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.
Douglas B-66 Destroyer on YOUTUBE
3-View
A three-view drawing (1000 x 567)
Specification
MODEL
RB-66B
ENGINE
2 x Allison J71-A-11 or J71-A-13 turbojets, 4627kg each
I'm working as a volunteer at Prairie Aviation Museum in Bloomington IL I'm helping a group try to find a nose wheel for a RB-66 that has a crack and unable to repair. Does anyone have a clue where we could find a wheel for thsi aircraft or will a nose wheel work from a A-3D. Thanks
I FIRST CAME ACROSS THE RB66 AT SHAW AFTER TECH SCHOOL IN 1966 WAS AJET MECHANIC ON THEM IN THAILAND FROM 1967 TO 1968 TAKLI AFB THE J71 ENG WAS AGOOD ENG TO WORK ON OLD YES BUT WE STILL KEEP THEM IN THE AIR LOOKING FOR SOME JET MECHANIC THAT WAS STATION THERE
I was a jet engine mechanic on the J71 in the EB66 at Spangdalhm Air Base near Bitburg Germany In 1969-70.We did lose one that crashed on takeoff when the leading wing flap failed. All but the Navigator died.
I worked on the EB66 at Spangdahlem, Germany from 1969 to 1973. Terrific airplane to look at, but as I remember, is really loud. We flew a lot of electronic recon with the C models. I have many fond memories of the aircraft and the people I worked with there
I remember when the 1st RB66 taxied into the ramp at 19th TRF area Summer of 1955. I was Chief Clerk of the 43rd TRF Sq. next door. We had old RB26's and T33s. I was about to be released from Active Duty and when I saw that RB66 come in, I thought Wow, do I wanna get out or re-up. I think 19th Sq also had RB57s at that time. One of the RB57s is now at Nat'l Warplane Museum near Elmira, NY. Still rememberf my AF days in Germany and South Carlolina. My e-mail is my old Laundry Mark so I'd always remember it.
mechanic on B-57,s56 to early60s then RB-66 to march 17th 61, at shaw a.b. i beleave was the 4416 recon.my last ride was in the RB-66 .we had an english instructer trying to teach an ex 102 pilot to land, we hit the left wing tip on the landing,i think it scared the crap out af all of us,was a good looking a /c
Perhaps I've waited too long to locate and thank the RB-66 crew who saved my hide sometime late in 1965. Target: SAMs located at the Haiphong Harbor shoreline near the Red River. Refueling: N. of DMZ over Gulf of Tonkin. Situation: Tanker flying north between two decks of strata form; heavy turbulence; 66 to refuel first; four Thuds from Takhli on tanker left wing; I flew wing in flight of four from Korat on tanker right wing; I was awakened to fly at 0400 after conducting foot-races on the bar until after 0200; I wasn't scheduled to fly that day, but selection was made based on rocket scores (being hung-over wasn't considered); the 66 engaged the refueling basket, and due to severe turbulence, the hose attached to the basket (9 feet long) broke off at the connection at the boom; the 66 returned to home plate; the mission to the SAMs was cancelled; and I ceased to perform all bar acts.
Worked on? B-66B /C & EB-66B /C /D Shaw AFB, SC last half of 1965, Takhli RTAFB, Thailand all of 1966 to include a one month TDY to Clarke AB, PI to perform periotic maintenance before Takhli had hangers, Shaw 67 /AUG68, Worked in periotic maintenance, Takhli Aug68 /Nov69 as CrewChief. I reinlisted July 03, 1969 at Takhli with 20+Airmen at the same time. I believe at the time it set a record for total number to do so at the same time. The First, First Sargent of the Air Force, CMsgt Paul Airay? was our guest. A photo of him and I shaking hands was taken. I also have one of him with his autograph.(I could verify the spelling). Then Okinawa AB in Maintenance Control(Job Contol)over all the Aircraft on the Base from Nov 1969 /May 1971. I went to the B-66 Reunion in Colorado in 2008 and played on the winning team in the golf tournament at the Air Force Academy.
Spent '69-'71 at Shaw on EB /RB /WB-66's, went TDY to Korat in '70 and PCS'd in Dec '72-Dec-73 to Korat RTAFB. Great jet to work on. Loved flying in it. Even got to fly it over the Pacific.
George Wayne Pruett, hunter1944@embarqmail.com, 22.03.2010 I was CC of RB-66-B,tail # 54-0541 that was shot down over East Germany by a Mig-19.The aircraft was piloted by Capt David I. Holland,Nav. Capt. Melvin J. Kessler,and 2nd Lt. Harold Welch who was on a check ride being evaluated by Capt Kessler.All ejected and were returned to Toul-Rosieres after a month in captivity.This was a major cold war incident that caused quite a few re-assignments by senior officers in the 19th TRS and wing headquarters.Anyone remember?
I arrived at Sculthorpe AFB England in 1957, as the 19th TRS was converting from the RB-57s to the RB-66B. They showed us some tech manuals. We worked a few weeks with the T /sgt crew chief's who were rotating. Then, still an A /3C, I was a crew cheif, until I rotated in 1960. I am still close friends with a few of my 19th TRS buddies. We meet a couple of times a year somewhere. Last year it was Seattle, near where I live, near Portland Ore. This spring, it is going to be Branson Mo. Any old 19 th TRS wrenchers who would like to join us are welcome.
I was in the Hydraulic shop at Spangdahlem from 68 till 71 and worked on the 66s. We got most of the planes from the bone yard and had LOTS of leaks the first year. Not a bad plane to work on.
Whilst at Edwards, I was the project pilot on the B-66. I did get to fly all three models, but most of my time was in the bomber version. All three AF versions differed from that of the Navy. My understanding was that the J-57 was in such short supply, due to its use in fighters and bombers, that Douglas was forced to use the J-71. No matter, the airplane flew well at low altitude - not so good at any altitude above sea level. 'Course the airplane was designed that way due to the change in incidence angle. When flown at altitude, the poor thing sufferd. Down low, it was great. Could not go very far low, but was very comfy.
Worked on the camera systems at Shaw '62-66; help strip the equipment of of them in '64 when they were to be mothballed--reinstalled gear in 65 when some were returned to be readied for VN. Got to fly in the gunner seat a couple of times--noisy, but nice. Everything was so easy to work on. 4416 Test Sqdn kept two for test platforms.
I was a jet engine meghanic and was assigned to JetCal, where we calibrated the engines on the B-66, at RAF Station, Sculthorpe in England from 59 to 62. I ran into a couple of crew chiefs in Las Vegas, Del Yada and Richard Little. I'd like to find Kenneth Poor, Ronald Kichline, who also worked at JetCal, if anyone has any info, I'd appreciate it.
I was an Electronics Tech at Miramar NAS in 61 and 62 assigned to VCP-63, Naval Photo reconnaissance 63. We had 5 A3D-1P photo reconnaissance aircraft.
An AF B-66 came in and we had to do some work on it, I don't remember what is was, but I was suprised at how different the copit layout was.
In the Navy version, the pilot and photographer sat next to each other and the rear gun operator sat back to back with the pilot.
I also thought that the plane had J-57 engines, the same engine out F8U-2P Cursaders had. Maybe I was mistaken.
I started wrenching on a RB-66 at Korat in 1973. Was on a 6 month TDY FROM Shaw to ready about 2 of them that were in storage there to go to Davis Moffit. Great ariplane to work on, everything was zues fasteners, your could take the whole airplane apart with a snoopy wrench !!! Wnet on to be a triple 7 captain, all because of the 66. My thanks to it's influence.
