B-1B Bombers Can No Longer Fly At Low-Level And Their Annual Flight Hours Have Been Restricted
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On June 29th, 1985, at 1:55 PM, a B-1B
nicknamed Star
of Abilene was the first example of the
bomber to land at Dyess Air Force Base, Texas as part of a delivery ceremony in
front of an air show crowd of 45,000. Almost foretelling the B-1's legacy,
legend has it that the real Star of Abilene was
delayed by maintenance problems and another B-1 arrived in its place so as to
not disappoint the crowd.
With that first delivery, Dyess
became, and still is, the center of the B-1 world. In 2003, 18 years later,
the Star
of Abilene was retired early with 33 of its
stablemates as part of a plan to concentrate the B-1 budget to increase
reliability. The bomber was towed through Texas’ red dirt and mud to get to the
main gate for display where it remains today.
In total, 100 B-1Bs were built and 62
remain in service 35 years after the type’s introduction into service. In those
three and a half decades, one of the worst kept secrets of the B-1 program was
its poor reliability.
NATIONAL ARCHIVES
B-1B
under construction at Rockwell's facility at Plant 42 in Palmdale, California
during the mid-1980s.
The
B-1B was resurrected from the canceled 1970’s B-1A program, which was
originally intended to replace the B-52.
When it was brought back in 1981, the bomber had become an interim measure due
to the delays the Advanced Technology
Bomber (ATB) program experienced.
The ATB was funded at the time as
“Aurora,” but was ultimately known to the public as the B-2 Spirit. When the
B-2 was finally rolled out for the first time, it did so the same year as the
100th and final B-1B delivery, 1988.
The
B-1 dutifully took its place next to the B-52 in the nuclear deterrent role,
until it stood its last nuclear alert in 1997. The bomber's first combat employment
was shortly thereafter during Operation Desert Fox in
Iraq in 1998. After September 11th, 2001, B-1s quickly found their place
in Operation Enduring Freedom.
NATIONAL ARCHIVES
B-1B
seen sitting idle while deployed to the Middle East during the 2000s.
In
actuality, B-1s were already deployed to Guam for
a global power exercise when the 9/11 attacks took place. They quickly moved
to Diego Garcia in
the Indian Ocean and in March 2002 the 9th Bomb Squadron from Dyess AFB
participated in Operation Anaconda.
Throughout operations in Afghanistan, and eventually Iraq, B-1s flew from Oman,
Diego Garcia, Qatar, and
other forward operating locations. Their loiter time, large payload, and
ability to perform show of force flybys, as well as other unique capabilities,
rapidly evolved them into one of the world’s most requested close air support
platforms and a virtual flying arsenal ship. That’s a large contrast from the nuclear
deterrent role for which the bomber was originally intended.
Upgrades
to precision weapons capabilities continued and proved useful. In combat, B-1s
mostly employed GBU-31/B 2,000 pound Joint Direct Attack
Munitions. Such large ordnance kept B-1 use in Iraq more limited. In
2007, the Sniper XR targeting
pod was fitted to the right front-most external weapons hardpoint, greatly
improving precision weapons delivery capabilities by self target acquisition.
More recently, $1.26 billion was spent on long overdue avionics
modernizations, called the IBS, or Integrated Battle Station, for
the forward and aft B-1 crew stations.
USAF
The
B-1B's upgraded cockpit.
USAF
B-1s were almost continuously deployed
for 15 years and over 12,000 combat sorties have been flown to date. Ground
commanders love the B-1 for always performing assigned taskings when needed,
but the B-1 world was infamous for maintenance problems and low mission capable
rates.
In August 2019, only six of the remaining 62 B-1Bs were mission
capable. The highest time B-1 has accumulated over 12,000 flight hours.
Priority was given to keep jets ready for combat, but training is essential to
readiness. An elaborate system including, but not limited to generating spare
jets, ever-evolving maintenance inspection concepts, and cannibalization
programs became essential parts of even peacetime operations as the jets
continued to age poorly. A normal day on a B-1 flightline involves aircrews
starting up perfectly good aircraft and routinely finding so much going wrong
that they leave it for a spare, or even a spare of a spare.
USAFA
B-1Bs preparing to on a Red Flag mission out of Nellis AFB. Note the Sniper
targeting pod on the forward fuselage pylon.
The original engineers expressed
disapproval back in 1990 when they discovered active duty aircrews were
performing touch and go landings. Remember, this jet was designed to sit
nuclear alert. Combat jets and especially heavy bombers are purpose-built, life
limited, and a finite resource. The service life expectancy of the B-1 fleet
has already been extended several times. The bombers were never intended to see
continuous use, to include conventional combat, for decades on end.
Like all machines, B-1s wear out.
Things like heavyweight landings have a price to pay. Even in the early days of
the B-1B program, cracked longerons – the plane's backbones – and other
structural problems were found. Many more structural issues have been
discovered since, including wing spar tabs, lower wing skins, fuselage splices,
longeron doublers, and upperwing splices.
USAF
B-1B
during phase inspection at Tinker AFB.
A
single disused B-1, 85-0082, was removed from Edwards Air Force Base in 2012,
partially disassembled, and trucked to Seattle where
it would become a fatigue testing article, providing useful information about
the health and longevity of the aircraft’s structure. Modifications, One Time
Inspections (OTIs), and extensive Time Change Technical Orders (TCTOs) have
since been implemented. Aircrew procedures have been updated many times as
fleet management initiatives have been deployed. The B-1B scheduled inspection
concept at home bases went from phase to isochronal and
back again in a search for the best way to manage the aging fleet.
Every B-1 in the United States Air
Force inventory has been extensively inspected and rebuilt many times by
Program Depot Maintenance (PDM) at Tinker Air Force Base in Oklahoma City. PDM
generally happens every five years and jets head back to their home stations
looking brand new.
USAF
A
B-1B after a major overhaul at Tinker AFB.
Bill
Barnes, Director of the B-1 Systems Program Office, acknowledged that “It’s
been flown past its certified service life and, as such, it’s developed
numerous structural issues and we’ve been working on repairs for over the last
four or five years.”
In
2018, a B-1B, callsign Hawk 91, had a series of problems over
Texas that resulted in the aircraft commander calling for the
entire crew to eject. The first ejection summarily failed and the crew decided
to stay together and land the jet in Midland, Texas. There were already issues
with egress documentation and maintenance in previous years, but this failed
ejection was traced to a part. Fleetwide groundings ensued. Three weeks later,
the grounding was gradually
lifted as the fleet was inspected and repaired as necessary.
In addition to serious egress system
problems, critical structural discrepancies have been a primary focus of the
B-1 Systems Program Office at Tinker. Recently the 766th Aircraft Maintenance
Group there stood up a dedicated repair line just to address B-1 structural
issues. Before B-1s leave, they undergo 5,000 man-hours of repairs in only 30
days under phase 1. Phase 2 will begin in April 2020 and B-1s will receive
14,000 hours of repair work each. To meet these increased maintenance goals, the
Tinker B-1 PDM will need to increase its workforce by 50 percent. The goal, at
least in theory, is to keep the B-1 structurally capable of flying until 2040.
USAF
A
technician gives a tired Bone some much needed TLC at Tinker AFB.
A further implementation intended to
keep the B-1 fleet going is a yearly flight hour limit imposed by General
Timothy Ray, the Commander of Global Strike Command. Each aircraft will be
expected to fly less than 300 hours per year unless waivered, according to a
B-1B Fleet Management Policy Letter sent out to Ellsworth and Dyess Air Force
Bases in January of 2020.
Global Strike Command stated the
following to The
War Zone regarding the B-1B’s material
condition: “Over the last 35 years, the B-1B Lancer community has continuously
reinvented itself as a premier long-range precision strike platform. However,
continuous bomber support over the last 20 years has taken a toll on the
airframe’s structure due to overuse in a manner not commensurate with it’s
planned design.”
USAF
B-1B
undergoing an engine swap of one of its four F101 afterburning turbofans.
One
of the most taxing flight profiles on the B-1B airframes, according to the
engineers, is low-level terrain-following flight. The ‘whiskers’ at the front
of the jet are known as the Structural Mode Control System vanes (SMCS vanes),
a further evolution of the YF-12’s shaker vanes
tested at Edwards Air Force Base in the 1970s.
SMCS Vanes react to a set of
accelerometers in the nose and spine with hummingbird-fast movements intended
to dampen structural oscillations, increasing airframe life and improving ride
quality. The B-1B’s original mission was to penetrate under the radar at
low-altitude and high-speed in any weather, day or night.
USAF
SMCS or not, cruising at 540 knots at
500 feet above ground level regularly for 35 years has worn the B-1 fleet out
in ways flying level at 20,000 feet and dropping JDAMS in combat never has.
Almost all the low-level flying has been stateside during peacetime.
Confusingly, the idea of using a B-1’s terrain-following radar and low-level
capability to penetrate soviet air defense went away a long time ago.
Nonetheless, B-1 aircrews continued to
train for the entire life of the bomber by frequently flying low-level routes.
Why? One reason is that it’s fun. Has a B-1 ever flown an actual combat
low-level ingress to penetrate contested or denied airspace? It’s unlikely, but
I stand to be corrected.
More to the point, the B-1 aircrew
low-level training requirement has ended over structural longevity concerns.
Lieutenant Colonel David Faggard, Air Force Global Strike Command top
spokesperson, said: “We’re working closely with aircrews, maintenance, industry
engineers and combatant commands to identify and determine what, if any,
changes may be made as we balance operational necessity today with the
longevity of the B-1 airframe for the future.” Faggard
declined to comment on specifics, but The War Zone understands
that a 5,000-foot floor for B-1 operations has now been implemented.
The B-52 community largely gave up
low-level training a long time ago. In their case, they had a much larger
fleet, with 744 examples built and providing data points, so the accelerated
airframe wear caused by low-level training couldn’t be ignored. The B-52, like
the B-1A, and unlike the B-1B, was built from the outset for high altitude
missions, which they may end up having flown for an entire century before they
are retired. Meanwhile, the B-1 world is finally and quietly entering its
twilight years.
NATIONAL ARCHIVES
We reached out to an engineer
associated with the B-1B program, who told us the following:
“In
my own opinion after seeing in excess of 20 years of B-1 operations, we’ve
accomplished more than the aircraft was really ever intended for, even if it
wasn’t used in the originally conceived methods. The B-1 has been maligned,
underfunded, and often placed under the charge of those who managed it poorly
and didn’t represent it well when it came to sustainment and actual
preventative measures for fleet health."
"The
aircraft has largely overflown its original estimated service life and as B-1
operations will eventually dwindle into the twilight, many people will never
know the amount of effort poured into keeping it flying despite the conditions,
which forced it’s handlers to keep moving the goalposts. We were promised better
systems through upgrades only to have them fail and no spares available.
Procurement and sustainment contracts for critical components often took years
only to have those parts not fit or fail sometimes out of the box."
"I’m
anxious to see what’s coming, but also somewhat saddened by the sober knowledge
I’ll watch these aircraft depart on their final flights.”
TYLER ROGOWAY
U.S.
Air Force General Timothy Ray, commander of Global Strike Command seems to agree B-1s
were overextended. He said, “The ongoing inspections and TCTOs [Time Compliance
Technical Orders] were a much-needed step back even though we lost a lot of
flying.” He also mentioned that he’s hopeful mission capable rates will
improve.
The
most recent combat employment for the B-1B Program was a somewhat mysterious
October 2019 rapid deployment by Bones from Ellsworth to Saudi Arabia, where
the bombers supported the operation that resulted in the death of Bakr Al
Baghdadi. During that mission, B-1s mostly lied in wait as F-15Es did the heavy
lifting with stealthy JASSMs
missiles.
As late-life maintenance obligations
and complications pile up, B-1s have seen fewer and fewer deployments. When
they deployed in 2019, they did so briefly and in small packages. More short
strategic bomber rotations are planned. General Ray commented, “The deployments
are short, they’re crisp, they’re not long and enduring." He doesn’t
believe the missions will keep B-1s from undergoing maintenance.
USAF
Crews
work on a B-1B deployed to the Middle East in support of the Global War On
Terror.
Regardless
of decreasing expeditionary and combat use, a recent “expanded
carriage demonstration” performed by the 412th Test Wing at
Edwards Air Force Base hints at the potential for keeping the B-1B relevant
until it is replaced by the B-21 Raider. But realizing that potential will cost
even more money for a jet that is already being drawn down and is costing the Air
Force plenty.
The
Air Force’s new B-21 Raider stealth
bomber is expected to be flying at Ellsworth AFB starting
around 2025, if everything goes as
planned, gradually phasing out and replacing B-1s sooner than
later.
The B-21s certainly has large shoes to
fill, but from the outset of recent acquisitions such as the F-35, the Air
Force has placed a strong emphasis on ease of maintenance and reliability,
whether or not that will actually materialize is another question altogether.
B-1 retirements are scheduled to begin in 2032 and go through 2038. What will
the B-1’s golden years look like? With all the work being done at Tinker to
keep B-1s able to fly until 2040 and the recently implemented flight
restrictions, it appears that the B-1 fleet will be handled with deliberate
gentleness.
TYLER ROGOWAY
With
all this in mind, enjoy seeing B-1s at air
shows while you can. As of February 2020, the Air Force is
already telling Congress it’s unwilling to pay for sustainment and structural
improvement costs for 17 of the 62 B-1s and wants to send them to the boneyard
at Davis Monthan AFB by the end of the year. It will either be forced by
lawmakers to pay for keeping the bombers flying or the sunset years of the B-1
fleet will consist of 45 of the original 100. However many are left, they will
be carefully operated and delicately maintained to last as long as needed. One
more unpredicted fleet-wide structural problem could be more than the Air Force
wants to pay for and it is very possible the fleet could be drawn down before
the current plans dictate, depending on how it actually ages.
The pride of the B-1 universe has
always been deeply rooted in its combat-proven ability to get whatever is asked
of it done in the face of complex maintenance challenges. Inarguably, B-1s are
very, very used. A day when the final B-1 flight will take place is now on the
horizon and elaborate sustainment practices will be increasingly necessary to
keep that date from coming to pass sooner than anyone currently wants.
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