...field lengths. Not visible in the
photographs are the wing spoilers that, together with differential
deflection of the horizontal tail, are used for roll control.
Symmetrical deflection of the spoilers is used to aid in
deceleration on the landing rollout.
Location of the two rectangular-shaped
engine nacelles on the bottom of the fixed portion of the wing is
shown in figure 12.20. Each nacelle contains two General Electric
afterburning turbofan engines with bypass ratio of 2.0 and overall
compression ratio of 27. The variable-geometry inlets on the B-1A
will be replaced by more simple and less costly fixed-geometry
inlets on the B-1B. Position of the exhaust nozzles behind the
trailing edge of the wing may be seen in figure 12.20. The
landing-gear arrangement is conventional and consists of
four-wheel bogies on each of two main-gear struts and a two-wheel
nose gear.
Other features of interest include the
small size of the fuselage, which is carefully area ruled and
blends smoothly into the wings. A small fuselage wetted area is an
important factor in achieving a high...
[389] Figure 12.20 -
Rockwell International B-1A bomber with wings in the minimum sweep
position. [mfr]
....value of the maximum lift-drag ratio.
One of the small vanes located on either side of the nose of the
aircraft can be seen in figures 12.19 and 12.20 These vanes are
part of a special "structural mode control system." In response to
signals received from sensors located in the aircraft, the vanes
are actuated to aerodynamically attenuate gust-induced normal
accelerations in the cockpit. In a similar manner, yawing motions
are suppressed by automatic actuation of the lower part of the
three-piece rudder. Crew fatigue encountered in the rough air of
low-altitude high-speed penetration missions is reduced, and
accuracy of weapons delivery is increased by the structural mode
control system.
Normal crew of the B-IA consists of pilot,
copilot, offensive-systems operator, and defensive-systems
operator. Contrary to conventional practice in large aircraft, the
pilots are provided with fighter-type control sticks instead of
the traditional control wheels. The power-actuated control system
is tailored to give light control forces and rapid response
characteristics. For the first three prototypes, the entire crew
compartment was ejected and lowered by parachute in the event that
[390] crew escape was necessary. As a means of
reducing aircraft costs, the fourth prototype had individual
ejection seats; this type of escape equipment will be incorporated
on all subsequent aircraft. No guns are carried on the B-1, but
extensive gear for electronic warfare is provided. Various types
of nuclear and conventional weapons can be carried in three
internal bomb bays. Provision for mounting external weapons are
also included. By careful attention to design, the radar signature
of the B-1 is only about 5 percent of that of the B-52; hence the
B-1 is much less visible to enemy radar than the earlier
aircraft.
According to table VI, the gross weight of the B-1A is 389000 pounds and
the cruising speed is listed as 648 miles per hour (Mach 0.85) at
50 000 feet. Gross weight of the B-1B is indicated by some
sources to be about 476 000 pounds. No definitive range-payload
data are available for either the B-1A or the B-1B.
According to present plans, 100 B-1B
bombers will be built, with the last aircraft to be delivered in
1988. Thus with the reactivation of the B-1 program, the strategic
bomber that traces its origins to the cumbersome Gotha and Handley
Page biplanes of World War I seems assured of an important role in
the front line of United States military power until well into the
21st century.