Douglas B-66 Destroyer
1952
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Douglas B-66 Destroyer

US Air Force involvement in the Korean War highlighted an urgent need for a high performance day/night tactical bomber. To speed the availability of such an aircraft it was planned to procure a land-based version of the A3D Skywarrior then being developed for the US Navy. To this end Douglas was given a contract for five pre-production Douglas RB-66A all-weather/night photo-reconnaissance aircraft, the first of which was flown on 28 June 1954 at the Long Beach plant. Although retaining the basic overall configuration of the A3D Skywarrior, the USAF's RB-66A Destroyer dispensed with the arrester gear, strengthened landing gear and wing-folding of the naval version; it introduced aerodynamic changes in the wing design, revised accommodation for the three-man crew who were provided with ejection seats, and detail changes in equipment, including a multiple-camera installation and the provision of bombing and navigation radar. Power for this initial version was provided by two 4341kg thrust Allison YJ71-A-9 turbojets. Successful testing of the RB-66As led to a contract for the first production version, the RB-66B powered by 4627kg thrust Allison J71-A-11s or J71-A-13s. The first of 145 RB-66Bs was flown in March 1955 and deliveries to the USAF began on 1 February 1956.

Production versions included also the B-66B bomber (72 built), which had the same powerplant as the RB-66B and could carry up to 6804kg of bombs in place of reconnaissance equipment; the RB-66C (36 built), which was an electronic reconnaissance and ECM-aircraft with J71-A-11 or J71-A-13 turbojets and a crew of seven including five specialist radar operators, four of them accommodated in what had initially been the bomb bay; and the WB-66D (36 built) combat-area weather reconnaissance aircraft with J71-A-13 engines and a crew of five (two plus equipment in the bomb bay).

ECM versions of the B-66/RB-66 proved of great value during operations in Vietnam, locating, classifying and jamming enemy radars, but withdrawal of US forces from Southeast Asia brought retirement of these aircraft.

3-View 
Douglas B-66 DestroyerA three-view drawing (1000 x 567)


Specification 
 MODELRB-66B
 ENGINE2 x Allison J71-A-11 or J71-A-13 turbojets, 4627kg each
 WEIGHTS
    Take-off weight37648 kg83000 lb
    Empty weight19720 kg43475 lb
 DIMENSIONS
    Wingspan22.1 m73 ft 6 in
    Length22.9 m75 ft 2 in
    Height7.19 m24 ft 7 in
    Wing area72.46 m2779.95 sq ft
 PERFORMANCE
    Max. speed1015 km/h631 mph
    Cruise speed845 km/h525 mph
    Ceiling11855 m38900 ft
    Range3000 km1864 miles
 ARMAMENT2 x 20mm rear-firing cannon

Comments1-20 21-40 41-60 61-80 81-100 101-120
Donald Porter, 31.10.2016

I remember working with Jerry Gisclair. I didn't know he had a nickname. Was at Takhli the last half of 68 and 1 half of 69. When I got back to the states, I less than 6 mos left of my enlistment so at that time, the policy was to get discharged

Billy Newman, 16.08.2016

Iwas on the first det out of Chambly afb FRANCE. We left out of there in the back of a c-130 with aboot 25 troops and some ground suppor equipt which turned in to bunks. We made numerous stops, we didnt fly over the top we took th long way. Our stops were azores nas norfolk califonia Hawaii and wake island cadena into taklhi at night.A trip made in heaven. If Iremember right it took 7 days and nights and we flew first class ok uncle.

Dennis Hunter, CMSGT Ret, 08.08.2016

Worked on the RB-66B as a Crew Chief assigned to the 1st Tac Recon Sqdrn, 10th Tac Recon Wg at RAF Alconbury from Dec 1962 until we transitioned onto RF-4Cs in mid 1965. Continued to work on the RF-4 until I rotated in Dec 1966. For the first two years I was assigned to the Squadron, I was the only black mechanic which presented a few challenges from time to time, but overall this was by far the best assignment out of my 22yrs

Larry Snow, 06.06.2016

My name is Larry Snow. I was a pilot flying the B-66B. Pilot, Navigator and EWO was the crew on this model. I flew out of Takhli, Thailand 1967. I was flying F-101's at Dow AFB, Maine, my first assignment after pilot training. After less than a year flying the F-101, the Air Force called me saying I was assigned to fly the B-66 assigned to a secret Zip code, (it was Takhli). I asked why the B-66? Because I had been an EWO on B-52s at Travis AFB, California before being a pilot. It turned out to be great pilot assignment, over 500 hours, and true, it would do nice barrel rolls. Before leaving Takhli, they made me flight check pilot after maintenance work. I even flew a B-66 from Takhli to Tulsa, Oklahoma for over haul. What a trip, following a KC-135, weather delays, having to take a higher altitude than normal for refuelling. A challenge for sure between Guam and Hawaii! Looking back, I had a great time in that aircraft. Larry L. Snow pilot.snow@att.net

Mark Roessler, 21.04.2016

My father in law flew the EB-66 LTC William Kniffin and trying to find more information or stories about him if any of you out there knew him.
Bill passed away in 1991 and retired from the Air Force in 1973. I married his oldest daughter Kim, but he past away before I met him.
Thanks,
Mark

Joe Gosnell, 25.02.2016

I was a cc with the 39th on B-66 at Shaw AFB 69-72 and did 2 TDY's to Korat in 70,71,and 72 with the 42nd TEWS. Loved the aircraft.

Jerry "Truck" Gisclair, 23.12.2015

I was an ECM technician stationed at Takhli RTAFB in Thailand. I was fortunate to get on flying status my last 6 months in 1969. Flew several "test" missions and had a blast with one particular pilot. On one of the test flights, we flew at full throttle at approx. 300 ft. over some flat lands (heavy air) and then the pilot elevated and we actually did a "barrel roll", an experience that I will never forget. A great old aircraft...........

george d ward, 04.07.2015

i was crew chief eb66 tail # 496 at takhli thailand 1967 68 boy what a aircrft to work on but i loved it so say way dee cup

Ron Darrah, 17.06.2015

I was a crew chief on the '66 at Shaw AFB in the 16th TRS in 1958-59. Went on the Incirlik deployment out in the desert for 60 days. Enjoyed the airplane.

GEORGE GALVEZ, 16.06.2015

I built a fly way kit for the RB-66 AT Shaw Air Force Base in 1961 thru 1964 and it was a great aircraft.

Kenneth L Weiand, 11.06.2015

The answer to the person that asked if B66 had a co-pilot.
The answer is no!
This Web page brought some awareness again of this great plane
built by Douglas Aircraft. Nice to have a way to communicate about experiences of interest.

Don I Phillips, Capt, USAF, R, 22.03.2015

Needed an errata update I saw. Memory fades but PTSD craziness hangs bright 3 AM! One is we now train dive bomb on roller coasters! Cost save is enormous with an j all day ticket. DIP

I can make some observations about E-Model 54-536 crashed off the S departure at Spang, Oct 9,’69. It was my crew. Pilot Capt Ken Kelly and recent EWO 1st Lt Tony Holly just back from Thailand year tour (any call him by first name John didn’t ever know him). I was off TDY ferrying the Bitburg Goon to Davis-Monthan for salvage. Was sitting at the duty desk 2nd week Sept when. Smiley Pomeroy, Asst Ops came in and said. “Phillips, get out your dancing shoes, you’re flying home”. USAFE was retiring all C-47s, Bas Ops flyers, usually, for either conversion to Puff Gunships in FL or bone yard salvage. Computer had spit me out as most qualified celestial, trans-ocean Nav qualified with B-52 time. Met my crew of Chief Ops and Training Spang, a Major returning to US, Co-pilot 1Lt Airfield Mgr, a mechanic crew chief and a radio operator for briefing and test hop. I was issued a bubble sextant and pilot had a little plexi window cut on skin by the nav table. Fri Sept 19 we left for a RAF base refueling RON at Lossiemouth RNAF carrier base N Scottland. I tied a sun line mid- cannel but found it was an astro-compass bubble dome and me and the sextant didn’t fit. I made a smaller hook from a coat hanger but the off balance sunline fell back in Germany. No problem our other Goon assigned had Loran. Turned out with weather holds we flew alone to Iceland 2 days, Greenland 2 days and overnight at Goose on my 32nd birthday. Sept 24. Next day we landed at Dow for fuel and McGuire where we were diverted to FL not AZ. Meant me and rhe radio were finished. Next day I 2 hopped all way to LAX on VIP T-39s. after a long month’s leave I was on my way back hop stopping with friends at Shaw. THAT was when I was told Ken and Tony were dead! Dumb as rocks sgdn never checked my Emergency Data info ( recall that thing in case you die?) and tried to find a Mrs Philips in Salinas. My mother was a Fletcher since 1950! Leave form said “self, home of record. Ken had been my student AT Shaw and we’d agreed to crew up at Spang that May Terry Kelly was one super lady from the time I saw her drive in from Kansas in their red and black Austin-Healy. She’d asked for me as escort officer with her to Arlington but they did not locate me at all.I can never bring myself to forgive them that! My real replacement that day was Lt Col Frank Fucich our Exec, no matter what silly people claim. Tough old bird survived 6 moths burn ward in Wiesbadden and we became close friends. We bonded as he was in MY seat Oct 9th and knew it. After he retired on disability in ’73 became My best advisor when I was disabled out at Wilford Hall in 1777. We’d both bought retirement lots in Cameron Park CA while he was at Mather Nav Bomb Tng Sqdn CO and me just back from SEA in B-57s. Dorly and I’d stop and visit each time through CA to Texas where I retired to be near neurosurgery department follow up. I can still recall Ken banging that elevator every run up that spring and summer. We ferried a bird across from Shaw day after we watched Armstrong step on the moon. That Oct day the bell crank broke and froze in place and they went off the Alert Facility end with a telephone pole light standard cutting Kenny in half then right through Tony. Frank was sitting in my Nav radar position back left side and fell out a tear by the # 1 engine.

Later I became Information Officer in new 52nd TFW and responded immediately in Wing Safety truck to the Aug 28, ’72 C model 54-0386 crash where good friend Dan Craven, (Dorly sold them their Audi at Capitol Motors in early ’70) aborted take off. All crews since my and Ken’s had spoken of what to do IF, and our plan was raise the gear and pull hard right that departure. Much worse odds to N with Armament storage to left and Trier-Bitburg highway corner to right with steep drop off past base golf course pro shop. “FORE!”

Don Harding, IP, on Dan’s check ride felt he could have trimmed it off into the air but is a fighter pilot trick not taught much to heavier bombers. We watched Don unhurt crawl across the top and drop down to get Bobby Serman out badly injured. I was busy hugging Dan with all my strength. Same cause, seized,long abused,bell crank. Later I was assigned as Air Field manager 73-75 but could never get myself to drive down the decline where Ken died and Frank “crawled to the light”. Spent a summer ’74 exercising , first time ever, Wing Safety and I found really hard to believe when we asked them, a bomb damage repair group up in heavy semi trucks convoy from Baumholder Base leveling the rough terrain both B-66s ran across. My contribution to Ken’s memory. Once even C-141’s delivering nukes needed a runway turn around for my safety approval. Now C-5 and C-17’s can enter large ...

Don I Phillips, Capt, USAF, Re, 21.03.2015

I can make some observations about E-Model 54-536 crashed off the S departure at Spang,Oct 9,'69. It was my crew. Pilot Capt Ken Kelly and recent EWO 1st Lt Tony Holly just back from Thailand year tour (any call him by first name John didn't ever know him). I was off TDY ferrying the Bitburg Goon to Davis-Monthan for salvage. Was sitting at the duty desk 2nd week Sept when Maj Smiley Pommeroy, Asst Ops came in and said. "Phillips, get out your dancing shoes, you're flying home". USAFE was retiring all C-47s, Bas Ops flyers, usually, for either conversion to Puff Gunships in FL or bone yard salvage. Computer had spit me out as most qualified celestial, trans-ocean Nav qualified with B-52 time. Met my crew of Chief Ops and Training Spang, a Major returning to US, Co-pilot 1Lt Airfield Mgr, a mechanic crew chief and a radio operator for briefing and test hop. I was issued a bubble sextant and pilot had a little plexi window cut on skin by the nav table. Fri Sept 19 we left for a RAF base refueling RON at Lossiemouth RNAF carrier base N Scottland. I tied a sun line mid- cannel but found it was an astro-compass bubble dome and me and the sextant didn't fit. I made a smaller hook from a coat hanger but the off balance sunline fell back in Germany. No problem our other Goon assigned had Loran. Turned out with weather holds we flew alone to Iceland 2 days, Greenland 2 days and overnight at Goose on my 32nd birthday. Sept 24. Next day we landed at Dow for fuel and McGuire where we were diverted to FL not AZ. Meant me and rhe radio were finished. Next day I 2 hopped all way to LAX on VIP T-39s. after a long month's leave I was on my way back hop stopping with friends at Shaw. THAT was when I was told Ken and Tony were dead! Dumb as rocks sgdn never checked my Emergency Data info ( recall that thing in case you die?) and tried to find a Mrs Philips in Salinas. My mother was a Fletcher since 1950! Leave form said "self, home of record. Ken had been my student AT Shaw and we'd agreed to crew up at Spang that May Terry Kelly was one super lady from the time I saw her drive in from Kansas in their red and black Austin-Healy. She'd asked for me as escort officer with her to Arlington but they did not locate me at all.I can never bring myself to forgive them that! My real replacement that day was Lt Col Frank Fucich our Exec, no matter what silly people claim. Tough old bird survived 6 moths burn ward in Wiesbadden and we became close friends. We bonded as he was in MY seat Oct 9th and knew it. After he retired on disability in '73 became My best advisor when I was disabled out at Wilford Hall in 1777. We'd both bought
retirement lots in Cameron Park CA while he was at Mather Nav Bomb Tng Sqdn CO and me just back from SEA in B-57s. Dorly and I'd stop and visit each time through CA to Texas where I retired to be near neurosurgery department follow up. I can still recall Ken banging that elevator every run up that Spring and summer. We ferried a bird across from Shaw day after we watched Armstrong step on the moon. That Oct day the bell crank broke and froze in place and they went off the Alert facility end with a telephone pole cutting Kenny in half then right through Tony. Frank was sitting left side and fell out a tear by the engine.

Later I became Information Officer in new 52nd TFW and responded to the C Model crash where good friend Dan Craven, ()Dorly sold them their Audi at Capitol Motors in early '70) All crews since Ken had spoken of what to do if, and our plan was raise the gear and pull hard right. Don Harding IP, felt he could have trimmed it off but we watched Don unhurt crawl across the top and drop down to get Bobby Serman out badly injured. I was busy huggin Dan with all my strength. Same cause, seized,long abused,bell crank. Later I was assigned as Air Field manager 73-75 but could never get myself to drive down the decline where Ken died. Spent a summer '74 exercising first time ever a bomb damage repair group up from Baumholder Base leveling the rough terrain both B-66s ran across. My contribution to Ken's meomory.

About 1995 on a visit to Dorly's mom in Trier I picked up a rock for both of us. He thanked me and displayed it on the mantle Frank died in Jan 2004 23 years late. Don Phillips

Scott Schlessr, 12.03.2015

My father, Richard (Rick) Schlesser was a Captain last stationed at Shaw AFB. To the best of my knowledge, he was an EWO on a B-66. I think it was a RB-66C. I am not sure how long he was on a B-66, but I am pretty sure he was in the USAF from 59-66. I believe that he was an instructor for survival training as well.
Dad passed away back in 1993, and I never got many stories out of him about his time in Vietnam, or the Cuban missle crises. Any information would be great. Thank you all and God Bless each of you for your service.

WALTER B CLARK, 07.03.2015

I flew the last one 2/2/74 from the 39th TEWTS at Shaw and it is now displayed on a stick inside the front gate.

Chuck Schnorenberg, 24.02.2015

Flew as B-66 Navigator in early 1960's for 9th TRS at Shaw AFB
in SC. Many TDY's to Europe, especially England. Flew many missions on the E. German border. Would enjoy hearing from others. Flew in first Opeation Swamp Fox 1.

Gary Olsen, 31.12.2014

I was stationed at RAF Alconbury, England from 62_65 and was luck enough to spend the entire time as a flight engineer in the 1st tactical reconnaissance squadron. Spent many hours on Whiskey alert and in Morocco enjoying the warm weather and practicing our night photo capabilities.

Travis Brophy, 20.12.2014

Correction on Doug De Ronde comment about B66 crash at Spang. Germany. The crash date was 9 October 1969. Aircraft did not rotate from runway. Crashed into woods at runway end. Only survivor as Lt/Col. Fran W. Fucich. I know this to be factual, because Frank W. Fucich was my DAD. Frank passed in 2004 in Sacramento, Ca. Contact me at TravisBrophy@sbcglobal.net

Scott Andrichak, 18.11.2014

Hello Heroes,

I just learned my father, Stephen J. Andrichak, flew the B66 as an EWO in Vietnam. He told my mother he was flying supplies from Tachikawa AFB in Japan. We were there from 1960-1965.

I would love to hear from anyone who knew my father, as he passed when I was very young. I know less than my mother about his missions.

He also flew in the Korean War.

Call anytime to 941-623-9391, or email at scott_andrichak@yahoo.com

Thank you and God Bless you all for defending our freedom.

Scott Andrichak
Florida, USA

Robert M. Johnson, 25.09.2014

It is my understanding that the B66 did not have a co-pilot. Sure would like to get the straight stuff! Anybody?
SpeedIceSkater@charter.net

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