B1 Lancer

THE DEV ELOPME ELOPMENT NT

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THE OPERATIONS

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THE UPGRA DES

B1LANCER -

FROM NUCLEAR TO TACTICAL

AFGHANISTAN AND BEYOND

B-1 LANCER LANCER DEVELOPMENT OPERATIONS UPGRADES •

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B-1B Lan One of the most controversial bomber programmes in USAF history, the B-1B has emerged as arguably the most versatile member of Air Combat Command’s manned bomber triad. It has survived a cancellation, and adapted its role from Cold War-era nuclear striker to one of the most effective close air support platforms in the ‘Global ‘ Global War on Terror’. Thomas Newdick examines this remarkable swing-wing bomber. Above: Two years after its maiden flight, the first B-1B Above: achieved initial operational capability (IOC), and thus stood armed and ready on nuclear alert at Dyess AFB, Texas in October 1986. Since then, B-1s have proved themselves in combat countless times, but only in a conventional bombing role. Jim ‘Hazy’ ‘Hazy’ Haseltine Haseltine Right: The first Rockwell International B-1A, serial 74-0158, is rolled out from USAF Plant 42 at Palm- dale on October 26, 1974. A first flight had previously been planned for April 1974, but it eventually took place on December 23. Glenn Sands collection

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Early development

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n March 1969, US Secretary of Defense Melvin Laird announced plans to develop a new strategic bomber to equip the ranks of Strategic Air Command (SAC). Known as the Advanced Manned Strategic Aircraft (AMSA), the programme invited proposals from North American Rockwell, Boeing and General Dynamics. In June 1970, 1970, Rockwell was awarded a development contract for the new aircraft, which would receive the service designation B-1. While Rockwell was prime contractor for the airframe and systems, the augmented turbofan engines were to be provided by General Electric. An initial contract called for the the manufacture of seven seven prototypes. Of these, five aircraft would be assigned to flight test, while two would be used for static and fatigue testing. The first of many changes to the progr amme occurred in February 197 1971 1 when the total number of B-1 flying prototypes was reduced to three, plus one ground test article. Nevertheless, SAC continued continued to pin its hopes on the aircraft, which was now expected to complete a first flight in mid-1974. mid-197 4. The command saw in the new bomber a worthy successor to the ageing Boeing B-52 Stratofortress, and confidently

predicted that the B-1 would entirely replace the B-52 Stratofortress in service by 1980. Reality would turn out to be very different. Key features of the B-1 in its original guise were the variable-geometry ‘swing’ wings, without ailerons. ailerons. Instead, lateral control control was achieved using spoilers and differential operation of the horizontal stabilisers. Four of General Electric’s Elec tric’s F101 F101 turbofans were installed in widely spaced twin nacelles beneath the long wing wing roots. Fully variable inlets were fitted to suit the requirements of take-off, subsonic s ubsonic flight at low altitude and Mach 2 flight at 50,000ft (15,240m). The primary mission avionics included an AN/ APQ-144 forward-looking radar plus an AN/ APQ-146 for terrain following. Key weapons were to be the AGM-69A Short-Range Attack Missile (SRAM) and the Boeing AGM-86A A irLaunched Cruise Missile (ALCM), which were to be carried in three internal weapons bays. The first B -1 -1,, serial 74-0158, was intended to fly in April Apr il 1974 1974 but only rolled rolle d out of US Air Force Plant 42 at Palmdale, California on October 26, that year. It took to the air for the first time on December D ecember 23, 1974, 1974, recovering at Edwards Air Force Base (AFB), California, after its maiden flight. The third aircraft, configured

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cer ‘The command saw in the new bomber a worthy wort hy successor to the ageing Boeing B-52 Stratofortress, Stratofortr ess, and confidently predicted that t hat the BB-1 1 would entirely ent irely replace replace the B-52 Stratofortress in service by 1980. Realit Reality y would turn out to be very different. different .’ as an avionics test-bed, flew on March 26, 1976, 19 76, while the second, initially employed for static structural str uctural tests , did not fly until June 14, 14, 1976. 19 76. In July 1976, 1976, a fourth flying prototype was ordered, this being completed almost to production standard. Before the end of that year, the B-1 B-1 had successfully passed pass ed the first phase of its flight test programme and was recommended for production by the Department of Defense. It was envisaged envisaged that a first full production B-1 would fly in October 1977 19 77,, paving the way towards initial operational capability with SAC in 1979. 1979. At this time, it was expected that the B -1 would enjoy enjoy a production run of 240 aircraft by the mid-1980s. mid-1980s. The swing-wing bomber would soon run into political trouble, trouble, however. however. Congressional opposition focused its criticism on the price tag, which had increased from a unit cost of around $40 $4 0 million in 1970 to a litt little le over $70 million by 1975. 1975. The election of President Jimmy Jimm y Carter in 19 1976 76 spelle spelled d even greater trouble for the project. In June 1977 1977,, the Carter administration announced the cancellation of the B-1 on cost grounds. Production would cease after the completion of the fourth prototype, which eventually flew on February 14, 1979. Funds would inste instead ad be invest invested ed

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in intercontinental ballistic missiles (ICBMs), submarine-launched ballistic missiles, and equipping the existing B-52 fleet with cruise missiles. The B-1 had gone the way of of another promising B-52 successor, the Mach 3-capable North American B-7 B -70 0 Valkyrie, axed by President John F Kennedy in March 1961. There remained, however, a faint glimmer of hope for the B-1 and its its supporters. In a 1980 report, the Department of Defense noted that testing of the B-1 would continue, despite the cancellation of the programme, “so that the technical base will be available in the very unlikely event that, because alternative strategic systems run into difficulty, we decide to reconsider the B-1”. B-1”. Key technological elements that would be studied comprised penetration effectiveness, defensive electronics, resistance to electromagnetic pulse, and engine design. The second prototype achieved a speed of Mach 2.22 in October 1978, the fastest attained by a B-1 and an impressive indication of the potential capabilities of the cancelled c ancelled bomber.

B-1B In 1981, 1981, President Carter Car ter was succeeded by President Ronald Reagan, whose hawkish administration began a wholesale upgrade of America’s defences. In February 1981, 1981, the USAF made another bid to field a successor to the B-52, reporting to Congress its it s desire to field a multi-role Long-Range Combat Aircraft (LRCA). Initial candidates for the LRCA were identified as a stretched version of the General Dynamics FB-111 FB-1 11,, an all-new aircraft, or a simplified, fixedwing development of of the B-1. It was hoped the chosen design would achieve initial operational capability (IOC) with SAC around 1987. 1987. In more detail, LRCA proposed that a revamped, subsonic B-1 could declare IOC around 56-60 months after project go-ahead, and that a total of 180 aircraft could be delivered by 1989. 1989. While the proposed FB-111B/C FB-11 1B/C version would woul d be quicker to develop, it was let down by its inferior loadcarrying and range capabilities c apabilities compared to Above: A prototyp prototype e Rockwell’s Rockwell’s B-1A, illustrates illustrates its ‘swing ‘swing wing’ wing’ design mounted to a relatively relatively slim slim blended fuselage. Glenn Sands collection Below: Serial 74-0158, the first of the B-1As, at Edwards AFB in April 1978. Although B-1 production had been cancelled by this time, prototype testing continued until the first one went into storage in April of the same year after 79 missions. All images USAF unless stated

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Above: Accompanie Accompanied d by a T-38 Talon Talon chase plane, serial 74-0160 was the third B-1A built, but the second to fly. Its maiden flight took it from Palmdale to Edwards AFB on April 1, 1976. Note the photo-calibration marking on the intake. Below: The three B-1As each featured a crew escape capsule, seen here undergoing test. With the crew members restrained in their seats, the two rocket motors fired to launch the capsule. Once free of the aircraft, fins and a spoiler deployed, followed by a drogue ’chute and three main ’chutes. Inflatable bags fitted to the exterior structure cushion the landing. Glenn Sands Collection

the B-1. By May 1981, 1981, it was clear that the USAF required a genuine long-range strategic platform, and thus the t he FB-111B/C FB-111B/C was ruled out. An all-new design would would take too long to reach maturity, and the B-1 B -1 suddenly found found itself back in favour. favour. Rockwell’s latest proposal was for a minimum-change adaptation of the original B-1, tailored to carry cruise missile armament, with top speed reduced to Mach 1.25, increased maximum take-of f weight and simplified engine intakes. On October 2, 1981, the Reagan administration announced that an advanced version of the B -1 -1,, to be designated B-1B, would be procured as SAC’s next-generation bomber. A total of 100 B-1Bs B-1Bs were ordered for SAC service (at the same time, the original B-1s were were redesigned as B-1As). B-1As). Unit cost of the aircraft was given as just under $20 million million and these would be delivered beginning in 1985. As well as the ‘warmed-over’ B-1, SAC could await an all-new Advanced Technology Bomber (ATB), although this remained a closely guarded secret. The ATB ATB would emerge years later as the Northrop B-2 Spirit. This, too, received an official go-ahead in 1981. While the B-1B would populate SAC wings into the late 1980s, demoting the


B-52 to a ‘second-line’ strategic bomber, it was envisaged that t hat the ATB would do the same to the B-1B from the mid-1990s. mid-1990s. Such was the optimism of the Reagan-era military-industrial complex – in the event, of course, only 20 B-2s were manufactured. In January 1982, Rockwell was awarded a full-scale development contract for the B-1B B-1 B and a contract contra ct for the production of the first aircraft. To Total tal programme cost, based on production of 100 aircraft, was now put at $20.5 billion, or $20.5 million each. Compared to the four B-1As, the B-1 B -1B B retained the variable-geometry planform, permitting a high-speed dash over the target, combined with good take-off take-of f and landing performance. However However,, while the B-1A B-1A was rated at speeds in excess of Mach 2, the B-1B would be rated at less than Mach 1. High-subsonic speeds were judged judged to

provide enough survivability when employed in combination with a variety of measures designed to reduce the aircraft’s radar cross-section cross-sec tion (RCS). As a result, while the B-1A had an RCS signature that was wa s around one tenth of that of the B -52, the B-1B’s B-1B’s RCS (in the best-case scenario, with a factoryfresh aircraft) was around a tenth that of the B-1A. This was achieved with no significant reduction in the overall size of the bomber: the fuselage fuse lage of the B-1 B -1B B would be 147ft 147ft (45m) long compared to the B-1A’s 150ft (46m), while wingspan remained unchanged. As well as redesigned, simplified engine intakes and the application of radar absorbent material (RAM), the B-1B could call upon an array of advanced defensive avionics in order to ensure its survival in the face of Soviet air air defences. The avionics are divided between the Offensive Avionics

‘On October 2, 1981, 1981, the Reagan Reagan administ admi nistration ration announced annou nced that an advanced version of the t he B-1, B-1, to be designated B-1 B-1B, B, would be b e procured as SAC’s next- generation bomber. bomber.’’

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Right: All B-1Bs were originally pain ted in the Right: All so-called strategic camouflage, which often appeared to be a single dark colour but was actually a disruptive pattern of Federal Standard (FS) 36081 dark grey and FS 34086 dark green on the topsides and FS 36118 gunship grey and FS 36081 dark grey on the undersides. Key collection Right below: Nose below: Nose art features heavily across the B-1 fleet, this B-1B 84-0055 carried the name Surprise Surprise for a short time before changing to Lethal Weapon. Key collection Below: B-1A serial 74-0159 approaching the refuelling boom of Boeing NKC-135A serial 55- 3127 during the B-1B flight-test programme, on January 3, 1983. (USAF)

System (OAS), providing navigation, stores management and weapon delivery functions, and the Defensive Avionics System (DAS) for self-protection. Centrepiece of the OAS was the Westinghouse AN/APQ-164 AN/APQ-164 Of fensive Radar System (ORS), a multifunctional set-up providing automatic terrain following, precise navigation down to an altitude of 200ft (61 (61m) m) and accurate delivery of gravity bombs. Bringing together a tail warning radar, radio-frequency jamming system and expendable countermeasures intended to provide survivability against the most advanced air defences, the AN/ALQ-1 AN/ALQ-161A 61A DAS proved to be the most troublesome

element of the B-1B’s development. While the B-1B B-1B did away with the earlier crew escape capsule, in favour of conventional ejection seats, it retained a crew of four. These comprised the pilot and co-pilot co- pilot seated side-by-side in the front cockpit, with the Defensive Systems Officer (port) and Offensive Systems Officer (starboard) seated behind and facing forward. In terms of armament, the B-1B’s B-1B’s weaponscarrying capability was considerably boosted compared to that of of the B-1A. B-1A. While its predecessor could carry a weapons load of 57.5 57 .5 tons, the B-1 B-1B B could carry c arry 62.5 tons of ordnance, thanks to a strengthened airframe.

As a result of this, and other changes, the overall weight of the B-1B was increased to 238.5 tons, while the B-1A tipped the scales at 197.5 197 .5 tons. The B-1B inherite inherited d the three bomb bays of the B-1A, but changes had to be made to accommodate the new AGM-86B ALCM on a rotary launcher – the B-1A had been tailored to carrier the shorter-range AGM-86A version. Each of the three bays could accommodate a single Multi-Purpose Launcher (MPL), which in its original guise could carry up to eight free-fall nuclear weapons (such as the B61 or B83), eight AGM-69A SRAMs, a Conventional Weapon Module (CWM) for up to 28 bombs or mines, or an additional fuel tank.

Above: The four B-1As initially wore an overall anti-flash white, before being repainted in the B-1B’s early grey/green scheme. In the interim, the third and fourth Above: The B-1As received this three-tone desert camouflage, with white undersides. Glenn Sands collection

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longer intermediate bay for carriage of the CRM, before the concept of B-1B cruise missile transporter was abandoned entirely. From the start, the B-1B was planned to have a secondary conventional c onventional strike role, with a maximum load of up to 84 free-fall high-explosive bombs internally, plus another 40 on external hardpoints. hardpoints. In the event, it took months for clearance to be achieved for the use of conventional munitions.. At the time of the 1991 munitions 1991 Gulf War, the B-1B was able to employ nuclear nuc lear weapons, but these were not used in the campaign. The first test drops drops of conventional conventional weapons were yet to be completed.

Flight test As part of the full-scale development contract, two B-1As were earmarked for the B -1 -1B B development effort and were appropriately outfitted with new systems. Flight testing of these modified aircraft – originally the second and fourth B-1A prototypes – commenced in summer 1983. 1983. The number two B-1A B-1A was reworked with a B-1B flight control system to

B-1B specifications

The aft bay remained unchanged from that of the B-1A. B-1A. However However,, the two forward bays were made modular, with a flexible bulkhead that could provide three different configurations: a single large bay, two identical bays, or a longer intermediate bay to accommodate the additional length of the AGM-86B, eight of which could be carried on the Cruise Missile Launcher (CRM). In the latter configuration, the shorter forward bay housed an additional fuel tank. As well as the ALCM, the CRM CRM was able to mount four examples of the more modern AGM-129A AGM-1 29A Advanced Cruise Missile (ACM). In addition, six twin and two single fuselage hardpoints allowed for the carriage of up to 14 stores up to a total weight of 59,000lb (26,762kg). (26,762 kg). Under the SALT/START SALT/START treaties, however,, a limit of 12 externally however ex ternally carried nuclear weapons was implemented, making the two single hardpoints hardpoints redundant. Furthermore, external weapons carriage carriag e would have severely degraded the B-1B’s B-1B’s RCS-reduction measures mea sures and were then outlawed entirely under the START II agreements. In the event, only two B-1Bs B-1 Bs were ever equipped with the six s ix twin fuselage hardpoints, and only one of these flew with dummy weapons for test purposes. Neither the AGM-69A nor AGM-86B were ever cleared for external carriage carr iage on the B-1B, leaving the AGM-129A AGM-129A as the only missile available for mounting externally: including the four missiles secured internally, a maximum of 16 ACMs ACMs could thus be hauled. The same two aircraft with provision for fuselage hardpoints were also the only examples to receive the


Powerplant

four 30,000lb (13,620kg) thrust General Electric F101GE-102 turbofan engines

Performance Maxi Ma ximu mum m spee speed d ‘cle ‘clean an’, ’, tes testt cond condit itio ions ns

Mach Ma ch 1. 1.2 2

Maximum Maxi mum speed speed ‘clean’, ‘clean’, operati operationa onall mission mission 652kt (1,207km/h) (1,207km/h) at 500ft (152m) or Mach 0.99 Cruising speed

Mach 0.85

Service ceiling

about 35,000ft (10,668m)

Range

6,300nm (11,675km)

Weights Empty weight

192,000lb (87,090kg)

Gross ramp weight

485,000lb (223,418kg)

Gross take-off weight

477,000lb (216,368kg)

Maximum landing weight

360,000lb (163,300kg)

Dimensions Wingspan

79ft (24.10m) fully swept, 137ft (41.80m) extended

Length

147ft (47.80m)

Height

33ft 7.25in (10.24m)

Wing area

1,960 sq ft (181.10m 2)

Ordnance

Up to 84 500lb (227kg) Mk 82 or 24 2,000lb (907kg) Mk 84 conventional bombs; the entire family of USAF laser- and satellite-guided munitions; up to 24 AGM-158 JASSM or JASSM-ER JASSM-ER stand-off stand-off weapons; weapons; all ordnance ordnance to a maximum of 125,000lb (56,250kg)

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test stability and control, especially at the new, increased weights. The aircraft returned to the air in March 1983. 1983. In August 1984, however, however, this aircraft was lost in an accident ac cident while testing minimum control speeds. One of the test crew was killed and the two others seriously injured. A month prior to this loss, the fourth B-1A had returned to flight status equipped with a significant proportion of the planned B-1B B-1 B avionics. Key test objectives for B-1A B-1A number four concerned the DAS and OAS. The first true B-1B (as opposed to a converted B-1A) was 82-0001. 82-0001. Originally intended to fly in March 1985, it made its maiden flight on October 18, 1984, its passage into the air being expedited through use of airframe sections taken from the unbuilt fifth B -1A. Production of the B-1B was undertaken at Palmdale, but now made use of purpose-built facilities, adjacent to Air Force Plant 42 that had built the the B-1A fleet. The first delivery to the USAF was marked on July 7, 1985, and involved the second production aircraft. In the run-up to declaration of IOC, B-1 B-1B B serial 85-0007, 85- 0007, named Polarized, was used for operational test and evaluation out of Edwards AFB. This included two polar navigation flights, a deployment to Guam in the western Pacific, electronic countermeasures missions, live SRAM launches, and practice prac tice drops of dummy dummy nuclear and conventional gravity bombs.

The nuclear era The first B-1B was deployed on June 29, 1985 by the 96th Bomb Wing (BW) at Dyess Air Force Base near Abilene, Texas. In July 1986, 1986, the 96th BW attained IOC and a first aircraft was pulling alert duty by October 1. Initially receiving 29 aircraft, the 96th was a dual-role organisation, assets being divided between an operational unit, the 337th Bomb Squadron (BS), that had been preceded by a training unit, the 401 4 018th 8th Combat Crew Training Squadron (CCTS), which was activated on March 15, 1985. The 4018th 4018th proved short lived, however, and was inactivated on July 1, 1986, replaced by the 338th Strategic Bombardment Training Training Squadron (SBTS). The 338th SBTS again only lasted for a brief period, becoming the 338th CCTS on January 1, 1987. The 96th also provided Detachment 1 of the 4201st Test and Evaluation Squadron during the B-1B’s development period. The second operational B-1B unit was the 28th BW at Ellsworth AFB, South Dakota. Deliveries were planned to start before the end of 1986 and in the event, the first B-1 B -1B B for the unit arrived on January 21, 21, 1987. 1987. At Ellsworth, two squadrons were earmarked to receive 35 aircraft, including three reserves, although the wing initially operated at a reduced strength of 16 16 aircraft. The 28th BW’s first constituent squadron was the 37th BS that was activated on October 1, 1986. 1986. A second squadron, the 77th BS, was activated in February 1987. Next in line to receive the new bomber was the 319th 319th BW at Grand Forks AFB, A FB, North Dakota, which was expected to accept its first B-1B in August 1987 1987.. The first delivery was ultimately delayed until January 12, 1988, when the wing began the process of building up to its strength of 17 aircraft, including one reserve. The single constituent squadron of the 319th 319th was the 46th BS. BS . The final wing to convert to the B-1B was the 384th BW at McConnell AFB, Kansas,

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An early early B-1B B-1B cavorts cavorts for the the camera, illustrating both the bomber’s inherent manoeuvrability – a prerequisite of the low-level penetration role – and the three fuselage weapons weapons bays. The photo was taken during an acceptance flight in 1987.

Above: A Above: A B-1B Lancer flies past the Mount Rushmore National Memorial near Keystone, South South Dakota. Nearby Ellsworth AFB was the second base to receive the B-1B, a nd in 2014 is still home to the 28th Bomb Wing. USAF


where deliveries were scheduled to begin in April 1988. 1988. A former refuelling refuelling wing, the 384th came cam e into being on July 1, 1987 and in common with the 319th received an initial complement of 17 aircraft. A total of four B-1Bs were delivered from Palmdale each month until January Janu ary 1988, when the 100-ai 100-aircraft rcraft production run was completed. When the 96th BW at Dyess Dyes s achieved IOC on October 1, 1986, the B-1B was put on strategic alert for the first time. Under US procedure for nuclear war, implemented under the Single Integrated Operational Plan (SIOP), B-1Bs B-1Bs stood alert for up to 30 days, ready to scramble should the call come. As the Cold War reached re ached its zenith during the days of the Reagan administration, the B-1B was still dogged by controver controversy. sy. Together with the Peacekeeper ICBM, the continued introduction of the B-1B marked a period of modernisation for SAC, as the command continued its stand-off against the ‘evil empire’, empire’, as Reagan termed the USSR and its allies. However,, concern was voiced over deficiencies However in the B-1B’s Offensive Avionics System, and these threatened the bomber’s survivability at a time when the air defences of the Soviet Union were becoming increasingly capable. While the B-1B’s entry to service with wit h SAC appeared to pass relatively smoothly, once in service, critics began to turn on the costly bomber, as a catalogue of shortcomings started coming to light. Particularly embarrassing for the top brass was the deficiency in the B-1B’s range when operating at low level. With a representative weapons weapons load and flying on a low-level, manoeuvring mission profile, it became apparent that the B-1B would struggle strug gle to strike targets targ ets at a distance of around arou nd 700 miles (1,125km) and return – unrefuelled. Typica Typicall penetration speed for such a mission was Mach 0.85. Measures to boost performance in the lowlevel penetration mission were taken early

Above: Weapons systems officers carry out pre-flight checks in a B-1B at Al-Udeid AB, Qatar in November 2009. The aircrew and aircraft were deployed from Ellsworth AFB as the 37th Expeditionary Bomb Squadron, supporting Operations Iraqi Freedom and Enduring Freedom. USAF

on, and focused on increasing weight to allow additional fuel carriage, including appropriate modifications to the flight control software. Other early bugbears included limitations of the terrain-following radar and fuel leaks, but the media was quickest to pick up on the problematic DAS: a critical lynchpin of the B-1B’s mission into hostile airspac airspace. e. While the DAS proved generally able to deal with older Soviet-designed threats, it had much more trouble countering the new generation of air defence systems that were coming on line in the latter half of the 1980s. 1980s. The rush to get

the B-1B B-1B into service meant no two aircraft had the exact same standard of DAS, and plans were soon drafted to overhaul the entire system to meet the original specifications. While the B-1B’s much-publicised early problems were gradually addressed, the bomber remained a source of embarrassment for the USAF on account of its dismal mission capable rate (MCR). Between June 1987 and June Jun e 198 1988, 8, MCR flu fluct ctuat uated ed bet betwee ween n 28. 28.2 2 and 45.9%. Among the causes of this were an unreliable supply of spares (leading in many cases to cannibalisation to keep aircraft flying),

‘As the Cold War reached reached its zenith zeni th during duri ng the days of the Reagan administrati admini stration, on, the B-1B B-1B was sti still ll dogged by controversy’

US DoD shot of first production B-1B serial 82- 0001 outside hangar at the Rockwell International facility, September 3, 1984.


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problems in the electrical systems and minor failures relating to the crew escape system. Despite the various setbacks, the combination of the B-1B B-1B and the professionalism of its crews meant that the new bomber was a force to reckoned with in SAC’s Bombing Competition, in which it was first entered entered in 1988. 1988. On their debut, B-1Bs scored highest for radar-bombing and SRAM launches, and were also placed highly in the level-bombing competitions.

Air Combat Command The end of the Cold War and thawing of tensions between Washington and Moscow soon made their mark on the B-1B B-1B fleet. On March 1, 1990, the B-1B B-1B had received the official of ficial USAF name Lancer, but this has never been adopted by crews, who prefer ‘B-1’ ‘B-1’ or ‘Bone’. Another name change came on September 1, 1991 when all SAC B-1B wings were redesignated from their official ‘Bombardment Wing, Heavy’ to simply ‘Wing’. Similarly, all ‘Bombardment Squadrons, Heavy’ became ‘Bomb Squadrons’ – although in practice the latter term had been widely (and unofficially) applied prior to the change. At the same time, the USAF reintroduced the combat group, or Operations Group (OG), as a formation between wing and squadron level. On September Septemb er 27, 1991, 1991, SAC B-1Bs stood down from their their nuclear alert duty. Overnight, the B-1B B-1B was a warplane in search of a role. Finally, SAC itself was disestablished on June 1, 1992 and its bomber assets passed on to a new formation, Air Combat Command (ACC). When the Lancer wings became part of ACC on June 1, 1992, they began using the Bomb Wing nomenclature. This pattern was applied to the 28th Wing at Ellsworth (now the 28th Bomb Wing/28th OG), the 96th Wing at Dyess (96th Bomb Wing/96th OG) O G) the 319th Wing (319th BW/319th OG) and the 384th Wing (384th BW/384th OG). Stood up on October 1, 1993 as a new ‘Bone’ operator, the 7th Bomb Wing inherited the facilities’, personnel and equipment of the

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Above: The first B-1B to be delivered to the US Air Force went to the 96th BW at Dyess AFB, Texas, in June 1985. The white ‘spider’s web’ markings on the nose provide the boom operator with a clear guide during night refuelling. USAF Below: A Below: A test B-1B from Edwards AFB AFB drops drops an AGM-154 AGM-154 Joint Standoff Weapon Weapon (JSOW). (JSOW). Only four JSOWs can be carried on each Conventional Rotary Launcher (CRL), limiting capacity to 12 weapons.


former 96th BW that stood down on the same date. On its establishment, the 7th BW took over the 337th BS and the 338th CCTS from the 96th, although the 338th was inactivated. In its place was established the 9th BS, assuming the identity of a B-52H squadron that had deactivated in 1992. The place of the 337th BS, as the former ‘Bone’ training unit, was taken by the 28th BS, BS , formerly a B-1B operator with the 384th Bomb Group (BG) at McConnell AFB. To this day the 28th BS is the only B-1B B-1B formal training unit (FTU). The Dyess-based 7th BW was wa s the last of the B-1 B -1B B wings to retain a SIOP assignment, a mission it continued to perform into the mid-1990s. mid-1990s. The 319th BW transitioned to tanker operations on October 1, 1993, retaining a B-1B component in the form of the 319th BG, prior to its aircraft being reassigned to other units. units. As such, the unit was the first Bomb Group within the USAF since the era of the Korean War. The 319th 319th BG and its constituent 46th BS disbanded on July 16, 1994, 1994, and its aircraft a ircraft were mainly transferred to the 34th BS/366th Wing at Ellsworth. The 384th BW was also reconfigured as the 384th BG on January 1, 1994, and its 384th OG was stood down. As ACC set about adapting a dapting to the realities of the new security environment after Operation Desert Storm, it established a handful of composite wings, of which the 366th Wing was earmarked for the rapid-deployment air intervention mission, and equipped with squadrons squadro ns flying the t he B-1B, F-16C, F-16C, F-15E, F-15C F-15C and KC-135R. KC-135R. Dubbed the ‘Mountain Home Super Wing’, on account of most of its assets being at the Idaho base, bas e, the 366th’s B-1Bs nevertheless were stationed at Ellsworth, where they were operated by the 34th BS. The latter was activated on April 4, 1994, having previously been a B-52G squadron at Castle AFB, California. The squadron’s squadron’s attachment to the 366th was reflected in the ‘MO’ tailcode for Mountain Home. The ‘composite wing’ concept lasted a decade

Above: A hark back to the B-1B’s B-1B’s former nuclear nuclear role, this inert (for training purposes) AGM-69A Short-Range Attack Missile (SRAM) is transported under the aircraft in 1987. Below: A contemporary B-1B weapons load is likely to feature GPS-aided precision munitions, such as this assortment of 500lb (227kg) and 2,000lb (907kg) Joint Direct Attack Munitions (JDAMS) loaded in a B-1B at Dyess AFB in 2011.

before the tenure of the USAF’s only standing air expeditionary wing came to an end when B-1B B-1 B and tanker assets were divested. After returning from combat in Afghanistan, the 34th BS B-1Bs went to Ellsworth AFB in June 2002 and the squadr squadron on transfer transferred red to the same base in September of that year. On July 1, 1994, another new era began for the B-1B when it became operational with the Air National Guard (ANG). A total of ten aircraft were taken on by the 184th BG of the Kansas ANG, AN G, a former F-16 F-16 Fighting Falcon operator at McConnell AFB, Kansas. Kansas . The Guard unit was populated by aircraft provided by the former active-duty 384th BG, which was inactivated at the same base on October 1, 1994. 1994. As the first of the Guard ‘Bone’ operators, the 184th also benefitted from the facilities of the former 28th BS that had previously served at McConnell. On October 1, 1995, the 184th underwent a change of title, becoming the 184th BW, which incorporated the 184th OG. The operating squadron within the 184th was the 127th 127t h BS, ‘Jayhawks’, a former fighter f ighter unit. The Georgia ANG’s 116th Fighter Wing made the switch to become a B-1B operator when

Ellsworth AFB is a hive of activity as B-1Bs are prepared for a mission in support of Operation Odys sey Dawn over Libya on March 27, 2011. The weapons are 2,000lb (907kg) GBU-31 JDAMs.


B -1 L A NCER

11

B-1 LANCER

DEVELOPMENT OPE OPERA RATIONS TIONS UPGRADES •

•

B-1 Lancer Serial Lancer Serial Accident Reports

Lot 1

FY 1982

Total: 1

Name

82-0 -00 001

No. 1

Fli ligh ghtt te test st,, dis ism mant ntlled 199 995 5

Leader of the Fleet, Star of Abilene

Lot 2

FY 1983

Total: 7

Name

83-0065

No. 2

Linear Air Park

Star of Abilene, Star of Palmdale

83-0066

No. 3

South Dakota Air & Space Museum

Ole Puss

83-0067

No. 4

83-0068

No. 5

Preserved McConnell AFB

Spuds, Predator

83-0069

No. 6

Preserved Robins AFB

Silent Penetrator, Rebel, The Beast

83-0070

No. 7

CWM test aircraft, Hill Aerospace Museum

83-0071

No. 8

Lot 3

85-0067

No. 27

To AMARC 2003

Wild Thang, Miss Behavin, Texas Raider, On Defense

855-0 0068

No.. 28 No 28

ACM test test,, tim timee-to to-h -hei eig ght records 2003

Spuds, Dragon’s Fury

855-0 0069

No.. 29 No

85-0070

No. 30

To AMARC 2002

Excalibur

85-0071

No. 31

To AMARC 2002

Liberated, Mr Bones

855-0 0072

No.. 32 No

Spe pec cia iall mis issi sio on te tessts

Polarized

85-0073

No. 33

Allied Force

Wings of Freedom, Cerberus, Dark Knight

Shack Master, 7 Wishes

85-0074

No. 34

Allied Force

Penetrator,, Crewdawg Penetrator

Tinker AFB

Grand Illusion, Spit Fire

85-0075

No. 35 35

Allied Force, OEF

FY 1984

Total: 10

Name

Banshee, Dakota Demolition, Spirit of ’76, Ghost Rider

84-0049

No. 9

ALCM/SRAM II test, wing pivot test

Thunder from the Sky

85-0 85 -007 076 6

No.. 36 No 36

Cold-w Cold -wea eath ther er te test sts, s, cr cras ashe hed d 1988

Black Jack

84-0 -00 050

No. 10

Hot/ t/co cold ld cl cliima mate te la lab, b, to AMARC 2002

855-0 0077

No.. 37 No

84-0051

No. 11 11

USAF Mu Museum

84-0052

No. 12

Crashed 1987

84-0 84 -005 053 3

No.. 13 No

Ejecti Ejec tion on se seat at te test st,, to AM AMAR ARC C 2003

85-0078

No. 38

Crashed 1997

Dakota Lightning, Heavy Metal

85-0079

No. 39

OEF

Warriors Dream, Classy Lady, Deadwood Dealer, Master Of Disaster

85-0080

No. 40

ECM tests

Lady of the Nite, The Gatekeeper, Screamin’ Demon, Wichita Thunder

855-0 0081

No.. 41 No 41

Nos ose e ge gear col colllap apse se 2004

Equalizer, Aftershock, Lancelot

85-0082

No. 42

ALE-55 tests

Gunsmoke, Global Power, Let’s Roll!

85-0083

No. 43

Allied Force

Dark Star, Overnight Delivery

855-0 0084

No.. 44 No

85-0085

No. 45

OEF

85-0086

No. 46

To AMARC 2002

855-0 0087

No.. 47 No

Gremlin, Stars and Stripes, Screamin for Vengeance

855-0 0088

No.. 48 No

Phoenix, Loaded Dice

855-0 0089

No.. 49 No

Midnight Prowler, The Last Patrol

Trilogy of Terror, Texas Texas Armor, Lil Chief

855-0 0090

No.. 50 No

Trail Blazer, Tiger Country, Hellcat

Special Delivery, Mis Behavin, Deadwood Express, Missouri Miss, Badlands Bomber, On Defense, Prowler, Get Your Kicks

85-0 85 -009 091 1

No.. 51 No

CWL ca CWL carr rria iage ge/r /rel elea ease se,, fir first st Block D conversion, Allied Force, crashed 2013

Thor, Freedoms Vengeance

85-0092

No. 52

To AMARC 2012

Enforcer, The Uninvited, Apocalypse

84-0054

84-0055

No. 14

No. 15

Texas Raiders

To AMARC 2002

To AMARC 2002

Surf Rat, Surprise Attack, Dawg B-One

Lucky 13 Silver Bullet, Tasmanian Terror, Aviators, Rage Ridge Runner, Sunrise Surprise, Lethal Weapon

No. 16

To AMARC 2002

Sweet Sixteen

84-0 84 -005 057 7

No.. 17 No 17

RCS/EM RCS/ EM in inte terf rfer eren ence ce,, cra crash shed ed 1998

The Hellion

84-0058

No. 18

To AMARC 2002

Master of Disaster, Eternal Guardian

Lot 4

FY 1985

Total: 34

Name

85-0 -00 059

No. 19

Super Glider, Better Duck, The Last Laugh, Justice For All, Star of Abilene II

No. 20

Night Hawk, Rolling Thunder, Reach Out And Touch Touch Someone, Someone, Dakota Posse

85-0 -00 061

No. 21

85-0062

No. 22

To AMARC 2002

85-0063

No. 23

Crashed 1998

85-0 -00 064

No. 24

85-0 -00 065

No. 25

85-0 85 -006 066 6

No.. 26 No

12

B-1 LANCER

Bones, Jap Happy, Hampton, Pride of South Dakota, Overnight Delivery, First Strike, Screamin’ Eagle

Lucky Lady, Boss Hawg

84-0056

85-0 -00 060

Silent Penetrator, Daisy Mae, Home Improvement

Pandora’s Box, Brute Force, Hard Rain

Maverick, French Connection Sky Dancer, Uncaged

Eliminator, Prairie Thunder, Wichita Intertribal Warrior Society

Repair Repa ired ed af afte terr 20 2005 05 la land ndin ing g accident

America No. 1, 1, No Antidote II My Mistress, Soaring with Eagles, Intimidator


umbers Lot 5

FY 1986

86-0 -00 093

No.. 53 No

Total: 48

Name

86-0120

No. 80 80

OEF, Ir Iraqi Fr Freedom

Ruthless Raven, Global Power

Mad Dawg, Iron Horse

86-0 86 -012 121 1

No.. 81 No

Bottom Bott om ba bail ilou outt te test sts, s, Ir Iraq aqii Freedom

Exterminator, Terminator, Zeppelin, Maiden America, Symphony Of Destruction

Night Hawk

86-0 -00 094

No.. 54 No

86-0095

No. 55 55

OEF, Ir Iraqi Fr Freedom

Mystique, Undecided, Dakota Demolition

86-0 -00 096

No.. 56 No 56

Des eser ertt Fo Fox, to AMA MAR RC 200 2002 2

Thunder Child, Wolf Pack

86-0 -01 122

No. 82

Excalibur, Ridge Runner, No Antidote

86-0097

No. 57

Allied Force

Iron Eagle, Devil’s Advocate, Guardian Guardian

86-0 -01 123

No. 83

86-0 -00 098

No.. 58 No 58

Use sed d fo for spe spee ed re reco corrds 19 198 87

Freedom I, Midnight Train From Georgia, Midnight Train

Molester, Lester, High Noon, Low Level Devil, Let’s Roll!

86-0 -01 124

No. 84

Penetrator, Winged Thunder, Georgia Guardian

86-0125

No. 85

86-0 -01 126

No. 86

The Gun Fighter, Minotaur, Command Decision, Kansas Lancer, Hungry Devil

86-0127

No. 87

Freedom Bird, Ivan’s Nightmare, Nightmare, Kansas Lancer, Macon Whoopee, Plowin’ Terrorism

86-0 86 -012 128 8

No.. 88 No

Climat Clim atic ic te test stin ing, g, to AM AMAR ARC C 2003

The Hawk, Miss Behavin, Boss, Pony Soldier,, Striking Soldier Distance, Dakota Fury, Fury 1

Lone Wolf

86-0129

No. 89

JDAM tests

Vindicator, Valkyries, Bade to the B-One, The Dragonslaye Dragonslayer r

Pegasus, Mad Max, Black Widow

86-0 -01 130

No. 90

86-0131

No. 91

To AMARC 2002

The 8th’s Wonder, Ultimate Warrior

86-0 -01 132

No. 92

Damage ged d in whee eels ls--up landing 2006

The Wizard, Oh Hardluck, Memphis Belle, Old Crow Express III

Damage Dama ged d in in in-fl -flig ight ht fir fire e ove overr Afghanistan 2007

Bird, The Outlaw, Black Hills Bandit

No.. 59 No 59

86-0 -01 100

No.. 60 No

Phantom, Night Hawk, Phoenix

86-0 -01 101

No.. 61 No

Iron Butterfly, Low Level Devil, Rage, Heavy Metal, Watchman

86-0102

No. 62

86-0 -01 103

No.. 63 No

86-0104

No. 64

86-0 -01 105

No.. 65 No

86-0106

No. 66

86-0107

No. 67

86-0 -01 108

Live Mk 82 te Live test sts, s, OE OEF F, Ir Iraq aqii Freedom

Ghost Rider, Iron Eagle, Haulin’ Ass

86-0 86 -009 099 9

Desert Fox

Iraqi Freedom

Lady Hawk, Black Hills Sentinel, Bad Moon Rising Huntress, Lovely Lady, Reluctant Dragon

Allied Force

American Flyer, Flyer, Live Free Or Die Snake Eyes, The 8th Chadwick

Crashed 1992

Hawk, Alien with an Attitude

No.. 68 No

Shark Attack, Swift Justice

The Rose, Bad Company, Dead Reckoning

86-0109

No. 69

OEF

Spectre

86-0 86 -011 110 0

No.. 70 No

Spee Sp eed/ d/pa payl yloa oad d re reco cord rdss 19 1987 87

Sunrise Surprise, Stairway To Heaven, Better Duck

86-0 86 -011 111 1

No.. 71 No 71

Time-t Time -too-he heig ight ht re reco cord rdss 198 1987, 7, OEF, Iraqi Freedom

Ace in the Hole, Hole, Dakota Thunder, Let’s Roll

86-0 86 -013 133 3

No.. 93 No

86-0 -01 112

No.. 72 No

Vanna, Black Widow

86-0 -01 134

No. 94

86-0 86 -011 113 3

No.. 73 No 73

Tow owed ed de deco coy y tes tests ts,, OEF OEF, Ira Iraqi qi Freedom

86-0114

No. 74 74

OEF, cr crashed 20 2001

Wolfhound, Dakota Drifter, Live Free Or Die

86-0135

No. 95 95

86-0 86 -011 115 5

No.. 75 No

Firstt to re Firs reac ach h 5, 5,00 000 0 co comb mbat at hours

Bump and Run, Top Secret, Kansas Tail Wind, The Last Laugh

86-0 -01 136

No. 96

Special Delivery

86-0137

No. 97

86-0 -01 116

No.. 76 No 76

Des estr tro oye yed d gro grou und fire fire 2008

Victress

Wichita Express, Ace in the Hole

86-0117

No. 77

Millennium Falcon, Pride of North Dakota, Night Stalker

86-0138

No. 98

86-0 -01 118

No.. 78 No

Iron Mistress, Dead Mans Hands

86-0 -01 139

No. 99

86-0 -01 119

No.. 79 No

Spud, Christine, The Punisher, Liberator

86-0 86 -014 140 0

No.. 100 No 100


Green Hornet, Night Mission, Wild Ass Ride, Doolittle Doolittle Raiders

Charon, Viper, Dakota Reveille, Deliveranc Deliverance, e, Jagged Edge Desert Fo Fox, OE OEF

Iraqi Freedom

Make My Day, The Watchdog, Deadly Intentions

Easyrider Too, Grand Illusion II, Seek and Destroy Gallant Warrior, Dakota Queen

EMP EM P comp compat atib ibil ilit ity y test testin ing g

Valda J, Peace Warrior, Last Lancer

B -1 L A NCER 13

B-1 LANCER

DEVELOPMENT OPERATIONS UPGRADES •

•

it exchanged its F-15C Eagles and moved to Warner-Robins Warner-Robi ns AFB, Georgia in 1996. The constituent constitu ent squadron of the 116th Bomb Wing was the 128th BS (formerly 128th FS). By the mid-1990s, B-1B fleet-wide MCR was a still-poor 55%, and now the bomber felt the wrath of Congress, which demanded an Operational Readiness Assessment to prove the aircraft’s potential in a range of scenarios. Over a six-month period, an MCR of between 82.8 and 85.6% 85. 6% was achieved, and the B-1B was safe – for for the time being. being. Budgetary constraints had an impact on the overall force structure, struct ure, however, and on March 31, 1995 the 77th BS was inactivated at Ellsworth AFB. Right: The Sniper advanced targeting pod introduces a new capability to generate co-ordinates as well as guide precision weapons from extended ranges. Jim ‘Hazy’ Haseltine Below: While the nature of t hreats, and targets, may have changed, the B-1B mission is still about survival at low altitude. Here, B-1Bs from the 28th Bomb Squadron at Dyess AFB release chaff and flares while manoeuvring over New Mexico during a training sortie in 2010. Jim ‘Hazy’ Hase ltine

14

B-1 LANCER


Going conventional

Above: The front cockpit is beautifully laid out, with all key systems falling to hand. Boeing modified the B-1B ‘front office’ so a laptop computer could be connected to show a moving map display. When not in use the computers are stored underneath the instrument panel. Jim ‘Hazy’ Hase ltine


As we have discussed, the B-1B was always intended to have a conventional munitions capability, but it was only with the end of the Cold C old War and the SIOP mission, and the consequent deletion of its nuclear role, that efforts to move into the conventional arena began in earnest. Arguably, the fall of the Iron Curtain c ame at an opportune moment for the B-1B, as war-planners had begun to question just how survivable the bomber was in a modern, highthreat environment. environment. Above all, the limitations limitations of the DAS meant the aircraft was judged to be too vulnerable for strikes against multiple welldefended targets (such as around a key Soviet military installation). installation). Instead, a Congressional study recommended the B-1B B-1B for raids against ag ainst single, poorly defended targets. It was just this type of mission that would soon become a far more likely tasking for the post-Cold War ‘Bone’. ‘Bone’. But the problem remained that that the B-1B B-1B possessed posses sed precious little in the way of conventional weapons options. As of 1995, the only non-nuclear store that the B-1B B-1B had been cleared to c arry

B -1 L A NCER 15


•

was the ubiquitous 500lb (227kg) Mk82 general-purpose bomb, which had originally been certified for the ‘Bone’ on July 17, 1991. 199 1. A total of 84 could be carried, using a CWM in each of the three bays. But with the capacity to carry no less than 75,000lb (34,020kg)) of internal ordnance, the B-1B (34,020kg offered unrivalled potential for development as a conventional weapons platform. The Lancer’s latent conventional strike potential would be exploited under the Conventional Munitions Munitions Upgrade Program (CMUP). Beginning in Fiscal Year Year 1993, the CMUP promised to provide a bomber that would, in the words of ACC commander Gen Richard E Hawley: “be ten times more capable – as measured me asured by the number of targets that we can destroy – than the bomber force that we started s tarted with”. CMUP was integrated using a series of successive Blocks, Block s, with the baseline B-1B becoming the Block A. Block B referred to to aircraft that received an improved synthetic aperture radar and modifications to the defensive countermeasures systems. As of 1995, the fleet had standardised on Block B, at which point efforts began beg an in earnest to introduce a range of conventional weapons. Block C within CMUP involved the integration of cluster munitions, including the CBU-87 Combined Effects Munition (CEM), the CBU-89 Gator area denial munition and the CBU-97 Sensor Fuzed Fuzed Weapon Weapon (SFW). Engineering, Manufacturing and Development (EMD) was approved in November 1992 and the first Block C conversion began in October 1996. After Operational Test and Evaluation (OTE) between January Januar y and March 1997, 1997, IOC for Block C was declared in September 1997. Utilising all three weapons bays, the B-1B B-1 B could now carry carr y a total of 30 cluster

16

B-1 LANCER

Above: The right side of the rear cockpit is occupied Above: The by the Offensive Systems Officer who is responsible for navigation and weapons delivery operations. Jim ‘Hazy’ Haseltine Right: Wearing the markings of the 34th Bomb Squadron, 85-0084 Hard Rain moves out of position after receiving fuel from a KC-135R Stratotanker during a mission over Afghanistan in 2008. Left: Individual Left: Individual names and artwork have long been associated with the B-1B. Serial 86-0121, most re- cently named Symphony of Destruction, is a veteran of Operation Iraqi Freedom. Below: The Lancer’s move into the conventional strike role began when it was cleared to use the ubiquitous 500lb (227kg) Mk82 free-fall bomb. Inert Mk 82s are dropped after a series of record-breaking flights out of Edwards AFB in October 2003.


munitions, through the use of conventional bomb modules that were modified from the previous ‘28-carry’ configuration to ‘ten-carry ’. On May 28, 1997, an initial CBU-97/B CBU -97/B SFW was dropped from a B-1B against a mock armoured formation at Eglin AFB, Florida. The next phase of the CMUP was concerned with adding a ‘near-precision’ strike capability to the bomber. bomber. Block D development began in 1995 and was based around the Joint Direct Attack Munition (JDAM), initially fielded in the form of the 2,000lb (907kg) GBU-31. Using the Conventional Conventional Rotary Launcher (CRL), the Block D B -1 -1B B could carry eight GBU-31 GBU -31 JDAMs in each bay, for a total of 24. 24. The initial tests in early 1998 saw a B-1B drop JDAMs in both inertial and GPS-guided modes, and operational Block D aircraft were returned to service at Ellsworth beginning in November of the same year.

‘In stead, a Congressional study recommended ‘Instead, recommen ded the B-1B B-1B for raids agains againstt single, poorly defended targets. It was just this type of mission that would soon become a far more likely tasking for the post-Cold War ‘Bone’. ‘Bone’. But the problem remained that t hat the B-1B B-1B possessed precious little lit tle in the way of conventional weapons options. opt ions.’ ’

Into battle The combat debut for the B-1B came with Operation Desert Fox in December 1998. This saw the US and UK launch limited air strikes into Iraq in a bid to forcibly convince the Iraqi leadership to continue co-operation with a United Nations weapons inspection team. At this stage, the Lancer had ha d begun to field the Block D ‘near-precision’ strike upgrade, but IOC was not declared until December 1998, just too late for Desert Fox. Flying from Oman, a force of six Block C B-1 B -1Bs Bs was gathered g athered in the Middle East, the bombers being drawn from both


Above: The pilots’ windscreens are exceptionally large but sharply raked to ensure they meet birdstrike specifications. Jim ‘Hazy’ Has eltine

B -1 L A NCER

17


•

B-1Bs from the 337th Test and Evaluation Squadron (TES) top up from a Stratotanker during a mission over the Gulf of Mexico near Eglin AFB, Florida, in 2012. A geographica lly separated unit of the 53rd Wing, which is headquartered at Eglin, the 337th TES is responsible for operational testing of all B-1B defensive and offensive systems and weapons upgrades. Jim ‘Hazy’ Hase ltine

Ellsworth and Dyess. The first combat mission was flown on December 17, 17, when two aircraf t struck Iraqi targets with Mk82s from an altitude of 20,000ft (6,100m). The aircraft involved were 86-0096 Wolf Pack from from the 37th BS and 86-0135 Watchdog from from the 9th BS. The targets were part of the Al Kut complex of barracks located in the northwest of the country. country. Another two strikes were launched the following day. In total, Desert Fox saw the deployed B-1B force conduct six missions, in the process dropping 126,000lb (57,154kg) of Mk82 bombs. bombs. The missions each lasted in excess of six hours and a nd were flown at night, in the face of concerted activity by Iraqi anti-aircraft artillery (AAA).

Allied Force The first real indication indica tion of the B-1B’s B-1B’s prowess in the conventional role was demonstrated during Operation Allied Force Force in 1999. This campaign was the result of an escalating humanitarian crisis in the former Yugoslavia, and took the form of a NATO-led series of air strikes aimed at Serbian forces, in particular to put an end to the ethnic cleansing perpetrated by the Serbs. B-1 B-1Bs Bs of the 37th BS and 77th BS were deployed to RAF Fairford, England, from where they launched over 100 combat sorties and delivered over 5,000 Mk82 bombs. The Allied Force Force aircraft had all undergone the Block D modification that added improved communications, enhanced self-defence equipment (including the AN/ ALE-50 towed decoy) and compatibility with the GBU-31 JDAM. At this early stage, however,, the limited numbers of JDAMs however available meant that B-1Bs B-1Bs only used the Mk82 ‘dumb bomb’ over the former Yugoslavia. Allied Force began on March 24, 1999, and the first B-1B B-1B raids were staged from RAF

18

B-1 LANCER

Above: Eight of these GPS-guided AGM-158 Joint Air-to-Surface Standoff Missiles (JASSMs) can be carried Above: Eight on the B-1B’s CRL, located in bomb bay. Jim ‘Hazy’ Hase ltine Below: The B-1B has one radar, with a single antenna, which incorporates attack and terrain-following instructions. It can operate in any of 11 modes, and is optimised for use in single or partial sweeps to mini- mise both emissions and the risk of detection. Jim ‘Hazy’ Has eltine


B-1 Lancer Current Lancer Current operators Airr Co Ai Comb mbat at Co Comm mman and d (A (ACC) CC) — Jo Join intt Ba Base se La Lang ngle ley-E y-Eus usti tis, s, Vi Virg rgin inia ia Wing/Group

Squadron

Location

Aircraft

Tail code

USAF Warfare Center (USAFWC) — Nellis AFB, Nevada

53rd Wing

Eglin AFB, Florida

53rd TEG

Nellis AFB, Nevada 31stt TES 31s TES**

Edward Edw ardss AFB, AFB, Cal Califo iforni rnia a

B-1B B1B,, BB-2A 2A,, BB-52 52H, H, FF-22 22A, A, RQ RQ-4 -4B, B, FF-35 35A A

ED/OT ED/ OT

337th TES*

Dyess AFB, Texas

B-1B

DY

B-1B

WA

USAFWS

Nellis AFB, Nevada 77th WPS

Dyess AFB, Texas

Note: * Utilises aircraft borrowed from host wing.

Twelfth Air Force/Air Forces Southern (12AF/AFSOUTH) — DavisMonthan AFB, Arizona Wing/Group

Squadron

7th BW 7th OG

Aircraft

Dyess AFB, Texas

Tail code

DY

9th BS

Dyess AFB, Texas

B-1B

28th BS (FTU)

Dyess AFB, Texas

B-1B

28th BW 28th OG

Location

Ellsworth AFB, South Dakota

EL

34th BS


B-1B

37th BS


B-1B

Abbreviations: AFB: Air Force Base, ACC: Air Combat Command, BS: Bomb Squadron, BW: Bomb Wing, FTU: Formal Training Unit, OG: Operations Group, TEG: Test and Evaluation Group, TES: Test and Evaluation Squadron, USAFWC: USAF Weapons Center, USAFWS: USAF Weapons School, WPS: Weapons Squadron

Left: Lockheed Martin’s AN/AAQ-33 Sniper XR targeting pod was introduced on the B-1B in 2007. The pod’s wedge-shaped nose is made of sapphire which is transparent to visible and infrared wavelengths and presents extreme durability to impact damage. At supersonic speeds, an oblique shock wave forms around the pod, reducing airflow disturbance to the B-1’s starboard inlets. Jim ‘Hazy’ ‘Hazy’ Haseltine Haseltine Middle: Groundcrew attach a pylon, for the Sniper pod, to the underside of a B-1B at Dyess AFB, Texas. The addition of the Sniper pod has allowed the B-1B fleet to take on the CAS role. Jim ‘Hazy’ ‘Hazy’ Haseltine Haseltine Right: Strips of protective Teflon are attached to the wing areas that rub against the blended fuselage fairings as the wings are swept back. Groundcrew are pictured inspecting this area for any signs of damage. Jim ‘Hazy’ ‘Hazy’ Haseltin Haseltine e

Fairford on April 1. The first targets comprised comprised Serbian Army staging areas areas in Kosovo. While Desert Fox had involved aircraft from Ellsworth and Dyess, Allied Force was an exclusively Ellsworth affair, all the aircraft coming from the 28th BW’s 37th BS and 77th BS. A crash programme was introduced on seven Block D aircraft in the run-up to the campaign, adding new electronic countermeasures that were intended to defeat specific Yugoslavian air defence systems. The modification was accomplished at Eglin in a period of less than 100 hours and reportedly worked well in theatre. In the course of Allied Force, the deployed B-1Bs B-1 Bs completed over 100 sorties, sorties , racking up over 700 flight hours. hours. The missions all involved a weapons load-out of 84 Mk82s and some cluster bombs, although none of the latter were dropped. The Lancers achieved achieved


an MCR of 91%, 91%, in the course of missions mis sions that struck airfields, ammunition and petroleum facilities, armour, vehicle convoys and troop staging areas over a period of of 72 days. A typical mission involved a two-ship of B-1 B-1Bs Bs (although, on occasion, the B-1Bs operated in groups of four), in-flight refuelling and strikes launched against multiple targets. Once again, all missions were flown at night.

Fleet drawdown At the turn of the century, centur y, a total of 93 B-1Bs B-1Bs remained in USAF service, of which around 80 were designated designated combat-ready. combat-ready. As well as the three active-duty bomb wings (Dyess, Ellsworth and Mountain Home), and two Guard units (McConnell and WarnerRobins),, examples of the ‘Bone’ were to be Robins) found with the Air Force Flight Test Center’s 412th Training Training Wing at Edwards Edwar ds AFB.

The two Guard Gua rd B-1B wings, the 116th 116th and 184th BW, both fell victim to a 2002 USAF decision to reduce redu ce the B-1B fleet from fro m 92 to 64 aircraft as a cost-saving cost-saving measure. Aircraft from both wings began to be flown to DavisMonthan AFB, Arizona in August 2002, a proportion being put into active storage, and the wings were inactivated in the autumn of that year. year. While the Kansas unit unit re-emerged as the 116th 116th Air Control Contro l Wing operating the E-3 Sentry, the 184th became a refuelling outfit.

Precision strike A ‘true’ precision strike capability was introduced through the Block E por tion of CMUP. CMUP. Focusing on a raft of computer upgrades, Block E introduced the 1,000lb (454kg) AGM-154 AGM-154 Joint Standoff Weapon (JSOW) and AGM-1 AGM-158A 58A Joint Air-to-Surface Standoff Missile Missile (JASSM). (JASSM). Other components of Block E included the capability

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The bottom rudder section is linked to small foreplanes on each each side of the nose. Accelerometers near the centre of gravity and close to the nose sense lateral and vertical accelerations and send signals to the vanes and lower rudder to counter them. Jim ‘Hazy’ Hase ltine

to carry different types of weapon on the same sortie (permitting a different dif ferent store in each bay), and a more accurate cluster clus ter munition in the form of the Wind Corrected Munitions Dispenser (WCMD). The ‘Wick-Mid’ series was designated CBU-103, CBU-104 and CBU-105, these corresponding to the earlier CBU-87, CBU-89 and CBU-97. CBU-97. Compared to their their predecessors, the WCMDs used GPS and a two-sta two-stage ge dispense mode to improve improve accuracy and lethality. EMD approval for Block E was issued in January 1995. While the nuclear mission may have long gone, the B-1B remains a vital long-range strike asset for ACC. Crews therefore still train for this mission, for which a total of 24 JASS Ms can be carried. The B-1B B-1B test team completed the first JASSM test drop in March 2004. Before it was cancelled canc elled by the USAF, USAF, the last in the CMUP line was to have been Block Bl ock F, a defensive systems upgrade that would have provided a comprehensive overhaul of the ALQ161, 16 1, including a new radar warning receiver, AN/ALE-55 fibre-optic towed decoy and radio frequency countermeasures sub-system. Block G is thus the latest Block upgrade plan for the B-1B and primarily concerns cockpit avionics. Block G introduces introduces Global Air Traffic Traffic Management (GATM) system compatibility c ompatibility,, improved GPS navigation, cockpit display

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upgrades, UHF satellite communication data links and, most significantly, the Link 16 NATO-standard data link.

‘War on Terror War Terror’ Despite the success of the B-1B B-1B in combat during Desert Fox and, in particular, over Yugoslavia, the bomber once again began to face criticism, and calls for its retirement based on its cost and continued reliability concerns. Successive conflicts fought in Afghanistan and Iraq Ira q in the wake of the 9/11 9/11 terrorist attacks atta cks on the US have done much to rehabilitate the sometimesunloved bomber. bomber. Gen William M Fraser III, chief of ACC, concluded: “Legacy bombers have become multi-role strike platforms with deadly precision. They carry versatile versatile weapon loads in orbits over critical ground engagements and allow a level of precision never before achieved. Who would have known that a B-1 B-1B B crew would be flying a close air support mission? This is a great example of how air power has changed.” chang ed.” Fraser went on to describe a mission that had become typical for the B-1B B-1B in Afghanistan: “The crew received a tasking from the Combined Air Operations Centre to respond to ‘troops in contact’. A ‘Humvee’ was taking fire from a ridge line in northeast Afghanistan, and no qualified joint terminal attack controller

was present to clear the B-1 B -1B B crew to release weapons – he was 15 minutes minutes away. The soldiers under fire gave the co-ordinates, bearing and range for the enemy enemy shooter. shooter. The B-1B B-1 B crew found the target t arget with synthetic aperture radar. The crew released two JDAMs. The first JDAM destroyed the threat.” The US has maintained a continuous B-1B presence in the US Central Command C ommand (CENTCOM) area of responsibility since 2001. This has seen B-1 B-1B B deployments rotate in and out of Al-Udeid Air Base (AB) in Qatar, where the deployed bombers belong to the 379th Air Expeditionary Wing. Deployments to what the Department of Defense euphemistically describes as ‘Southwest Asia’ reached a peak in summer 2012, when Al-Udeid hosted nine 7th BW B-1Bs together with more than 400 airmen for a six-month tour of duty. The B-1B’s contribution to Operation Enduring Freedom (OEF) began in autumn 2001, as part of a joint US and coalition c oalition air campaign directed against al-Qaeda and Taliban militants in the mountains of Afghanistan. Operating from Al-Udeid AB, aircraft arrived from Ellsworth in October 2001. Missions were launched on October 7, and were initially focused on infrastructure targets and Taliban Taliban strongholds. As the fighting


The Integrated Battle Station (IBS) upgrade introduced four multi-functional colour displays that provide the pilots with more situational awareness data, in a far more user-friendly format. The entire B-1B fleet will undergo the IBS improvements, which are scheduled to be completed by 2019. USAF

Above: The stencilled ‘Batman’ symbol is an unof Above: The ficial addition worn by the B-1s of the 9th Bomb Squadron at Dyess AFB, Texas. Jim ‘Hazy’ Hase ltine Below: The large wing/body fairings are almost entirely constructed from glass-fibre and give a smooth junction between body and wing. During sweep movements the wings move at only 1˚ per second. Jim ‘Hazy’ Ha seltine


in Afghanistan developed into a counterinsurgency campaign, the ‘Bone’ found itself increasingly called upon to support ground forces. “As the sorties changed over to close air support (CAS), we found ourselves working closely with special operations forces and Marines,” Lt Col Barry ‘Marbles’ Hutchison, then a captain with the 34th BS at Mountain Monthly ly . “Those Home, recounted to Air Forces Month guys loved us because we could go all over the country without immediately refuelling. As we morphed from pre-planned strikes to CAS scenarios, our value went up.” Afghanistan provided a first chance for the B-1B to employ the precision weapons introduced under CMUP. After the initial phase had targeted fixed and area targets with unguided munitions, the GBU-31 became the weapon of choice for the CAS scenario. B-1Bs B-1 Bs loaded with 24 JDAMs loitered over the battlefield, waiting for the call to action ac tion from joint terminal attack controllers on the ground. While the B-1B went into combat over Afghanistan with only the GBU-31 available as a precision-attack precision-att ack option, it subsequently introduced the smaller, 500lb (227kg) GBU-38 JDAM and the WCMD WCMD.. A further boost to the bomber’s CAS capabilities came with the introduction of the AN/AAQ-33 Sniper XR targeting pod in 2007. 2007. For the first time, the Sniper provided the B-1B B-1B with an electro optical capability, enabling the aircraft to help identify targets on the ground as well as prosecute them. The Sniper represents a huge advance over the radar previously employed, adding a full-motion capability to identify individuals and moving vehicles. The targeting pod means that the B-1B can now self-designate; that is, derive target co-ordinates and program them in to its own GPS-guided weapons. Furthermore, using a downlink, the Sniper allows commanders on the ground to see, in real-time, exactly what the B-1B crew are observing, further improving co-operation with the troops t roops below. A typical B -1 -1B B mission flown over Afghanistan sees the aircraft launch with two to three taskings assigned, as signed, for example a convoy or high-value individual that requires protection. Once in the air, air, the ‘Bone’ tops up with fuel from a tanker. tanker. The next few hours

may be spent conducting the previously assigned taskings , but frequently the crew will receive new, high-priority missions that are executed instead. instead. These could involve involve a CAS mission to support troops in contact on the ground, searching for targets using the Sniper pod, or loitering and remaining on-call for potential use. The B-1B B-1B can remain on station for up to three hours before requiring a tanker hook-up; a typical OEF mission might last ten to 15 hours. In March 2003, B -1 -1Bs Bs were back in action a ction over Iraq for the launch of Operation Oper ation Iraqi Freedom. As in Desert Fox, the ‘Bone’ was assigned missions against targets deep inside Iraq. In one notable mission flown on April 7, a B-1B B-1 B of the 28th BW hit a target in Baghdad B aghdad in the hope of killing Saddam Hussein and his two sons. Updated targeting information information was received in flight, and target co-ordinates programmed into four GBU-31 JDAMs. The B-1B B-1B put its bombs on target just 47 minutes after the information was received by CENTCOM headquarters in Qatar. The mission failed to kill the Iraqi leader, but demonstrated the B-1B’s B-1B’s increasing flexibility and a valuable capability to attack time-sensitive targets. Between March 20 and May 1, B-1s dropped dropped 40% of all air-launched weapons in Iraqi Freedom, despite flying only 5% 5% of the sorties. The statistics statistic s from Enduring Freedom are similar: by March Marc h 2010 the B-1B had flown more than 6,900 missions in theatre and logged 70,000 combat hours. The B-1B B-1B again accounted for around 40% of all munitions while flying only 5% of total sorties. And while the expense of operating the B-1B has always provided ammunition ammunition for its critics, critics , in Iraq and Afghanistan the full dollar-value of a ‘Bone’ mission, including including support costs, is equivalent to US$57,000 per flying hour. This compares to US$44,000 US$4 4,000 for the F-15E F-15E Strike Eagle – which brings a significantly reduced time-on-station and war load.

Libya Beginning in March 2011, 2011, Operation Odyssey Dawn was an effort to degrade Libyan leader Muammar Gaddafi’s ability to strike against anti-government forces and civilians in the country. Supported by United Nations Security

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On any regular day at Dyess AFB, ten to 15 B-1Bs can be on the main ramp supporting training flights and practice missions. Over the last decade a contingent (group) of bombers has always been forward deployed to the Middle East and other potential areas of interest for the United States. Jim ‘Hazy’ Hase ltine

Council Resolution 1973, Odyssey Dawn began with a no-fly zone over Libya, followed by strikes against regime targets targets on the ground. As well as Tomahawk naval cruise missiles, B-1Bs from the 28th BW at Ellsworth AFB were involved. The Ellsworth team had less than two days to put together a strike package, and on March 27,, four B-1Bs took off from an icy Ellswor th 27 to strike targets deep inside inside Libya. It was the first time that B-1s had launched from the US to attack targets overseas. The flight to North Africa took around ten hours and involved multiple multiple aerial refuellings. refuellings. The 28th BW claimed an accuracy rate of 98% for the weapons dropped during the first mission, after which the bombers recovered to Al Udeid AB in Qatar. Qatar. The Lancers then left the forward operating base, striking more Libyan regime targets before heading back to South Dakota. While four aircraft were involved, only the two lead bombers bombers (85-0060 (85-006 0 and 86-0095) released ordnance, targets apparently including ammunition ammunition bunkers near Sebha in southern Libya. “Our objective was to to destroy nearly 100 military targets to protect the civilian population of Libya,” explained explained Col Jeff Jef f Taliaferro, 28th BW commander. The B-1Bs B-1Bs returned to Ellsworth on March 30, 201 2011. 1. On February Februar y 27, 27, 2012, the B-1B fleet completed its 10,000th combat mission, over Afghanistan. Afghanistan. Lt Col Alejandro Alejandro Gomez was commander for the milestone mission, and summed up the aircraft as follows: “The B-1 brings tremendous flexibility to our nation’s nation’s defence. In any mission, the

Above: The B-1B is powered by four afterburning General Electric F101-GE-102s installed Above: installed in twin-engine pack- ages under the wingroots, spaced far enough apart to accommodate the main landing. Jim ‘Hazy’ ‘Hazy’ Haseltine Haseltine

B-1 has the ability to loiter, dash, positively identify targets, show force, and strike targets precisely. Whatever our aircrews aircrews are asked to do, they can perform with this aircraft. Despite the B-1B achieving the status of ‘close air support weapon of choice’ for troops fighting on the ground in Afghanistan, in recent years the knives have been out again for the bomber. In 2007, 2007, there were renewed calls from the USAF generals to retire the B-1B. Faced with continuing budget reductions in the coming years, the USAF has been mulling the retirement of several airframes, including the A-10C Thunderbolt Thunderbol t II, B-1B and KC-10A KC-10A Extender. Exten der. Until now, the B-1B B-1B has survived, and instead the axe looks set to fall on the A-10 fleet – ironically, ironic ally, the other star performer in the Afghan CAS arena. The crash of a 28th 28 th BW B-1B in August 2013, 201 3, marked the first ‘Bone’ loss in a dozen years and reduced the front-line fleet to 62

aircraft. At the same same time, MCR for the type stood at 57.9%, continuing to be b e the B-1B’s Achilles’ heel. In comparison, the the veteran B-52H recorded an MCR tally of 75.3%. Meanwhile, the ‘Bone’ continues to add strings to its bow. CMUP has now run its course, but the tempo of improvemen improvements ts for the B-1B B-1B has not diminished diminished.. Operati Operational onal testing of the continuing upgrades and modifications is the responsibility of the 337th Test and Evaluation Squadron (TES). Although answering to the 53rd Wing at Eglin AFB, the 337th is based at Dyess and employs aircraft borrowed from the resident 7th BW. The 337th TES was responsible for bringing the Sniper targeting pod online with the B-1B B-1 B fleet, and other projects have included integration of the 500lb (227kg) GBU-54 Laser Joint Direct Attack Munition (LJDAM) and enhancements to the AGM-158 JASSM. The GBU-54 was the result of an Urgent

A Dyess-based Dyess-based B-1B from from the 28th 28th Bomb Squadron, the bomber’s Formal Training Unit. This view shows off the elegantly blended fuselage. Jim ‘Hazy’ Hase ltine

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Back to Iraq

Operational Need (UON) identified by combat commanders in Iraq and Afghanistan and is intended for use against fast-moving targets such as trucks and other small vehicles. Equipped with a laser seeker, the GBU-54 combines GPS and laser guidance in order to prosecute stationary or moving targets with great accuracy. A first GBU-54 LJDAM release from a B-1B occurred in August 2008 against a stationary target. In November November 2010, a single B-1B operated by the 337th TES dropped GBU-54 LJDAMs on three separate targets over the China L ake Test and Training Range in California. The mission proved the B-1B’s B-1 B’s ability to employ the weapon against ag ainst moving targets. Initially, a total of 15 15 GBU-54 LJDAMs could be c arried in the B-1B’s B-1B’s three bomb bays, with six each in the front and centre bays, and three more in the af t bay. Today, Toda y, up to 48 bombs can be carried, c arried, using redesigned bomb racks optimised for the GBU-54 as well as the earlier GBU-38. In the case of the JASSM, JAS SM, the B-1B can now carry the AGM-158B Joint Air-to-Surface Stand-off Missile – Extended Range (JASSM-ER) version, capable of hitting targets at distance of more than 500nm (926km). JASSM ensures the B-1B’s B-1B’s continuing relevance in ‘near-peer’ warfare scenarios, providing the genuine stand-off range required to avoid the attentions of advanced surface-to-air missile systems. In November, 2011 the 337th TES demonstrated the B-1’s B-1’s ability to engage enga ge moving maritime surface targets using the

Sniper pod. During the mission, the B-1 successfully successf ully dropped dropped two GBU-54 Laser JDAMs, six GBU-38 JDAMs, two GBU-3 GBU-31 1 JDAMs, and a single ungui unguided ded Mk84 bomb on separate moving targets over the Gulf of Mexico, destroying each of the targets. Another key project for the 337th TES has been the Reliability and Maintainability Improvement Improvement Program (RMIP), which aims to enhance radar performance and efficiency. efficiency. Above all, RMIP eases the burden on maintainers, bringing with it a new radar transmitter/receiver, transmitter/receiver, radar processor computer, computer, as well as new software. Following hot on the heels of RMIP is the Integrated Battle Station (IBS), a modification undertaken by Boeing at Tinker AFB, Oklahoma. IBS replaces the old ‘steam-gauge’ dials with new displays that allow data to be called up at any crew station. The modification includes the Vertical Situational Display Upgrade (VSDU) that provides colour displays. Other changes include a digital digital map. A first airframe began IBS upgrade at Tinker in November 2012. Another recent advance is the ongoing Fully Integrated Data Link (FIDL) upgrade. Previously, P reviously, B-1B back-seaters made use of off-the-shelf laptop computers to communicate with their own Sniper XR targeting pods. FIDL does away with this anachronism, and provides five cockpit displays for the back-seaters as well as beyond line-of-sight Link 16 data link capability. A FIDL-equipped B-1B completed initial testing at Edwards in 2009. With an average 10,000 flight hours

As these words are written, written , the B-1B B-1B finds itself in combat once more, and again over Iraq. On September 7, CENTCOM announced that ‘USAF heavy bombers’ had been involved in efforts to defeat Islamic State militants in a series of air strikes around the Al-Hadithah dam. In the course of four raids, the bombers destroyed five IS ‘Humvees’, one armed vehicle, a checkpoint, and also damaged a bunker. Supported by the USAF attacks, the dam remained under the control of Iraqi security forces. The Al-Hadithah mission was apparently the second flown in theatre theatr e by B-1Bs. B-1Bs. On August 8, 2014 the USAF announced that the 9th BS was beginning beg inning a deployment to Al-Udeid AB in Qatar as par t of a routine rotation to the region. On August 18, the bombers were in action in support of Kurdish and Iraqi special forces as they recaptured the Mosul dam. The latest round of missions flown against IS has also seen a new theatre added to the B-1B's combat record, the bomber being involved in strikes launched against militants in Syria. Washington's intervention in Syria, which began on September 22, has included attacks against IS targets including training compounds, headquarters, command and control (C2) facilities and storage facilities. US aircraft and cruise missiles were also directed against the al-Qaeda-af filiated Khorasan Group in Syria, hitting an explosives and munitions production facility, a communication building, training camps and C2 facilities. Although it is presently unclear which targets were assigned assig ned to the B-1B, B-1B, amateur video footage has emerged of the bomber flying over Mayadin, in eastern Syria, where coalition forces are known to have struck IS-controlled oil installations. accumulated by any given B-1B, and with this figure expected to increase to 20,000 hours by 2019, 2019, it’s high time that attention was paid to the bomber’s structural integrity. integrity. Here, Boeing has undertaken fatigue testing, and Dyess and Ellsworth are repairing wing lower skins. Appropriately cared for, the B-1B B-1B may yet continue to evade calls for its retirement and serve on until finally replaced by an afm all-new bomber some time after 2025. Below: A 7th Bomb Wing B-1B blasts off from Nellis AFB, Nevada, during a Green Flag mission in April 2014. USAF


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