B-66 Data       The B-66 Destroyer was produced by the McDonnell-Douglas Long Beach plant to meet the needs of the US Air Force. What had begun as a minimum modification of the Skywarrior turned into a totally different aircraft.Though it looked similar, apart from the changed wing plan, hardly a single airframe part or item of equipment was common, and the B-66 proved difficult and expensive. The B-66 alternators were upgraded from 40 KVA to 60 KVA, but that is the only power increase made by Douglas. After building five RB-66s for indoctrination, Long Beach and a re-opened wartime plant at Tulsa built 145 RB-66B reconnaissance aircraft as well as 72 B-66B bombers. There followed 36 RB-66C electronic reconnaissance aircraft, with a four-man crew, and 36 WB-66Ds for weather reconnaissance. Modified further over the years for many clandestine special ferreting missions, a number of EB-66E aircraft served throughout Vietnam War. Unarmed, these aircraft were packed with special electronics for electronic reconnaissance and tactical ECM jamming, and until the EF-111A Raven entered service in 1982 the EB-66B, C and E were the Air force's only dedicated EW platforms. One unit, the 39th TEWS, flew EBs in West Germany from 1969 until 1982.        The B-66 was the last tactical bomber built for the USAF, and only the B-66B was designed exclusively as a bomber, others served as tactical recon aircraft: • RB-66B photo reconnaissance • EB-66B electronic countermeasures (ECM) • EB-66C electronic reconnaissance • WB-66D weather reconnaissance. The RB-66B photo recon version was the first production series and totaled 155 aircraft. These EBs accompanied just about every strike that was destined for the more dangerous areas of North Vietnam. Their highly trained personnel were experts at jamming enemy radar and communications to severely reduce the effectiveness of the SAMs that were launched against U.S. bombers. When the EB-66s were phased out, the EA-6B Prowlers and EF-111 Ravens eventually assumed electronic-warfare responsibilities with newer, state-of-the-art equipment. For Cross-Sections of the various B-66 models
Description
Manufacturer:	Douglas Aircraft Company
Designation:	R/E/W B-66
Versions:	R/E/W
Nickname:	Destroyer
Type:	Reconnaissance
Crew (R/E/W models):	Three/five/even
Specifications
Length:	75' 2"
Height:	23' 7"
Wingspan:	72' 6"
Empty Weight:	43,476 lbs
Gross Weight:	59,550 lbs
Max Weight:	83,000 lbs
Propulsion
No. of Engines:	2
Powerplant:	Allison J71-A-13 turbojets (and) 12 - 1,000 lb JATO Bottles
Thrust (each engine):	10,000 lbs
Performance
Cruise Speed:	525 mph
Max Speed:	585 mph
Service Ceiling:	43,000 ft
Range:	1,800 mi
Armament
Guns:	2 - 20mm cannons
Bombs:	8,044 lbs of photo flash bombs

In the mid-1960 time era, 2 WB-66Ds were modified by Northrop to test a promising Laminar Flow Control system that was expected to result in a 50% increase in large aircraft range, payload and endurance.

The modified B-66 Laminar Flow Control “Breathing Wing” used underwing compressors to inhale turbulent boundary air through paper-thin slots on top of the wings to provide Laminar Flow Control. The engines were moved to the tail of the aircraft where two GE XJ79-13 non-afterburning versions of the J79-3A engine were mounted on the aft fuselage. The performance of the modified aircraft was greatly enhanced, with flights well into the supersonic range.

The program was scrapped since no one could come up with a solution to the razor-thin slots on top of the wing from becoming plugged with bugs, dirt and debris that were sucked out of the air by the compressors under the wings.

The modified WB-66Ds tail numbers 55-408 and 55-410 were used in the Northrop Laminar Flow Control Project redesignated as the X-21As .

For Larger Photo of Modified WB-66D

X-21A data website

The seats for the Douglas B-66 aircraft were built by Aircraft Mechanic Inc.. Pictures show the various front-end crew station seats. Some of the seats had a front/back adjustment and were retracted prior to ejection.

Note: No information was found on EWO and Weather crew station downward ejection seats.

1.) Each of the two (2) Allison J-71-13 engines had a 28 VDC generator and a 60 KVA, 200 VAC, 3 Phase, 400 Hz alternator installed.

2.) No dynamotors were used in the B-66 power supply system. Step down
transformers were used obtain lower AC voltages, such as 28/115 VAC, Single Phase, 400 Hz for applications, such as engine instrument power. Flight instruments utilized a 200/115VAC, 3 Phase transformer. For Emergeny flight instrument power, an inverter was utilized.

3.) The original B-66 AC Power System utilized a 40 KVA. 200VAC. 3 Phase, 400 Hz alternator. As the aircraft electronic systems "Grew", the 40 KVA alternator was replaced with the 60 KVA alternator.

4.) All models of the B-66 utilized ground supplied air to start the engines. During flight, the "Air Start" mode or "Crossover Start" from the operating engine was utilized to restart engines.

1.) The RB-66B, RB-66C, WB-66D and the RB-66B and RB-66C aircraft modified to EB-66E and EB-66C configuration, had UHF and HF capability. An ARC-27 was used for UHF and the ARC/21 (Later the ARC-65) was used for HF.

The original B-66B had UHF (ARC-21) capability only. When some of the B-
66B's were modified to EB-66B ECM Jammer configuration, an ARC-21/-65
HF communications system was installed for Liaison capability. The ARC-21/-65 Liaison radio had 20 preset cannels available in the 2 - 24 MHz range.

2.) Trailing wire antennas were not used on the B-66 aircraft. The production RB-66B, RB-66C, WB-66D and the EB-66E and EB-66C had a wide isolation strip Insolation) incorporated about half way up the vertical stabalizer. The upper section of the vertical stabalizer was the HF antenna.

The oiriginal B-66B aircraft did not have an HF capability and, therefore, did not have an isolation strip on the vertical stabalizer. When some of the B-66B aircraft were modified to the EB-66B Jammer configuration, an ARC-21/-65 HF Liaison communications system was installed. The antenna system for the Liaison radio was installed by a modification (T.O.). This consisted of a mast on the top of the fuselage just forward of the wing leading edge. A "Long Wire" antenna was then connected between the mast a point near the top of the vertical stabalizer leading edge.

3.) I have obtained the following information, concerning pilot communication and potential jammer interference, from a retired Air Force Electronic Warfare Officer who flew 100 EB-66C Electronic Warfare missions over North Vietnam.

"There was no interference on the communications channels with the jammers on, and the pilot was able to communicate normally."

"There were communication jammers on the EB-66E - but as I recall, they were limited to VHF."

"The only possibility of communications interference by the jammers was
harmonics or spurious responses - which I don't recall were ever reported as a problem."