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.
|A three-view drawing (1000 x 567)|
| ENGINE||2 x Allison J71-A-11 or J71-A-13 turbojets, 4627kg each|
| Take-off weight||37648 kg||83000 lb|
| Empty weight||19720 kg||43475 lb|
| Wingspan||22.1 m||73 ft 6 in|
| Length||22.9 m||75 ft 2 in|
| Height||7.19 m||24 ft 7 in|
| Wing area||72.46 m2||779.95 sq ft|
| Max. speed||1015 km/h||631 mph|
| Cruise speed||845 km/h||525 mph|
| Ceiling||11855 m||38900 ft|
| Range||3000 km||1864 miles|
| ARMAMENT||2 x 20mm rear-firing cannon|
|bruce t clark, 25.08.2017|
I was an avionocs instrument tech from 1958 till 1962 at raf sculthorpe in great Britain
|Herman Dorr, 09.08.2017|
I was an aircraft mech. On the RB-66 at Shaw AFB Sumter SC from 1956-1960. Enjoyed working on them and watching them fly. There is one in the Warner Robins air museum in Warner Robins Ga.
|Blaine Sevy`, 06.07.2017|
Son of CMSgt George W. Sevy stationed at Sculthrope AFB, England from 1959 to 1963. Got to fly the semilator for the B66 during one of the open houses the base had. Just a high school kid but thought it was cool. My dad worked in shop schedueling. Went into the Air Force in Jan 1966 and was trained in POL. Was at Tyndall in Florida and then at Clark AFB in the Phillipines. Never saw another B66, but got to put lots of fuel on lots of different planes.
|Charles Fuller, 30.04.2017|
I was stationed at RAF Chelveston England 1960-1962 and Toul-Rosiers France 1962-1963. I
Was an EWO on the C model and also flew as the third man in the Royal Flush photo competitions 1961 & 1962. Great fun!!!🇺🇸
|Carter Floyd, 05.03.2017|
Was a Crew Chief at Toul till the B66s were sent to Chambley along with most of my buddies. Was working F4s when de Gaulle gave is the boot. Fondest memory of the B-66 was dropping the engine tubs on post flight.
Release all but the last latch, hold the tub up with one hand, release the last latch, and run because EVERYTHING leaked and the tubs were always full. Didn't see another one till one diverted to Ubon, Thailand in '67.
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|james locut, 13.01.2017|
flew out of tul with the 42nd 63 thru 65 loved that old bird have many memories of good fellow airmen had very good maint.men and find it odd but of the remaining b66s on display now I flew on two of them still have copies of flight plans crewed with Capt. Jerry S Grines pilot and 1st. Lt. Tom Berkey who I am still in contact with 52 years later, I flew as flt.eng in gunner seat and pulled many Echo alerts
|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 firstname.lastname@example.org
|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.
|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 ...
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