Rockwell International B-1A "Lancer"
The B-1A is a "swing-wing" strategic bomber of blended wing-body design intended for high-speed low-altitude penetration missions. The B-1A was initially intended to replace the Boeing B-52, operational since the 1950's. The B-1A used shorter runways than the B-52, could carry twice the payload, and had a smaller radar profile than the B-52, making it harder for the enemy to detect.

Construction of the first prototype B-1A began in late 1972 and the first flight occurred on Dec. 23, 1974. By the end of June 1977, three B-1As had made 118 flights totaling 646 hours of flying time with over 21 hours at supersonic speed and more than 35 hours at high speed below 500 ft. B-1A production was canceled by Presidental decision on June 30, 1977, but in Jan. 1982, as a result of another Presidental decision, the USAF directed Rockwell International to begin production of 100 B-1Bs, an improved version of the B-1A.

The USAF Museum has on display, the fourth and last B-1A built. It was first flown in Feb. 1979, and was used primarily as the avionics test bed for the B-1B program. Unlike the other B-1As, which had crew escape modules, this B-1A has ejection seats, which are standard on the B-1B. After the B-1B became operational on Sep. 30, 1986, this B-1A's role in the program came to an end. The aircraft was flown to the USAF Museum on December 16, 1986. It is painted as it was during the early phases of the flight test program.


Rockwell International B-1A construction

The US Air Force began design studies for an Advanced Supersonic Manned Aircraft (AMSA) in 1961 following the cancellation of the North American XB-70 project. These studies continued throughout the 1960's and in April 1969, the AMSA project was assigned the B-1A designation.

North American Rockwell was selected as the prime airframe contractor and General Electric was selected to provide engines. Construction of the first prototype aircraft began in March 1972. The airframe consisted of approximately 41% aluminum components, 7% steel, 21% titanium, and 31% fiberglass and quartz polyimide. Construction of Air Vehicle #1 (AV-1 S/N 74-158) was completed in the early fall of 1974. The official rollout was on 26 October 1974 and it flew for the first time on 23 December 1974.

The first three B-1A's incorporated a crew escape module which was similar to the F-111 escape module. During an emergency, the entire crew compartment, containing four crewmen, would separate from the B-1A. Short stabilization wings or "Elephant Ears" would deploy along with a drag chute which would slow the module until a save speed was reached for the main parachutes to deploy. The last B-1A has individual ejection seats rather than a crew escape module.

The B-1A was designed with a variable sweep wing which can travel from it's fully extended 15° position (wing span: 136' 8.5") to a fully swept position of 67.5° (wing span: 78' 2.5").

The second and third B-1A's were completed in 1976. The fourth and last B-1A was completed in 1979 after cancellation of the B-1A production program; however, flight testing continued to gather data on high-speed, low-altitude penetration missions.

When the B-1 program was restored in January 1982, the B-1A's were used to test various systems for the improved B-1B while construction of the new aircraft was in the planning stages.

Rockwell International B-1A during B-1B Flight Test Program

When President Reagan reinstated the B-1 program, in late 1981, Rockwell was authorized to use two B-1A's for flight testing various aircraft systems while construction of the B-1B was getting started. Initial contracts for the conversion of the 2nd (S/N 74-159) and 4th (S/N 76-174) B-1A's were signed in January 1982.

B-1A # 2 was the first aircraft modified with a new flight control system designed for the updated B-1B. The aircraft flew for the first time as a B-1B systems test aircraft on 23 March 1983. Flight testing continued until 29 August 1984 when the aircraft crashed during a stability and control test flight at low level with the aircraft operating at the edge of its performance envelope. This aircraft was equipped with a crew escape module which malfunctioned during the ejection sequence. One member of the crew was killed when the escape module hit the ground and two other crewmen were injured.

The second B-1A (S/N 76-174) modified for testing B-1B systems was ready in mid-1984 and flew for the first time on 30 July 1984. This aircraft was modified with the B-1B defensive and offensive avionics systems and used to test weapons delivery and electronic counter measures (both active and passive) of the aircraft. This B-1A continued as a test aircraft until the B-1B became operational in September 1986. In December 1986, the aircraft made its last flight to the USAF Museum where it was placed on permanent display in the Airpark.

Rockwell International B-1A "Lancer" Identification

The four B-1A's built are relatively easy to distinguish from the improved B-1B by the obvious and not so obvious differences. The most obvious difference, besides the tail number of course, is the white paint scheme used during the initial test program. However, there are more subtle differences between the -A and -B model B-1 and even differences between the different -A models.

The distinguishing features common to all the B-1A's include black landing gear wheels (B-1B wheels are white) and vertical engine inlet splitter forward edges (B-1B forward engine inlets are swept from top to bottom).

The common features of the first three B-1A's include longer and more pointed tail cones (radomes) and a longer nose landing gear drag strut (the angled piece supporting the main strut). These three -A models also have the crew escape module and the associated stabilization wings which deploy after separation from the aircraft. These wings or 'Elephant Ears' are located on either side of the top forward fuselage directly behind the cockpit and should not be confused with the small canard flight control surfaces on either side of the forward fuselage just ahead of the cockpit.

The first two -A models were equipped with a long test probe (pitot tube) protruding from the nose radome.

The last B-1A was different from the other three aircraft in several respects. First, the aircraft was equipped with crew ejection seats rather than an escape module and lacked the 'Elephant Ears' found on the other B-1A's. The fourth aircraft also had a smaller and rounder tail cone (radome) along with a more angled nose wheel drag strut -- both features of the B-1B.

Rockwell International B-1B "Lancer"

T.O. 1B-1B-1 - Description
The B-1B aircraft, designed and manufactured by Rockwell International, is a long-range supersonic bomber with the capability of high-speed flight at low-level altitude.

The aircraft has a blended wing-body concept with variable-sweep wings, a single vertical stabilizer with a three-section (upper, intermediate, and lower) rudder, and horizontal stabilators which operate independently to provide pitch and roll control. The variable-sweep (15 to 67.5 degrees) wing is equipped with slats, spoilers (which also function as speed brakes), and flaps which provide the aircraft with a highly versatile operating envelope. Structural mode control vanes mounted on each side of the forward fuselage are part of the Structural Mode Control System (SMCS) which reduces structural bending oscillations in the longitudinal and lateral axes.

The aircraft is powered by four General Electric (F-101-GE-102) dual-rotor afterburning turbofan engines in the 30,000-pound thrust class. The engines are mounted in twin nacelles below the wing near the left and right wing pivot points. Four Accessory Drive Gearboxes (ADGs), each shaft-driven by a corresponding engine, are mounted in separate compartments forward of the engines. ADGs 2 and 4 may also be driven by the Auxiliary Power Unit (APU) on their respective side (there are two APUs, one mounted in each twin nacelle). The ADGs drive the hydraulic pumps on all four engines and the aircraft generators on engines 1,2, and 4. There is no generator associated with engine 3.

The crew compartment provides for a basic complement of four crewmembers. There are provisions for seating an instructor pilot between and slightly aft of the pilot and copilot station, and for an avionics instructor between and slightly aft of the Offensive Systems Officer (OSO) and Defensive Systems Officer (DSO) stations. Individual ejection seats are provided for primary crewmembers and bottom bailout is provided for the instructors. Avionics equipment is located in the forward avionics compartment, wing glove avionics compartments, wheel well avionics compartments, central avionics compartment, and aft avionics compartment. Stores may be carried in three bays, two forward of the wing carry-through and one aft of the main landing gear wheel well.