Force capable of deep-strike, night and all-weather missions. The AIS made it possible for Plattsburgh AFB to test and repair the equipment that kept the aircraft flying and mission-ready right at PAFB. Under the old system, components had to be sent out to various contractors or depot repair facilities. According to Air Force officials, that was a piecemeal operation that did not always identify the whole problem. This new system also reduced the number of spare avionics systems that had to be kept on hand because the systems were not returned to service in a minimum amount of time. The biggest advantage was the decrease in repair time, because of the advanced testing and the ability to do work the on site.Col. Dick Evans, commander of the 380th Avionics Maintenance Squadron, said the new system was also adaptable to modifications and modernizations planned for the FB-111. The new test systems were replacing 292 old stations at bases throughout the world that had F-111s.

A special team to modify the FB

In the summer of 1981, Plattsburgh AFB became a temporary home for a mobile aircraft maintenance team from the 2951st Combat Logistics Support Squadron stationed at McClellan AFB, Calif. The depot-level maintenance team was working on the 24 FB-111A assigned to the 380th Bomb Wing. Several safety Timed Compliance Technical Orders must be completed on the aircraft so they could continue to fly under adequate specifications. The 24-person unit had everything from its own commander to supply custodian to welder.The purpose of the group was to complete several modifications on the FB-111A assigned to the 380th Bomb Wing. They were providing depot-level maintenance in the field. The unit was working on safety TCTOs which must be completed at depot-level. Rather than take all the wing's bombers to McClellan for this maintenance, the special duty team was sent here to do the work. It was being done there because of the number of aircraft and manhours involved with the timed compliance maintenance. The team was removing the old windshield and canopy on the FB-111s and installed bird impact-resistant glass. They were dismantling the aircraft's air conditioning system and modifying the air-to-water heat exchangers with new gaskets and clamps. They were also replacing the bomber's main landing gear trunnions with modified equipment, and making operational checks on the upgraded trunnions. Work began in early July and was expected to be done by Sept. 30. The modifications of the bombers were designed to increase the aircraft safety.A second team from the 2951st was working on the FB-111A stationed at Pease AFB, NH, working on the same modifications. The team at Pease did not have a welder so they had to send all the heat exchangers to Plattsburgh for modifications work to be done. Most of the people working on these teams were volunteers. They were hand-picked to fill a slot. Most of the workers were very happy with their positions and the work they did. Assignments with the 2951st were "special duty". Applicants were screened and needed to get approval from both losing and gaining commanders. People interested in such an assignment had to be at least airman first class and hold a five-level in their career field. It was a three-year controlled tour.

FB-111A climatic testing

In early 1984, SAC wanted to go to the new synthetic hydraulic fluid, Mil-H-83282 vice the petroleum-based Mil-H-5606 to enhance safety, since the synthetic fluid had a higher flash point and was therefore, deemed safer. Problem was that a) the synthetic was much more viscous at lower temperature, and b) the FB (all -111s, in fact) had 2 "dead-end" hydraulic subsystem (where fluid didn't "pass through" a component but stopped at and worked an actuator or control valve. They happened to be the nosewheel steering and brakes. Concern was that Plattsburgh AFB historically experienced some number of days each year that were -60 degrees F (ambient, not including wind chill, since the airplane didn't care about wind chill). It was therefore possible, that using the synthetic hydraulic fluid and given the timing of an alert response scenario and historic Plattsburgh weather, a bomber crew could respond to a klaxon, fire up their engines, taxi out, and be unable to either turn OR brake, likely turning the FB-111 into a snowplow. Not a pretty thought.I was at HQ SAC as the FB-111 Program Manager. I had people from both KPSM and KPBG OMS and FMS TDY to assist me. LTC Rich Young, 393 BS, whose back was still messed up from jumping out of 68-0242 during Red Flag in Jun, 1983, was my alert-qualified crew member. We used 67-0159. the SM-ALC test bird, as our test aircraft. Looked like a "real" FB, but it did have P-3 engines and splitter plates/translating cowls. We put the aircraft up on jacks and tied it down...tight...to compress the shock struts and engage the MLG/NLG squatswitches, so the aircxraft would think it really was on the ground...instead of "flying" 10' in the air. The Hangar air-make-up people would then create a given test environment--think we started at 0 degrees--and we'd sound a surrogate klaxon, send Rich running out and up the B-2 stand, jump in his decidely cold jet, crank it up, and we'd measure how long it took the NWS and brakes to operate satisfactorily. We'd actually have engines running while the airplane was jacked up. The biggest problem., however, was the huge volume of air the TF-30 engines would suck down. While we could simulate Alert timing okay, there was no extra time to do much other time testing. The TF-30s would suck down the cold air within minutes, causing the temps to start rising rapidly inside the hangar, especially when we got to -40 and less.
There are a hundred stories and anecdotes that came out of that TDY. We did finally prove that the synthetic fluid wasn't acceptable for use in the FB, since KPBG winter temperatures could preclude proper brake and NWS system operation in some Alert scenarios. SAC stayed with -5606 at that time.

Thanks to Donald Green (TSGT USAF RET) for providing the following photos.

FB-111A 67-0159

The PLTZ goggles

In the early seventies, a new goggles/helmet combination to better protect SAC's aircrews against nuclear flash blindness was developed by the Air Force. The protection device ( helmet-mounted special goggles containing four lenses) was developed under a $7.2 million contract managed by Aeronautical Systems Division at Wright-Patterson AFB, Ohio. The requirements for the goggles was orchestrated by Cal Crochet, SAC Life Support System program manager, who was the direct interface with Sandia Laboratories at Kirtland AFB, NM. The idea for the goggles came from Cal's experience during his early days of flying helicopter (1957) at Eniwetok Atoll during nuclear tests under "Operation Hardtack" and later from his experiences with the flash curtain, gold goggles and eye patch problems encountered as a SAC B-47 and B-52 aircraft commander with the 306th and 509th Bomb Wings..Flash blindness is a temporary visual impairment caused by a tremendous amount of light emitted by a nuclear weapon's explosion. The sensitive rods and cones on the surface of the eye's retina become overloaded or 'bleached out'. This is the same phenomenon experienced when a person exits a darkened theater into bright sunlight. Just as an auto driver can be temporarily blinded by a set of of oncoming headlights, an aircrew member's ability to maintain control of an aircraft can be seriously jeopardized. The goggles provided both flash blindness and thermal protection for the area covered. The thermal flash blindness protection device operated on the same principle as a pair of polarized filters that, when oriented 90 degrees to one another, stop all light from passing through. Rotation of the optical lenses was accomplished electronically through application of an electro-optic material containing lead, lanthanum, zirconium and titanium. Under normal light conditions (open state), the lenses looked like ordinary sun shades.

When a bright explosion occurred, a simple photocell and transistor amplifier caused the lens to become totally opaque (closed state) for as long as the triggering flash remains. During this condition (closed state), the crewmembers will continue to have visual acuity (similar to viewing through welder's goggles); whereby, their respective duties can still be performed without the effects associated with flash blindness. The lenses could close off light in microseconds, and absorbed as much as 25 calories of heat per square centimeter.The goggles were affixed to the helmets by the individual aircrew members when their use was required. To get them in place, a crew member had 20 seconds to pick them up, raise them over head and while holding them out horizontally, slide them down the front of the helmet onto the connections and then snap the protective devises on. The PLTZ goggles were sealed in plastic inside a canvas bag that was attached with velcro under the glare shield in front of the TFR scope.First production goggles were delivered to Chanute AFB, Ill. for the training and maintenance personnel. In early fiscal year 80, SAC FB-111 aircraft at Pease AFB, NH and Plattsburgh AFB, NY did undergo cockpit modifications to accommodate the power pack of the thermal flash blindness protection device. The lenses are energized by low amperage 28 volt DC current. The goggles first arrived on July 23, 1980 at Pease AFB after specified modification to the FB-111A, aircrew helmets and oxygen masks had been completed. When the goggles became operational, the 509th BMW set two firsts as alert aircrew Maj.Jack Pledger and Capt.William Rauschenbach, respectively pilot and navigator with the 393rd BS, became the world's first aircrew to be equipped with the new goggles while on alert status with FB-111A 68-0252. Soon after, the entire alert force of the 509th had achieved initial operating capabilities with the new flash blindness goggles. Each alert aircraft was fitted with two sets of goggles.To end this file, I will let you read some of Cal's comments;"It certainly was a pleasure that I was able to develop this goggles for my SAC peers so as to, not only protect them, but to provide an added capability in accomplishing their job, if required, during nuclear combat. Also, it was a thrill for me to have this item become first operational in SAC on a 393rd BS's FB-111A, as I was a former member of this squadron during my B-47 days. Was a great organization."Thanks Cal!

FB-111A 67-0160, AFFTC