Crowood Aviation Series - McDonnell Douglas A-4 Skyhawk

McDonnell Douglas A-4 SkyhalVk

McDonnell Douglas

A-4SKYHAWK Brad EI"\Vard

4275

I~~cl The Crowood Press

First puhlished in 20 hI' The Crowood Pres, Ltd Ramshury, Marlhorough Wiltshire N 2HR

© Brad Elward 2000

All right reserved. 0 parr of this puhlication may he reproduced or transmitted in any form or hI' any mean>, electronic or mechanical, including photocopy, recording, or any information storage and retrieval system, without permission in writing from the publisher•. British Library Cataloguing-in-Publication Data A G1talogue record for this hook is availahle from [he British Library. ISBN 1 86126 340 6

Acknowledgements As with all writing projects, the author is just one of many who contribute to the completed book. Behind the pages are dozen of people whose contributions are great, but recognition little. I want to thank my editor, Melvin Hiscock, for his guidance and for giving me the opportunity to write this addition to his Aviation eries. My greatest thanks goes to all of those people who helped make this project a reality: Robert F. Dorr, who has provided endless advice on aviation writi ng and who is responsible for opening up countless doors to the aviation writing community; Harry Gann, the former Douglas Aircraft Historian and respected Sky hawk authority; Lt Cdr Richard Burgess US Ret; Lt Cdr Tom Twomey S ; Ted Carlson of Fotodynamic; Lt dr Rick Morgan U Ret; Hill Goodspeed, Historian, ational Museum of ava! Aviation;

Contents

Ensign Mike Blankenship, HI FO; Dave Donald and ick troud, Aero pace Publishing; jim Winchester; john Binford; Frank Mirande; dr Doug iegfried Retd of the Tailhook Association; Col john Caldas USMC Retd; Capt Otto E. Krueger Ret; Tony Holme; apt Walter Ohlrich US Ret; Anthony Thornborough; Mike Weeks; Barb Joyner; Faith Blanchard; and Amy Clark. Special thanks go to my wife Marie, for tolerating all of my time away from the family and for her help with this project; to my children, Logan, Ryan, and Zane, for their patience and understanding; and to my colleagues at my law firm, Heyl, Royster, Voelker & Allen, for their support. Brad Elward

East Peoria, Illinois September 1999

Pr face

7

1

'Heinemann's Hot Rod' - The D v lopm nt of the A-4

9

2

The Scooter Com s to Life

28

3

T wo~Seat Skyhawk

84

4

Skyhawks at War

104

5

Skyhawks in Foreign Service

156

App ndice

I

Significant Skyhawk Milestones

176

II

Variant Specifications and Detail

177

III

A-4 Production Hi tory

181

IV

A-4 Squadrons, US

1 6

otes

Typefacc, u,cd: Goudy (text), Chcltenham (headings) Type,er hI' Florence Production Ltd, Stoodlcigh, Devon Printcd and hound hI' Bookcraft, Bath

and USMC

188

Bibliography

188

Glossary

189

Index

189

Preface When production of the Douglas Aircraft Company's A-4 Skyhawk began in late 1954, few people, including its brilliant designer, Ed Heinemann, could have foreseen its impact on naval aviation and that it would have the longest production life of any type of combat jet aircraft in the western world. Spanning from 1954 until 1979, a total of 2,960 Skyhawks were built in seventeen different configurations at the Douglas factories at EI egundo, Palmdale, and Long Beach, California. Conceptualized in 1952 by Ed Heinemann, the chief engineer at EI egundo, the kyhawk, or' cooter', as it was called, was truly a remarkable design, stres ing simplicity and affordability at every turn. Indeed, the kyhawk halted, at least temporarily, the trend towards heavier and more complex aircraft designs that began during World War II and continued unchecked in the years following the war. When it finally emerged from the El egundo factory in 1954, the 4D-I ( 4A) cam in below cost, while at the same time surpassing all of the Navy's requirements for a jet-powered AD kyraider replacement. Backed by Douglas's 'can-do' attitude, engineers had produced what many believed could not be done - a firstrate, lightweight, jet-powered attack bomber. Despite the A-4A's outstanding capabilities when it emerged on the scen , the Skyhawk model would go on to see a total of five single-seat variants built for the Navy and Marine orps; one specially built for the Marines; and four versions of a two-seat Skyhawk - the T -4F and T A-4J used for training, the EA-4F electronic aggre or, and the OA-4M used by Marines in the Fast Forward Air ontrol (Fast FA ) and observation roles. Another variant, the A-4L wa a conversion (making A-4Cs into A-4Fs, but without the J52 engine) that served with avy and Marine Reserves. Each variant typically ushered in newer and better capabilities. For xampl, the A-4B introduced an in-Aight refuelling

probe and buddy-store refuelling capability; the A-4C brought with it an expanded ordnance capability and, perhaps most important, terrain cI arance radar that gave the Scooter its first, albeit limited, all-weather attack capability. With the A-4E came the addition of two more weapons pylons, making a total of five; the aft avionics package of the A-4F, called by many the 'hump', brought much-needed electronic countermeasures systems with which to meet the develo[1ing threat in south-east Asia. The A-4M, when it came about in 1970, wa hai led as the most capable of all kyhawk variants made for U ervices and was even named the kyhawk II by McDonnell Douglas, signifying its uniqueness. Eventually the A-4M, or 'Mike', as ome would call it, would see a modern Heads- p Display (H D), laser and optical guided munitions capabilities, and incorporation of the powerful J52-P-408 turbojet engine rated at II ,2001b (5,070kg) thrust. With -4s forming the backbone of the naval aviation attack community, Skyhawks would certainly see their share of the air war in Vietnam, making 112 combat squadron cruises, more than any other squadron type in the conAict - so it is not surprising that more A-4s were lost to combat operation than any other naval aircraft type during the war. However, this figure is somewhat misleading, as Skyhawks suffered only a .002 loss per combat sortie, the lowest of all combat types and a true indication of its heavy usage. Although it would never Ay the mission for which it wa intended, that of a carrier-based nuclear attack bomber, the Skyhawk would prove highly capable in the conventional attack role, becoming most known for its interdiction and close air support attributes. In total, thirty-six A-4 squadrons participated in the Vietnam War from August 1964 until January 1973, with 266 kyhawk lost in action. These Skyhawks Aew in some of the most Significant strikes of the war, including the Gulf of Tonkin, Thanh Hoa bridge,

7

-

-

----

-

the Kep MiG fields, and the defence of Khe anh. Even though single-seat -4s were removed from frontline service with the Navy in 197 and from Marine frontline units in 1990, kyhawks continued to Ay with many Reserve units throughout the late 1980s and early 1990s, with the VMA-131 'Diamondbacks' retiring the last Skyhawk from reserve status in August 1994. The two-seat variant, the T A-4J, had been operated as an advanced trainer by the Navy Training Command ince 1969 and continued to serve with VT units, in particular VT-7, until eptember 1999. As this is written, the T A-4J erves in one squadron, VC- . kyhawks were used not only by the U avy and Marine Corps, but also by nine other coumries, beginning with the Argentine Air Force in 1966. in e that time, A-4 have Aown with countries such as New Zealand, Australia, Israel, Indonesia, Kuwait, and mo t recently Brazil, as the mainstay of their light attack for es. The Skyhawk's low ost and low maintenance needs made it a prime candidate for smaller, less well-funded air forces. Three of these countries, Israel, Argemina, and Kuwait, have used their Skyhawks in war, with Argentine A-4s sinking three British ships and damaging four others during the 1982 Falkland War In all, kyhawks have Aown with at least thirteen types of active-duty squadrons, in luding VA, VMA, VF, V , VMAT, VMT, VT, VSF, V Q, VX, WT, and H&M unit and RV H, others such as the 'Blue Angels' and 'Air Barons' Aight demon tration teams, and Navy and Marine Corps Reserve units. They have likewise served in countless roles, from the initially conceived nuclear strike mission to that of conventional attack, and other roles not originally envisaged, such as fighter, trainer, and electronic adversary. Certainly, this is a testament to the outstanding v rsatility and adaptability of the Skyhawk's design.

PREFACE

probe and buddy-store refuelling capabilit ; the A-4C brought with it an expanded ordnance capability and, perhaps most important, terrain clearance radar that

gave the Scooter its fir t, albeit limited, all-weather attack capability, With the -4E came the addition of two more weapon pylons, making a total of five; the

aft avionic package of the A-4F, called by many the 'hump', brought much-needed electronic countermeasures systems with which to meet the developing threat in

The TA-4J served with the Navy's training command from the late 1960s until 1999 and trained thousands of naval and Marine Corps pilots, This Skyhawk from CTW-l'sVT-7 at NAF EI Centro presents an inspiring head-on view, Ted Carlson

CHAPTER ONE

'HeineDlann's Hot Rod' - The DevelopDlent of the A-4 No words can say more about an aeroplane than those by people who hm'e flown it, both in peace and in batrle, One such person is Capt Otto E. Krueger who flcw thc A-4 on two cruiscs over the hostile skies of orth Vietnam: The alrcr"tr lI'a, "mph' ",onderful

10

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A-4A to TA-4F, this late 1960s VA-125 photo depicts all A-4 Skyhawk models made by Douglas to date, The VA-125 'Rough Raiders' were responsible for training all west coast A-4 pilots following their graduation from the training wings, Harry Gann

8

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· HOT ROD' - THE DE ELOPMENT OF THE A-4

The Douglas Aircraft Company

The Douglas Aircrah Company was founded in 1920 by Donald Wills Douglas, following his brief tenure with aircrah mogul Glenn L. Martin (responsible for the Martin PBM and B-26) from 1916-20. With the financial backing of sportsman David R. Davis, Douglas began his company in 1920 as the Davis-Douglas Aircrah Company. Douglas's first venture, a sturdy biplane dubbed the 'Cloudster', was ordered by Davis for his use. Ironically, the Cloudster bore a remarkable semblance to the requirements issued by the US Navy for a new torpedo bomber. With new financing, the Davis name was dropped, thereby becoming the Douglas Aircrah Company, and was issued with a contract to produce the Cloudster as the DT-1 - signifying that it was the first type of Douglas-built Torpedo aircrah. While only one DT-1 was built, subsequent production of a variant known as the DT-2 began, with forty examples built for the US Navy and another forty-six built under licensing agreements.

These short comments say it all when talking about the kyhawk, from its ruggednes [0 the simplicity of it de ign.

The Setting During the late 1940s and early 1950s, the avy saw a remarkable transition in

The Douglas affiliation with the Navy continued throughout the 1930s, with production of the TBD Devastator and later, the SBD Dauntless divebomber/scout made famous in the 1942 Battle of Midway. Douglas sought a follow-on to the Dauntless, developing the Destroyer. However, real fame came through the AD Skyraider series. Designed too late for World War II operations, the Skyraider saw action in Korea and Vietnam, operating from both carriers and shore-based Marine installations. Skyraiders flew hundreds of sorties in Vietnam until they were withdrawn from carrier service in late 1968. Other Douglas designs, including the A3D Skywarrior and the F4D Skyray, carried on the company's tradition of excellence in the attack and fighter roles respectively. The Skyray is regarded as one of the best fighters of its time. Moreover, the A3D served with Navy units until the mid-1980s, as an electronic surveillance aircrah, tanker, and electronic aggressor.

both naval strategy and assets, as the Navy moved from a vast blue-water fleet dominated by propeller-driven aircraft to the atomic age and jet-power. Indeed, following the end of World War ll, many were questioning whether carriers had any role [0 play given the development of the new long-range, atomic-armed strategic bombers.

In 1945, the avy had ninety-eight carriers, twenty-three of which were of the newer 27,00 ton 'Essex' class. Three other large carriers of the 45,000 ton 'Midway' cia s were also nearing completion, and would soon join the fleet. In less than a year, however, carrier forces would be slashed to twenty-three carriers, with naval combat aircraft down to just 14,125 aircraft

'HEINEM N "S HOT ROD' - THE OEVELOPME T OF THE A-4

from the 29,125 of a year earlier. Events such as the Biki n i Atoll te t in 1946, which destroyed numerous surface ships, including aircraft carriers, left many que tioning the vulnerability of any surface ship to nuclear weapons. Carrier forces were also troubled by th ir inability to carry th large atomic weapons of the day, some of which weighed up to 10,0001b (4,530kg), and measured nearly 11ft (3Am) in length. Without an atomic delivery capability, some wished to relegate the avy to transport and anti- submarine roles. To make matters worse, the avy it elf was experiencing growing pains as it attempted to accommodate the newer jet aircraft into carri r servic . Landing in bad weather was difficult enough for slower, conventionally powered propeller aircraft, let alone the newer jets, with their higher approach peeds. aval aviation was in a state of flux, a force in tran ition, caught between two eras. Even as late a 1950, much of the carrier deck was occupied by propeller-driven aircraft, namely the F4U Corsair and the AD Skyraider. Most of the carriers were too small for jets, and the proposed 58,000 ton supercarrier, United States (CVB 5 ) had been cancelled, as it was considered unnecessary in light of the carrier's overall mission and the Air Force's developing Strategic Air Command. aval aviation's role was soon clarified, however, when the orth Koreans crossed the 3 th Parallel on 25 June 1950, marking the start of the Korean War in which carrier forces would playa vital part in containing Communist advances. Contrary to the predictions of military planners of the day, the atomic weapons, and, therefore, the entire fleet of strategic bombers, played no role. Tactical air

power dominated the scene, with close air support and interdiction bing the primary missions. Particularly in the early days of the war, and during MacArthur's famed Inchon landings, much of this air power was upplied by carrier aviation. Indeed, 41 per cent of all sorties were flown by avy and Marine Corps aircraft, including over half of the total interdiction sortie. While carrier aviation made its mark in the Korean War, it became clear that the days of the propeller plane as a mainstay of naval aviation were over. Attack planes were far too vulnerable to jet interceptors and needed the added boost of jet power to aid ingress and egress. Even the American jet planes of the day, namely, the Grumman F9F Panther, would have been no match for the M iGs had the orth Korean pilots been better trained. It was against thi backdrop that the kyhawk emerged.

Origins of the A-4 Development of the A-4 Skyhawk stemmed from the convergence of several factors. The avy needed a jet-powered replacement for the propeller-driven Douglas AD Skyraider serie attack aircraft, and internal events within the Douglas Aircraft Company had focused attention on reducing overall aircraft weight and complexity - something that had become a growing trend in the aviation industry since the 1940s. ince 1946, the carrier-based AD Skyraider had been operating with fleet units as the air wing's light attack and closesupport aircraft. However, the avy was beginning to hear complaints from AD pilots about flying the relatively slow (a

compared to its jet-powered brethren, the Grumman F9F Panthers/Cougars and McDonnell F2H Banshees) propellerdriven, Skyraiders on long-range missions, which could la t from eight to twelve hours and lead to problems associated with aircrew fatigue. AD pilots also voiced concern over the kyraider's effectiveness when pitted against the sleeker and more nimble jet-powered Soviet-built fighters of the day, such as th Soviet-built MiG-IS 'Fagot'. Also at the forefront of the avy's collective mind was the need to be closely involved with the growing ·trategic arm of th military. With the US Air Force's B-47 Stratojet and the introduction of the B-52 Stratofortress, the avy was ke n to protect its role of delivering nuclear weapons deep into the heart of enemy territory. Both the orth American AJ-I and the Douglas A3D erved this purpose, but were recognized as large airframes unsuitable for close air support and conventional, non-nuclear attack carrier operations. What was needed was a smaller aircraft, with nuclear strike capability, incorporating recent advances in weapon's miniaturization, that could equally fill the conventional role. With these concerns in mind, the avy began looking for an alternative to the AD series that would feature a more manoeuvrable and smaller jet-powered aircraft, with the load-carrying capabilities of the AD and the added capability for delivering nuclear weapons. At the same time as the avy was looking for a jet-powered AD series replacement, Ed Heinemann, chief engineer, and his team at Douglas, EI Segundo were pursuing a high-performance, Iightweight fighter design with thrust/weight

Ed Heinemann - Father of the Skyhawk

Two historic planes, the XA4D-l and its big brother, the Douglas A3D-l, sit side-by-side at Mines Field (LAX), California, in June 1954, just prior to the Skyhawk's first flight. Boeing Historical Archives via Harry Gann

70

Born Gustave Henry Heinemann on 14 March 1908, Ed Heinemann began his association with the Douglas Aircrah Company in 1926 as a drahsman where he prepared tracings and drawings for early model Douglas aircrah and later, at the age of twenty-five, worked on Douglas's successor to the TD-1, the T2D-1. During this time, Heinemann worked in close association with John K. Northrop who would later leave Douglas to form Northrop. Although he lacked formal training as an engineer, Heinemann learned quickly and gained valuable experience taking night courses in aircrah design from Don Berlin, a Douglas engineer. Heinemann's hard work and expertise were rewarded when he was promoted to chief engineer of the Northrop Division in 1937, which was renamed EI Segundo in 1938. There, Heinemann designed such famous planes as the US Navy's Devastator and Dauntless, the DB-7/A-20 Boston/Havoc and A-26 Invader used by the Army Air Corps.

Perhaps Heinemann's biggest success, aside from the A4D, was the propeller-driven AD series Skyraider, of which over 3,000 were produced in all-weather attack, airborne early warning, and electronic warfare variants. Serving in Korea and Vietnam, Skyraiders were seldom outmatched in their ability to deliver mass destruction. Heinemann's success was not limited to propeller aircrah. Following the end of World War II, two jet designs emerged from Heinemann's Douglas design team to fill the growing need for carrier-based jet-powered fighter aircrah. The first was the all-weather F3D Skynight, serving as a two-seat night fighter/interdiction aircraft. This capable aircrah was later adapted by the US Marines as an electronic warfare platform, where it performed well until the entry of the Grumman EA-6 Electric Intruder and later the EA-6B Prowler. Also designed by Heinemann was the supersonic delta-winged shaped fighter, the Douglas F4D Skyray, which served with frontline Navy

77

'HEINEMA N'S HOT ROD' - THE OEVELOPME T OF THE A-4

Skyhawk designer Ed Heinemann talks with test pilot Bob Rahn in front of XMD-l. Boeing Historical Archives via Harry Gann

units throughout the 1950s until replaced by the F8 Crusader and later the F-4 Phantom II. Heinemann also made inroads into the jet-powered attack arena. His first attempt, the ill-fated XA2D-1 Skyshark, was more of a compromise, as it attempted to combine a turbo-jet with two contra-rotating, four-blade propellers. Indeed, one prototype shredded its propellers in flight, killing the pilot in the resulting crash. The XA2D did not to prove to be the answer to the AD replacement problem but it did provide valuable funding assets for the development of the XMD when it was finally abandoned. Heinemann's second attack jet, however, the A3D Skywarrior, was hugely successful and would go on to see its career span into the late 1980s as a highly capable ESM platform with Navy va squadrons until replaced by the Lockheed ES3A Shadow. The A3D, however, while fulfilling the carrier air wing's heavy attack and nuclear role in the 1950s, was too large and cumbersome for the AD-type missions, not to mention lacking in the agility needed for close-in support. In addition to his military aircraft, Heinemann led two excursions into experimental designs, first with the 0-558-1 Skystreak, and later with the 0558-2 Skyrocket. The jet-powered Skystreak first flew in 1947 and set a world speed record of 650mph (1053km/h) Ironically, this record would later be broken by a jet-powered attack aircraft, the MD Skyhawk. The 0-558-2, as its name implied, was a rocket-powered aircraft that achieved similar glory as the first aircraft to reach Mach 2. Heinemann later became Vice-President for Military Aircraft at Douglas in 1958 and, in 1960, joined Guidance Technology as its Executive VicePresident. One year later he became Corporate Vice-President of Engineering for General Dynamics where he served until his retirement in 1971. In commemoration of his achievements in the aviation community, Heinemann received the Collier Trophy in 1953 for his work on the F4D Skyray and the Guggenheim Medal in 1978 in recognition of his contributions to national defence. In 1981, he was commemorated in the Aviation Hall of Fame and he received the National Medal of Science from President Ronald Reagan in 1983. Heinemann died on 26 November 1991 at the age of eighty-three. He is said to have flown in his beloved Skyhawk only once.

Designed in the mid-1940s, the AD Skyraider series served with Navy squadrons through two wars and for nearly thirty-five years. The Skyraider's sturdy airframe and solid design withstood a tremendous amount of punishment and allowed it to carry heavy loads as a bomber and electronic/anti-submarine platform. It was this plane that the Navy wanted to replace. Navy pilots had complained that the propeller-driven 'Spad' took too long to go to and from targets, leaving them tired and ill-prepared for any sort of unusual occurrences upon returning to the carrier. US Navy

UTILITY HYORAULIC RESERVOIR :::APACilY

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Designer Ed Heinemann stands next to the last Skyhawk, an A-4M. Boeing Historical Archives via Harry Gann

72

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73

'HEINEMANN'S HOT ROD' - THE DEVELOPME T OF THE A·4

'HEINEMANN'S HOT ROD' - THE DEV LOPMENT OF THE A-4

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These drawings depict the first rough sketches of the A4D aerodynamic shapes. Notable are the tailless arrangement and the high tailplane configuration. Sketch via Harry Gann Collection

rario exceeding one-ro-one. Remarkably, orher fighrers of rhe day, rhe F- 6 Sabre and F9F-2 Panrher, while noted for rheir agiliry and superior handling characrerisrics, roured rarios of a mere 0.36: 1 and 0.39: I respecrively. Heinemann oughr ro bear rhar rario, in parr, rhrough a impler, more srreamlined de ign. Ir is inreresring ro nore rhar while Heinemann was pursuing a lighrweighr fighrer design, naval commanders in Korea were already calling for a new generarion of jer fighters capable of operaring on a par wirh MiG-IS rype jers. Thi was highlighred in rhe avy's firsr Korean War evaluarion reporr, which srared: '... ar high prioriry provide a carrier fighrer

capable of combaring conremporary developmenrs of rhe MiG-IS. The F9F had inadequare performance for fully effecrive defense against MiG-IS rype jer fighrers'2 Thi , roo, was rhe general feeling of rhe carrier commander, as rhe Valley Forge acrion reports com men red: '.. it is bel ieved rhar if they [ orrh Korea] had l een manned by pilor as aggressive and well rrained as ours rhar own pilot and plane losses would have been grear'.l

The Rule of Ten During rhe early 1950s, Douglas engineers had embarked on a comprehensive srudy of

14

rhe probable requir menrs for furure milirary aircraft. At rhe hearr of rhis study were concerns over rhe growing complexity, weight, and cost of new aircrafr and how rhose facrors would ulrimarely impacr upon the shape and strengrh of the U milirary. This rrend dared back to World War II and was labelled by Douglas engineers as rhe 'growrh-factor', a rerm referring ro rhe addirional weighr likely to be added to a new aircrafr de ign afrer ir becomes operarional. The study noted rhar, once rhe growrhfactor exceeds the aircrafr's original d sign weighr by more rhan 12 to 15 per cenr, rhe aircrafr suffers a ignificanr degradarion in speed and performance. The report furrher poinred our rhar for every pound of weighr added ro a de ign, overall weighr was increased by a facror of ren due to rhe addirion of supporr equipmenr. Heinemann himself had rried to guard againsr rhis trend when he designed rhe succ ssful AD Skyraider series in 1944. Mandaring rhar engineers jusrify every nut and boll', the firsr AD was produced for rhe avya full 1,0001b (455kg) below rhe design specifications. Even rhis advanrage, however, fell by rhe wayside as new upgrades and varianrs (radar, electronic radomes, and refuelling srore ) were conrinually fielded. Indeed, over rhe course of irs career, rhe Skyraider would be produced in seven varianrs ending wirh rhe AD-7 (A-lJ) in 1957. When rhe AD series was phased our from rhe fleer during rhe Viernam War, rhe empry weighr had grown from 18,3001b (8,300kg) ro 25,0001b (l1,350kg). Orher airet'afr of rhe day were weighry roo; rhe Panrher weighed I8,7001b (8,490kg) and rhe Banshee 23,3001b (l0,580kg). However none approached rhe awesome weighr of rhe A3D Skywarrior, coming in ar 82,0001b (37,250kg). leinemann concluded rhar mosr combar aircrafr were vasrly overweighr for rhe rask assigned and rhat addirional weight was never marched by a concurrenr growth in power.

Heinemann Introduces the Lightweight Design In January 1952, Heinemann and Roberr Canady of Douglas' Washingron office mer wirh Rear-Admiral Apollo Soucek in Washingron DC ro discuss how ro conrain borh rhe weighr and co r of rhe nexr-generation jet-powered fighters then entering fleet service. (Soucek, a

former Commander of Task Force 77 during the Korean War, was sirring in for Rear-Admiral Thomas . Combs, hief of the Bureau of Aeronautics, who was unavailable.) At this meering Heinemann presented Soucek with an unsolicired ourline of hi lightweight fighter design, which he believed would reverse the trend roward heavier and more expensive aircraft. Soucek quickly informed Heinemann that, although the design was intriguing, rhe Navy was not currenrly interested in new jet-based fighter designs. t that time, development was underway of the Chance Voughr F8U-1 Crusader, which was authorized in 1953 and later saw action in Vietnam. Neverrheless, Soucek asked Heinemann to see if the design concepts could be applied ro procure a new jetpowered arrack design in the 30,0001b weight class, which would be capable of delivering a nuclear bomb, Within a marrer of weeks, Heinemann' team was back in Washingron with a proposal urpa ing all of the Navy's essential criteria. Measuring approximately 3 ft 4in (l1.7m) in length with a wing span of 27ft 6in ( Am), Heinemann's design would provide a rop speed of over 600mph (970km/h) a combat radius of nearly 460 mile (740km), and still come in at less than half of the specified weight load. Although doubts were ex pres ed by BuAer staff, Soucek was sufficienrly impressed to aurhorize Douglas ro conduct additional design work.

The XAlD Skyshark represented the initial attempt by Douglas at an AD Skyraider successor. This design was powered by a 5,332shp Allison XT40-A-6 turboprop engine driving two four-bladed contra-rotating propellers and armed with four 20mm cannons. Problems with the engines simply could not be worked out and the project was cancelled, with approximately $41 million in funding diverted to what became the A-4D programme. Harry Gann

The Basic Skyhawk Takes Shape Wirh this in hand, Heinemann and his ream returned ro EI Segundo and began converring their paper ideas inro reality. The design pursued by Douglas concentrated on a cropped delra-wing configurarion, ro which Heinemann wa first introduced while working with John Northrop during the 1930s. This design was also to some extent derived from the Douglas F4D-I kyray's delta wing, although modified with a low aspect ratio and a quarrer-chord sweep of 33 degrees. With this design, the wings could be shorrened to 2 7fr 6in ( 3m), saving some 200lb (90kg) in metal. Moreover, the reduced wing size permirred de igners to forego traditional and bulky wing-folding mechanisms, since the A4D could now fit nearly

Indicative of the originally planned Skyhawk mission, this group of Marines at MCAS Cherry Point load a special 'shape' on an A4D-2N/A-4C for what was undoubtedly a trial nuclear weapons delivery hop. US Navy via Harry Gann

15

'HEINEMANN'S HOT ROD' - THE OEVELOPME T OF THE A-4

onto carrier elevators. Leading-edge lats were added to make up for the smaller overall wing area. The A4D's delta-wing planform also permitted single-unit wing construction. For this Douglas milized a three-spar box construction, continuous from wing-tip to wing-tip, thereby allowing the wing to serve also as a large fuel tank. Known ::lS ::l 'wet-wing', the tanks could hold up to 560 gallons(2,12Iitre),inaddition to the 240 U gallons (91 litres) contained in the fuselage tank. By using the wet-wing design, fewer valves and pipes were needed, thereby reducing overall weight even further. According to Heinemann, the A4D

would be powered by a 7,2001b (3,265kg) thrust Wright J65-W-2 turbojet engine built under a licen ing agreement with Armstrong iddeley apphire of England. Contrary to the ideals of the day, Heinemann decided not to pursue supersonic Right in recognition of the fact that to do so would have dramatically increased the 4D's weight and degraded its payload. Intere tingly, in its preliminary design stage, the kyhawk included a conventional undercut aft-fuselage similar to that featured on all Grumman F9F Panther / Cougars. This design, however, was later replaced with a long exhaust or 'tailpipe' designed to eliminate engine smoke and heat stains under the fuselage.

From an armaments standpoint, the A-4 would carry two Colt Mk 12 20mm cannons, one in each wing-root; a design similar to that revealed one year earlier in the Soviet-built MiG-19 'Farmer'. Three external hardpoints would be provided for carrying a variety of air-to-air, air-togroun 1, and drop tanks with an overall load capacity of 8,0551b (3,660kg) of fuel and weapons. Heinemann had deliberately omitted an internal weapons bay, hoping to save as much as 5,0001b (2,270kg). , pecial' weapons (the Pentagon's euphemism for nuclear weapons) could also be carried by the A4D. Heinemann's team introduced two unique designs that further reduced air-

Douglas presented a mock-up of the A-4to the Navy in October 1952. Most notable is the aft tail section, which looks more like a Grumman F9F Panther. The mock-up inspection report (notice the reference to the nuclear role) described the A4D as follows: ... delta-wing configuration with a normal tail, a conventional control system, carries a crew of one, powered by a single J65-W-2 axial flow jet engine. A large variety of weapons can be carried externally on three bomb racks, the centreline station capable of carrying stores up to 3,5751b. and the wing racks being stressed for 1.000lb each. Design gross weight with one Mk 12 weapon is 14.2501b, and the combat radius with this weapon and internal fuel only (900 gals) is 400 miles. The maximum design catapult weight is 19.760Ib. Maximum speed in the clean position at sea level is 596kts. (M0.90) and the combat ceiling at combat weight is 50.000ft. Following this Review Board mock-up. the Navy ordered nineteen aircraft. Harry Gann

raft weight by eliminating one of the redundant hydraulic systems. First, the main landing gear was designed to retract forward through 90 degrees into fairings located below the wing's surfaces. Thus, if the hydraulics failed, the gear could simply be released and forced into position by the airRow passing under the plane. The second innovation was a ontrol column or 'stick' that could be extended by

This A-4C from VA-76 'Spirits' aboard USS Enterprise (CVAN 65) in 1965-6 illustrates what Heinemann had in mind when he designed the small delta wing. Most carrier-based aircraft of the day had large wingspans and required heavy wing-fold mechanisms to fit on carrier elevators. As this photo shows, the Skyhawk fits neatly aboard and did not require folding wings, thereby saving considerable weight. US Navy via author

16

12in (30cm) to allow greater leverage in controlling the plane manually. Further weight reduction was achieved by eliminating the heavy torage battery and replacing it with a small, variable pitch, constant-speed, wind-driven AC gen rator. In the event of an emergency, the small unit could be popped out of the main fuselage into the slipstream at speeds below 519mph ( 40km/h).

17

-

The Initial Contract On 21 June 1952 Douglas was awarded a contract for the design and construction of one XA4D-1 and one static test airframe. pecifications for this plane were harsh, with the Navy calling for a 'lightweight, single-engined, ingle-pia e, highperformance, carrier-based, day-attack capable plane, capable of performing dive-

This production line photo of Kuwaiti A-4KUs being built during the 1970s demonstr~tes h~,,:, the en~ineers wh~ trave~led to Korea in 1952 incorporated what they saw into the final Skyhawk design. The two fuselages break In the mIddle affording maintenance personnel easy access to the engine. Boeing Historical Archives via Harry Gann

Ejection Seats When Ed Heinemann set out to design the Skyhawk, he left no system untouched, including the ejection seat. To save weight, Douglas designed its own ejection seat, called the NAMe Type II ballistic seat, which saved some 40lb (18kg) over the standard Navy design. Modifications soon followed, as well as a redesignation to Escapac 1. By the 1970s, the Escapac lG-3 offered a zero/zero configuration for safe ejection even at a stand-still on the ground and inverted above certain altitudes. This seat was installed in all TA-4J, A-4M and 'Blue Angel' A-4F models.

An assortment of planes from the early to mid-1950s flying in formation at NAS Patuxent River, Maryland. From the top down are the Douglas A3D Skywarrior, McDonnell F3H Demon, Douglas F4D Skyray, North American FJ-4 Fury, Grumman F-11 F-1 Tiger and the Douglas A4D Skyhawk. US Navy via Lt Cdr Rick Burgess, USN Retd

This Navy It (jg) demonstrates the Skyhawk's lightweight seat design. Boeing Historical Archives via Harry Gann

18

19

'HEINEMANN'S HOT ROD' - THE DEVELOPMENT OF THE

'HEINH"IANN'S HOT ROD' - THE 0 VELOPMENT OFTHE A-4

-4

Test pilot Bob Rahn pauses for a photo just before the historic first flight of BuNo. 137812 on 22 June 1954. The Skyhawk's maiden voyage took place at the Muroc Dry Lake. Rahn described the flight, which lasted only forty minutes, as 'uneventfur. During the test flight the XA4D reached an altitude of 15,OOOft (4,572m). Douglas Aircraft Co. via author

~-

137812 lifts off! Test pilot Rahn commented after the flight that the Skyhawk 'handled excellent'. Rahn would go on to conduct spin tests in this same aircraft fined with a special parachute pod. Rahn had this to say about the first such test on 4 January 1955: ... entry into spin made at 32,OOOft - to left in glide configuration recovery started promptly after nature of spin consisted of one-quarter turn ... no tendency for plane to go off into right spin definite yaw and oscillation - recovery quite effective using right rudder ... termination of spinning (autorotation) found in vertical dive - somewhat inverted. Following a total of twelve spins that day, Rahn concluded that the aircraft exhibited 'excellent recovery characteristics ... in all cases'. Boeing Historical Archives via Harry Gann

This now-famous front-on publicity photograph shows the A4D as it looked upon roll-out of the Douglas plant. The long probe on the nose is for flight test equipment. Douglas Aircraft Co. via author

27

20

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'HEI EMA N'S HOT ROD' - THE OEVELOPME T OFTHE A-4

A-4M

158429

The Skyhawk's rudder had to be redesigned as a result of the night tests. Originally a conventional, smooth-skinned one piece unit with internal ribs, the new design featured a single aluminium skin cut to shape with a one-piece metal frame on the outside of the rudder. While not incorporated into the A-4A production, it became a part of all future variants, such as this A-4M from VMAT102, and is commonly referred to as the 'tab-pole' rudder. Rick Morgan

22

bombing, interdiction and close air support missions'. The contract further mandated that the plane be capable of both delivering 'conventional or special weapon' and 'attacking ea and land targets with or without fighter escort where control of the air has not b en established'. Tran lating that into workable numbers, the contract called for a maximum speed of 500mph (800km(h), a 460 mile (740km) operating radius, and a 1,000Ib, later increasing to 2,000Ib, bomb carriage capacity. The aircraft would also have to use JP type jet fuel, a complicating factor since it weighed approximately a half a pound per gallon more than conv ntional aviation fuel. In addition, this all had to be accomplished at an absolute maximum cost of 1,000,000 per aircraft. Concurrent with the design paperwork, engineer began to construct a quarterscale precision model. Constructed from wood, the model was waxed and polish d before undergoing critical low-spe d wind tunnel te ting at the California lnstitut of Technology in Pasadena. A machined onetenth cale steel model was also con tructed and tested in Cal-Tech's high-speed tunnel, with imilar tests performed at Cornell niversity, ew York. A full-size mock-up was later produced by Dougla , complete with a wooden Wright J65 jet engine, and made available for tolerance testing and inspection by naval maintenance per onnel. One of the keys to the Skyhawk's success was Douglas's willingness to listen to pilots in the field. During the summer and autumn of 1952, a group of Douglas engineers (Leo Devlin, Russ Cocks, Harry ichols, and Len Quick) led by dr John Brown, the avy's attack requirements officer, travelled to Korea to observe operational and maintenance problems encountered by fleet carrier air units and Marine orps unit ashore. Douglas engineers hoped to incorporate these observations into the A4D' design to reduce or eliminate the more common problems associated with maintenance, overhaul, repair, refuelling, and arming aircraft during combat operations. Heinemann was not alone in his insi tence on weight reduction and compartmentalization. In an effort then unmatched in the aviation industry, many component suppliers also endeavoured to produce Iightweight systems - the A4D's air conditioning unit, manufactured by the AirResearch Company of Los

A 'wing drop' proble~ - a phenomenon where the wing slowly moves down as if pushed - was discovered during flight testing. Engineers resolved thIS by adding a row of small metal tabs. called vortex generators, to the upper wing surfaces. Clearly visible on thiS .'ater model A-4M,these would become standard in all production models although the vortex generators would cover only a portion of the upper wing and slat. John W. Binford

The Skyhawk's three-spar wing design can be easily seen here in this January 1954 assembly photo. The entire upper and lower wings are formed from a single sheet of aluminium measuring 0.064in (1.62mml thick. Apparent also are the fiftyeight access holes. which allow for assembly, maintenance, and repair. Just ten bolts connect the wing unit to the main fuselage. US Navy via Aerospace Publishing

23

'HEINEMANN'S HOT ROD' - THE DEVELOPMENT OF THE A-4

'HEINEMANN'S HOT ROD' - THE DEVELOPMENT OF THE A-4

This April 1956 photo shows the pen-nib fairings (referred to as the 'sugar scoop') that were added during the flight testing segment to resolve a buffeting problem caused by flow separation at the base of the vertical tail. The dark smear trailing from the hole mid-fuselage is an oil stain, a trademark of all early Skyhawks. Boeing Historical Archives via Harry Gann

Skyhawk BuNo. 137814. the second production model. first flew on 23 September 1956, a full two weeks ahead of schedule. This aircraft was later flown by test pilot Cal Shoemaker of the Douglas Test Division for stability testing. Douglas Aircraft Co via author

The clean lines of the early A-4 models are shown to good effect in this picture of an A-4B flown by Chuck Scott. R. S. DeGroat

24

Angeles, reduced weight by nearly onethird. The standard ejection seat, itself weighing nearly 981b (45kg), was completely redesigned by Douglas to shed another 401b (l8kg). Electronic 'black boxes' containing navigational and communications equipment, formerly scattered about the fuselage, were condensed into a single, cylindrical package, and bolted to the forward end of the fuselage, saving another 501b (23kg) and significantly reducing manufacturing costs. A new gun-sight, made by Douglas, also matched AirResearch's one-third weight savings, without compromising on quality or performance. In October 1952, and after further evaluations by the avy's mock-up board, two contracts were issued authorizing the manufacture of nineteen pre-production aircraft. Contrary to other contracts of the day, and probably due to Douglas's track record with carrier-based aircraft, the avy waived its usual requirement calling for the construction of two experimental and one static test aircraft, thereby leaving only the single XA4D-l Skyhawk, (Bu o. 1378(2) prototype. Douglas immediately moved forward wi th a fixed production rate using regular tooling, something that would ultimately allow the company to turn out the first ten planes in the time it would have normally taken to produce just one experimental aircraft. Of course, no production goes as planned. Douglas did encounter delays, first from teething problems in the special machines developed to build the one-piece wing-spars. That alone created a delay of

fifteen weeks. Other delays arose as a result of difficulties in drilling small, high-tolerance holes in strengthened aluminium, and with Wright's deliveries of the J65 engines. A second mock-up inspection took place in February 1953. Several hundred naval aviators were brought in to comment on the cockpit design. Most were pleased and little was added, although a subsequent rearrangement of gauges and dials to improve instrument scan resulted from their suggestions. Later in 1953, one of the A4D airframes was removed from the production line and used for static tests to confirm the prOjected strength and structural integrity of the airframe and land ing gear. Finally, in February 1954, the first A4D, Bu o. 137812, was rolled out of the El Segundo factory and was gi ven the official name of 'Sky hawk,' following company practice of naming all aircraft some variation on 'sky'. As produced, the XA4D-1 carried no armament and was fitted with a large test probe on its nose. It also lacked the two wing pylons and a taill'lOok assembly. What resulted from Heinemann's efforts was nothing less than astonishing. The A4D had a radar signature equal to I/lOOth of the Navy specifications, contained one-third fewer parts than were typically required for a 30,000lb class aircraft, and had a combat cei Iing of nearly 50,OOOft (15,OOOm). Maintenance was reduced by nearly 40 per cent and overhaul time was cut by nearl y half. Also, with its three hardpoints, a total of 5,5001b (2,500kg) of external bombs or

25

fuel could be carried, including a nuclear weapon of up to 3,5001b (1,590kg) on its centreline station. Moreover, all of this was achieved at a cost of $860,000 per copy for the fi rst 500 aircraft.

The XA4D Flies On 22 June 1954, two years and one day after the contract was signed, Douglas test pilot Bob O. Rahn, a former pilot with the US Army A ir Corps (changed to the US Air Force in (947), piloted the XA4D1 on its first Right at Edwards AFB in California. Lasting approximately 40 minutes, Rahn's Right reached 15,000ft (4,500m) before settling into the pattern and coming to rest on the lake bed after a rather uneventful landing. Rahn described the Right as 'excellent'. Despite the production delays, Rahn's Right was only four weeks behind schedule. These delays, however, were soon overcome. The initial production A4D, Bu o. 134813 made its first Right on schedule; the second, Bu o. 134814, Rew on 23 September J 954, a full two weeks ahead of schedule. In early January 1955, spin testing began at Edwards, with test pilot Rahn noting 'excellent recovery characteristics in all cases'4 Soon after the test Rights began, pilots began to notice a vibration in the tail at speeds in excess of 345mph (560km/h). In an attempt to identify the cause, short tufts of wool were attached to various areas of the Skyhawk's aft fuselage and tail. Films were then taken to isolate the

'HEINEMANN'S HOT ROD' - TH

'HEINEMA N'S HOT ROD' - THE DEVELOPMENT OF THE A-4

Bob Rahn, the man who first took the Skyhawk to the skies, at the ceremony commemorating the withdrawal of the last Skyhawk (BuNo. 1600241 from US Marine reserve duty in August 1994. Behind Rahn is the last Skyhawk, an A-4M from VMA-131. John W. Binford

problem but the solution was not readily apparent. A series of vibration tests were also performed at the EI Segundo plant where an A4D was taken from the production line and suspended gear-up from a height of 5ft (15m). Engineers used electro-magnetic vibrators, oscilloscopes, and recording devices to search for weaknesses, but to no avail. A nightline report from Edwards AFB eventually led to the discovery of the cause. II' noted skin cracks under the rivets at the trailing edge of the rudder and structural engineers soon discovered that the rudder was simply not

strong enough to withstand the loads associated with the higher speeds. To cure this problem, the rudder wa redesigned 'inside-out' in a similar fashion to the North American FJ -4 Fury's rudder. Instead of the conventional internal ribs and doubler covered by outer skins and sealed with rivets, a single aluminium skin was cut to the desired shape and a onepiece metal frame placed on each side. These were then bonded together with an adhesive - no rivets were used. The 'tadpole rudder', as it was called, was later incorporated into and became standard for

26

the A4D-2 (later designated the A-4B). While this was supposed to be temporary, designers never did modify it. Other problems developed during the night testing. At high altitudes and at certain speeds, the aircraft would experience a phenomenon known as 'wingdrop,' where the wing slowly moves downward as if pushed. Wing-drop is caused by air twisting and turning over and off the wing surfaces. Ithough mild and definitely controllable, a solution was needed and quickly found by adding a small network of eleven metal tabs, known as 'vortex generators', over the upper surfaces of each outboard wing-tip ncar the tip of the leading edge nap and ahead of the ailerons. These tabs then became a standard part of the A4D design. A related buffeting problem caused by now separation at the base of the vertical tail was cured by the addition of pen-nib fairi ngs, referred to as a 'sugar scoop' fairing, above and behind the engine exhaust to smooth the airnow. This, too, became part of the standard A4D package. 01' specifically linked to any problem, a new three-piece windshield was installed in August 1955, replacing the original one-piece design. The nat centre piece not only improved visibility in bad weather, but was also bullet-proof. Twelve Skyhawks were selected for the night test programme, including BuNo. 13 7820, referred to as the '820', which set the world's speed record on 15 October 1955. In total, over 1,544 flights were conducted by Douglas test pilots. The second aircraft, Skyhawk BuNo. 137813, bore the work-horse load of these flights, flying 3 19 hours testing primarily aerodynamic characteristics and aircraft systems. Followi ng the night test phase, 13 7813 was sent to the Naval Parachute Facility at NAAS El Centro, California where it served until withdrawn from service in 1969. One of the most significant early events for the A-4, at least from a public relations perspective, was the Skyhawk's capture of the 500 ki lometre closed-course record, previously held by the Air Force's F-86H Sabre fighter. For this record attempt, a twelve-pylon course was set up at the Rosamond Dry Lake, north of Lancaster, California. Test members were located at each pylon and carried a mirror to renect light at the test pilot to assist him in spotting the pylons. The main pylon was also marked with smoke

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DEVELOPMENT OF THE A-4

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The last Reserve Skyhawk, an A-4M from VMA-131, is shown here at the squadron's August 1994 disestablishment ceremony. The A-4M, once flown by frontline Marine Corps squadrons, was passed on to the Reserve, once the AV-8B Harrier and F/A-18 Hornet began entering service in the 1980s. John W. Binford

grenades and smoke-producing fire fuelled wi th old car tyres. Four preliminary nights were made, beginning on 13 October, in order to identify any problems associated with the low-level, high-speed night. During one night, Rahn's A4D hit an unofJicial 703mph (l, 131 kmfh), but then suffered a rudder failure. The 820 was immediately fitted with the modified 'tad-pole' design and, on 15 October, Lt Gordon Gray set the ofJicial speed record by flying at 69S.163mph (l,118.7kmfh) at an altitude of 100 metres. These night tests were followed by a series of tests at the Navy's Air Test enter (NATC) at NAS Patuxent River, Maryland, including launch and recovery tests on the facility's simu lated night deck. Initial carrier qualifications were conducted aboard U S Ticonderoga

(CVA 14) from 12-19 September 1955. US Navy night evaluations continued through the autumn, with weapons testing beginning on 31 October 1955. Bureau of Inspections and Survey (BIS) trials were then completed in March 1956 to ensure that the Skyhawk satisfied all contract obligations. Final qualifying trials, designated as the Flight Indoctrination Program (FlPTrials), were conducted at NAS Quonset Point, Rhode Island, by Navy Attack Squadron V A-n 'Blue Hawks'. Under the command of Cdr M. E. Stewart, V A-n logged over 600 night hours in its six A4Ds in an effort to become familiarized with the A4D and to ready it for operational neet duty. The pilots flew the Skyhawk virtually day and night, looking for any weaknesses in the aircraft's design. The first factory-to-neet delivery of a

27

production A4D-l (BuNo. 139935) was made during October 1956 to V A-n and the aircraft was declared operational on 26 October, only seven weeks after initial delivery. According to reports, the A4D achieved the best availability raring of any new design ever tested to that date. At the same time as V A-n took deliveries on the East Coast, VF (A W)3 at NAS Moffit Field, California, served as a transitional training and FIP squadron and a precursor to the modern Fleet Replacement Squadron (FRS). NAS Lemoore's VA-l2S 'Rough Raiders', the West Coast Replacement Air Group (RAG), became the first operational West Coast A-4 squadron, while VA-93 'Mighty Shrikes', became the first Pacific Fleet squadron. VMA-224 'Bengals' was the first Marine Corps squadron to transition to the A-4.

THE SCOOTER

OM - TO LIFE

CHAPTER TWO

The Scooter CODles to Life Following the success of the XA40, contracts were immediately issued for the 40-1 Skyhawk, with production beginning in late 1954. Officially, the Skyhawk was described as 'a jet-propelled, singl -place monoplane with a modified delta-planform wing' designed as a 'h igh-performance, Iightweight day-attack plane' capable of operating either from a carrier or a shore base. Pilots who flew the cooter ay it was one of the most remarkable planes ever to fly '... the last true pilot's air raft. Its simplistic design and lack of redundant systems forced you to be alert and to make the aircraft fly'.5

A4D-l/A-4A Basic Fuselage Design The kyhawk's design was based entirely on the concept of simplification. Overall, the basic airframe was conventional and was divided into three main a semblies forward fuselage, wing, and rear fuselage. In a somewhat innovative mann r, all mission equipment, including flight controls and wiring, were installed in each section before final a sembly. The Skyhawk's forward fu c1age contained the cockpit, avionics pack, and

engine. self- ealing fuel tank was positioned just behind the cockpit between the air inlet ducts. The forward fu elage was an all-metal semi-monocque construction, with heavy skin O.lOin(2.5mm u ed in the cockpit area. tiffners were not used to conserve space. All other surfaces were continuous skinned with O.64in (1.62mm) steel. Power for the A40-1 was provided by using the slightly more powerful J65-W-4B engin , with its 7, 0 Ib (3,540kg) 'MIL' thrust rating at sea-level static conditions. The W -2, used in the XA 4 0, proved to be omewhat underpowered, and wa replaced

\.

A lone MD-1 from VA-113 wearing the marking of Air Group 11 'NH' sits on the tarmac at NAS lemoore. The 'Stingers' received their first MDs on 29 April 1957. During their first Skyhawk cruise aboard USS Shangri-la (CVA 38) they provided support to the Republic of China during the Communist Chinese shelling of the Quenoy Islands in late summer of 1958. US Navy via author

28

The MD-1 production line at EI Segundo in 1956 shows Skyhawks in various stages of construction. At the far right, tail units await assembly with forward fuselage sections. while at centre right. a wing section and forward fuselage await assembly. The Skyhawks on the centre and left rows have been spliced and are receiving final touches. Boeing Historical Archives via Harry Gann

7

A gentle bank by this MD-1 allows a good look at its underside and the three external hardpoints. When designing the Skyhawk. Heinemann rejected the idea of an internal bomb-bay in order to save weight. It is estimated that this decision saved nearly 5,OOOlb (2,270kg). Boeing Co. via author

29

TI-I E SCOOTER COM ES TO LI FE

THE SCOOTER

OMES TO LIFE

units would later prove indispensable for Marine Corps kyhawks operating out of Chu Lai in outh Vietnam during 1965, where a full-length landing field was not operational until 1966. The rear fuselage was constructed on three major frames: one connected to the rear wing spar; a second supported the arresting gear loads; and the third connected to the fin spar and housed the variable incident tailplane connections. Only six bolts were used to connect the two fuselage sections at the wing spar. All rear fuselage skin urfaces used a stiffened skin consisting of light channels with two Z-section vertical stiffners spaced between them.

A section of Alphas from VA-34 fly in this 1957 photo. The 'Blue Blasters', based at NAS Cecil Field, transitioned to the A4D-1 in January 1957 from the Vought F7U-3 Cutlass. The squadron did crossdeck operations with the HMS Ark Royal in 1958 before flying missions in support of Operation Bluebat off Lebanon. VA-34 operated from USS Essex (CVA 91 during the Bay of Pigs invasion and from USS Enterprise (CVAN 65) during the Cuban Missile Crisis and Cuban quarantine. US Navy via author

Co c1<.p it

The MD-1 cockpit continues the simplicity sought by its designer, Ed Heinemann. Some, including the Navy, criticized the design as being too small, but Douglas' offer to remedy the situation met with no response. US Navy via author

for production models. Interestingly, the replacement con isted of the re-manufactured engine from the Republic F-84F Thunderstreak. Given the Skyhawk's modular construction, changing an engine was a fairly easy procedure. Maintenance crews could simply 'break' the fu elage in two, permitting unobstructed access to the engine for repair and easy removal. This, apparently, was a result of the lessons learned by the Douglas engineers who travelled to Korea during mid-1952 to observe maintenance problems. The wing section was fixed to the forward fuselage with only ten bolts, yet more vidence of Heinemann's simplistic design. The flight control surfaces were of conventional d sign, with both leading and trailing edge flap, the latter evenly divided between split flaps and ailerons. trim tab was provided on only the left aileron. The leading edge slats comprised about 70 per cent of the wing and were design d to improve airflow characteristics over the wings at high angles of attack, specifically during take-off and approa h. These slats opened and closed automatically, depending on aerodynamic forces, at speed below 230mph 075km/h) and were

fully opened at stall speed. Apart from adversary aircraft or those used by the 'Blue ngels' flight demon tration team which had the slats locked in the 'up' position to ensure they would not improperly deploy when in low-level or formation flight, the slats were always plainly visible on static A-4s. Split wing flaps, located on the trailing edges, were hydraulically controlled and could extend through 50 degrees. A tricycle undercarriage was used, with the main gear retracting forward and through 90 degrees into a recess ju I' below the cockpit, The brak y tem was of a single-disc, spot type, and was operated by applying pressure to the upper part of the rudder pedals. The tailor rear fuselage contained the engine tailpipe and a triangular rudder, with a fully adjustable, electronically operated horizontal tabilizer. A standard rudder was used and was the only flight control surface not to feature a constant chord. A pair of flush-mounted speed brakes were affixed to the aft fuselage for deceleration, to which Rocket/Jet Assisted Take-Off (R/JATO) bottle would later be attached for short-field take-offs. These

Reflecting its 1950s design, the Skyhawk's cockpit consisted mainly of conventional gauge instrumentation for air peed, altitude, attitude, and rate-of-c1imb. The left console contained the navigation, gear controls, and throttle controls and the right console contained the communications, and lighting controls. The arresting gear wa released from a small handle on the right ide. Located immediately below the main instrumentation panel wa the armament panel, which provided a sevenposition selector switch, and station and gunsight controls. This arrangement proved awkward as it forced the pilot to look down into the cockpit to change switches and was subsequently modified in the -M model, where the panel was moved dir ctly under the HUD. 'Special weapons' were controlled from the left console. Th 'throttle and stick' design wa very straightforward. Located on the pilot's 1ft, the throttle contained a radio microphone and peed brake switch on the inboard side and master exterior lights on th outboard. Four fuel flow position were marked, designating 'off', 'idle', 'normal', and 'military'. Tension on the throttle could be manipulated by a mall knob. The 'stick' contained only three control - trim control, bomb release, and a gun/rocket trigger. A 'select' witch was provided to prevent rockets from firing while operating the guns. The co kpit enclosure was a fixed, thr epiece windshield with a hinged 'clamshell' canopy. The two side windshield panels were constru ted of moulded plastic, while the flat portion was made of alternate layers of glass and vinyl, thereby providing the

The

Nuclear Mission

The Skyhawk's first mission was to be a long-range, low-level nuclear delivery platform operating from a carrier base. For this mission, A-4 pilots trained constantly, both as new pilots going through the Replacement Air Group (RAGI. and in Fleet squadrons. Capt Otto Krueger, Commander of VA125, the Pacific Fleet RAG 1969-1970, discussed the nuclear role and how it was taught: The nuclear mission was viewed as the Skyhawk's primary mission in the late 1950s and early 1960s. Skyhawk pilots trained on this both in the RAGs and in their respective squadrons. RAG students practiced flying simulated nuclear strike profiles. For pilots of VA-44 on the east coast, a typical flight might see them launch from NAS Cecil Field in Florida then fly north-east to a point off of the coast. Once there, the Skyhawks would turn around and cross the beach, perhaps in the Carolinas or Georgia, flying the rest of the mission at low altitude, which for the A-4 was around 50ft. Pilots would then head to the Pine Castle Range and drop their practice load. For graduation, student pilots would fly similar, but longer, missions with a 'shape' representing the nuclear weapon. Typical low-level nav hops for west coast RAG pilots would fly from NAS Lemoore out to sea, crossing the beach inbound around Ukia in northern California, over the Sierra Nevadas and a lot of desert country in Nevada or Utah before hitting their target at NAS Fallon. Because of the low altitudes flown for these missions, pilots considered them to be 'Iegalized flat-handing', and great fun!' On these missions, pilots relied on dead-reckoning navigation using strip maps. Missions were flown at precise airspeeds and heading from one checkpoint to the next, using a stopwatch to determine the time to turn to the next leg. 'You would basically fly at X speed for X minutes, then turn X degrees'. Interestingly, at the appropriate speed, which was between

For its nuclear role, the Skyhawk included a canopy thermal shield designed to protect

489-517mph (792-837km/hl pilots could trace around the edge of a nickel on

pilots from the effects of a nuclear blast while they left the target area. When using the

their maps and match the Skyhawk's turning radius precisely. When the

shield, pilots flew their A-4s on instruments only. The shields were eventually phased

Charlies arrived, limited radar usage allowed pilots to locate significant

out in the mid-1960s as the Skyhawk abandoned the nuclear mission for its conventional

landmarks. Krueger noted that determining where you were was hard at

one. US Navy via Lt Cdr Rick Burgess USN Retd

30

37

-

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-

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THE SCOOT R COMES TO LIFE

that speed and altitude. 'When you looked out ahead of you at that speed, you really couldn't make out a landmark or turn point unless it had some verticality. You had to look out your side window to find your landmarks.'? Given today's ballistic missile submarine force and intercontinental landbased missiles, it is easy to forget that in the 1950s, the sole delivery systems were large bombers and the attack planes aboard the Navy's aircraft carriers. Indeed, the Single Integrated Operational Plan (SlOP) called for both to be major players in any nuclear war; and when situations developed that called for the US to deploy its nuclear forces. In either event, the carriers would be required to take up positions in the Mediterranean Sea and the western Pacific ready to launch strikes into the heart of the Soviet Union. Most pilots who flew Skyhawks during those years recognized that such a mission might well have been a one way trip. Capt Walter E. Ohlrich, Jr. recalls the psyche of this mission: To those of us who flew the A-4 in the 1950s during the height of the Cold War, how could we ever forget the nuclear mission in which the A-4 played a maior role. We would each draw a target folder, then plan the mission and be ready to fly it. In VA-46 on USS Franklin D. Roosevelt, we also stood alert, in flight gear, in the ready room at sea and in port. This included sitting around in Poopy suits in winter. You would help pre-flight your plane and bomb on the hangar deck and then wait to go on the longest flight of your life. We were told that if you survived the trip to the target, survived the nuclear blast and managed to leave the target area, you were to bailout over mountains in the Balkans if no tanker was available. Wow - sounded like a one way trip to me!' To accommodate this, several techniques were developed for the delivery of nuclear weapons by A-4s. In order to assure the accuracy necessary to hit critical Soviet targets, Skyhawks were required to get as close to their targets as possible One such method was known as the 'high altitude delivery', which involved diving from 35,OOOft (10,668m) or more, then releasing at about 20,OOOft

(6,080m) and flying away from the target for bomb blast separation. Another method was referred to as the 'idiot loop', and relied on a high speed, lowlevel assault, with the pilot pulling up into a 4g Immelmann directly over the target. This bombing technique was also called the 'timed, high-angle release', and was basically identical to the loft with the exception that the pitch angle was greater than 90 degrees. The target itself was used as the IP (Initial Point). with the pull-up occurring only a short distance beyond the target. This delivery release pitches the bomb back towards the target above the airplane's turning path. Loft or 'toss' bombing used an initial landmark point to mark the beginning of the bombing run, pressing the bomb release button (pickle) and holding it. The pilot would then travel a predetermined distance or time interval (set before take-off). begin his pull-up, and the computer would handle the preset angle release. The loft method, especially when using a medium-angle loft, allowed for the greatest aircraft-to-weapon separation at the moment of burst. The final method was known as 'lay-down' and featured a low-level (usually 50-100ft/15-30m) dash at about 575mph (930km/hl to the target, with the bomb dropped directly overhead. The charge was fitted with a special head, referred to as a 'cookie cutter' that dug the bomb in and prevented it from tumbling. To allow an escape, a timer was used for detonation. The AJB-3 LABS allowed for loft bombing and was designed to automatically release the nuclear 'shape', tossing it high enough to permit the A-4 to escape the bomb's blast. Pilots could choose one of two predetermined release angles for the LABS prior to flight for use in any of three delivery modes. For loft bombing, or 'timed low-angle release', the bomb is automatically released at a pitch angle less than 90 degrees. Using the 'over-the-shoulder', or 'timed high-angle release', the bomb would be released at an angle greater than 90 degrees. Instantaneous 'over-theshoulder' bombing used no timed period and the release angle was the same as for the timed 'over-the-shoulder' release. Pilots using the loft manoeuvre would often perform a Cuban Eight or Wing-Over manoeuvre following delivery of the charge.

THE SCOOTER COMES TO LIFE

A-4M Antennae The vast array of antennas found on the A-4M typified the advancements in design from the A-4A in 1956. Navigation-oriented antennas include the ARA631LS, APN-154(V) radar beacon, ARN-118(V) TACAN, APN-153!V) Doppler antenna, ARA-50 UHF-AoF directional homing beacon, and the APN-194 radar altimeter antenna. Communications groupings are the ARC-159(V) UHV radio and the ARC-114/114A VHF radio).

Most of the remaining antennas are for electronics and countermeasures, including the ALR-45(V) and ALR-50(VI L-band RHAW, the ARW-67, and the ALQ-126 low/medium/high-band radar warning antennas. Antenna is for the APX-72 IFF.

A-4 Integrated Electronics Package The forward fuselage/cockpit area featured the AN/ASQ-17 Integrated Electronics Package (IEP). which housed the major components of the AN/ARC-27A UHF, the AN/ARA-25 direction finder, and the AN/APX-6B IFF equipment. The ASQ-17 package connects to the aircraft's systems via a single connector cable and can be quickly removed. The accompanying photo shows the ASQ-17 package and the 'black boxes' used by other aircraft of the day for the same tasks. Heinemann's quest for design efficiency led to the development of this package weighing some 48Ib(21.8kglless than existing components. The IEP was sealed with a charge of dry nitrogen gas to prevent contamination.

A few have been spotted around the country, but no need for alarm. The Navy modified three A-4As for display and recruiting purposes and gave them folding wings and a folding tail to accommodate highway travel. This one was assigned to NAS Lemoore. The folding mechanism is just inboard at the edge of the wing slat. Boemg Histoncal Archives via Harry Gann

A close-up shot of the A-4 Mk 12 20mm cannon mounted in the Skyhawk wing-root. The cannon, which has a rate of fire of 1,000 rounds per minute in short bursts, was not installed until BuNos 137817, 137823 and beyond. Firing is simultaneous from both guns. Ted Carlson

32

33

THE SCOOTER COMES TO LIFE

THE SCOOTER COMES TO LIFE

pilot with a bullet-resistant surface. ockpit ide-panels were defrosted with hot air from the aircraft's air-conditioning system, while the bullet-re istant centre panel was warmed through electrical means. For the kyhawk' nuclear mission, an extendable thermal shield was provided to protect pilot against the nuclear flash following the delivery of a nuclear weapon. With the thermal shield extended, the pilot was left to navigate to the final release point and away from the target solely on his instruments. Krueger commented, 'We didn't train a lot with the shields, but figured we'd use them if the time came,9 These shields were prevalent among early model Skyhawks, but disappeared sometime around 1965. This reflects the shift in the Skyhawk's mission from one of a nuclear strike aircraft to a conventionally oriented attack aircraft.

Oxygen for the pilot was provided via a new positive pressure, demand-type, oxygen sy tem. For A4Ds with Bu os prior to 139919, a gaseous suppl y system was used. Aircraft after Bu o. 139919 utilized a liquid upply sy tem fed from an in ulated tank mounted to the aft fuselage. Both systems were used in conjunction with the Type A-l3A facemask, which itself used a novel harness-mounted oxygen regulator instead of the standard cockpit-mounted control. According to maintenance personnel, problems with the masks were experienced in the initial A4D-1 models while operating at high altitudes, which necessitated sending the mask units back to the factory for reworking. The ejection seat was a creation of Douglas's and Imer became known as the 'Escapac'. A lightweight design, it accommodated a back-type parachute, a PK- 3

para-raft kit and seat pan, and used an integral harness. The eat was jettisoned by pulling the seat face curtain

Communications and NaVigation The major units of the communications and navigation. ystem were contained in a cylindrical-shaped integrated electronics package located in the kyhawk's nose section just forward of the cockpit. Unlike standard aircraft of the day, this pa kage isolated all major pieces of equipment and could be quickly removed - some contend in as little as a few minutes - for repair or replacement. All electronics were connected to the main fuselage through a single cable connector For radio communications, the A4D-1 carried the AN/ARC-27 A UHF two-way

This A40-1 from VA-44 appears with some of its ordnance. From left to right are: 150 US gallon (568 litre I drop tank, Mk 84 bomb, Mk 82 bomb, Mk 83 bomb, Mk 12 nuclear bomb. Mk 8 nuclear bomb. 300 US gallon (1,1351itrel drop tank. Mk 91 nuclear bomb. RCPP-105 external power unit, Aero 60 rocket pod, 150 US gallon drop tank. US Navy via author

An unusual combination of three US Marine Corps Skyhawks on the line. The left is a VMA-211 A40-1. followed by a VMA-311 A40-2 and a VMA-211 A40-2N. Clay Janson via author

34

A line of A40-1s run the port edge of the carrier deck during what must be one of the earliest Alpha deployments. US Navy via author

35

THE SCOOTER COME TO LIFE

A-4 Possible Weapons Carriage Bombs 250lb Mk 81 Mk 81 250lb Mk 82 500lb 500lb Mk 82 Mk 83 1000lb Mk 84 1000lb

LDGP Snakeye I LDGP/LGB Snakeye II LDGP/LGB LDGP/LGB

Rockets LAU-l0/A LAU-61/A LAU-68/A LAU-69/A Aero 6D

5.00in Zuni 19 x 2.75in FFAR 7 x 2.75in FFAR 19 x 2.75in FFAR

Guided bombs/missiles AGM-12 Bullpup (a/g) AGM-62 Walleye (a/g) AGM-65 Maverick (a/g) AGM-45 Shrike (ARM AGM-78 Standard (ARM) AIM-9 Sidewinder (a/g) Aero 14/B smoke

Non-combat stores Aero 1D 150, 300, 400 US gallon tanks D-704 refuelling store SUU-40/44 flare dispenser Mk 24/25 paraflare LB-18A camera pod Mk-12 spray tank

Guns Mk 12 20mm (2) internal Mk 4 gun pod Mk-40 Mk 11 gun pod Mk-41

Mines - Destructor Series Mk-36

Practice Mk 76 Mk 106 ATM-45 ATM-65 AIM-9/MDU-26/A

Special Weapons B-43 B-57 B-61

Other Munitions Mk 77 napalm Mk 79 Mk 20 Rockeye II CBU-72/B FAE CBU-59/A APAM

Ejection racks/launches Aero 7A (wing station) Aero 10D Aero 20 TER (Triple Ejection Rack) MER (Multiple Ejection Racks) LAU-7/A (AIM-9 launch rail) LUU-I2B/B (rocket launcher)

radio. Operating in the 225 to 399 megacycle frequency range, the ARC-27 A could transmit or receive using the same antenna on any of l,750 channels. A total of twenty channels could be preset. A 'guard' pre et was adeled beginning with Bu o. 137 32. Manual frequency selection was accomplished by three dial, with the outer dial controlling the first two digits, the middle dial controlling the third digit, and the innermost dial selecting the eligits to the right of the decimal point. VHF radio communications using the RN-14E omni-range radio could be attained by adding an external navigation package (NavPac) mounted on the centre pylon. avigation equipment included the A IARA-2S automatic direction finder anel the -2 gyro yn compass system. The AR -12 marker beacon, which allowed a pilot to check the aircraft's relative position by referencing a specifieel beacon station, coulel also be carried in the exter-

nally mounted avPac. A five-position IFF ('off, 'stdby', 'low', 'norm', 'emergency') was provieled by the APX-6B IFF transponder and A PA-89 identification coeler and operated on a simple 'challenge anel reply' basis. All navigation and communications equipment were limited to line-of-sight range. Armament was simple. Two forwardfiring Colt Mk \2 Moel 0 2 mm cannons were nestled in each wing-root complete with 10 rounds of ammunition for each gun housed in rotating drums to ease fe ding and minimize potential for gun jams. The Mk 12 guns, although limited in their ammunition capacity, could fire simultaneously at the rate of 1,000 rounds per minute in short bursts. Of all the kyhawk's sy tems, few have recei ved as much criticizm a the cannons. orne have commented that the guns were an afterthought and this seems to be borne out by company documents which show that it was not until Bu os 137817, 137 32

36

anel subsequent aircraft that guns were installed. Installation of the guns also reduced the overall maximum external load by 450lb (204kg). The guns were not reliable and the ammunition store too small. 'The A-4's 20mm guns were basically an afterthought added early on anel they simply didn't carry enough ammunition. This was due, of course, to the guns' location in the no e and the limiteel space for the ammo boxes.' 10 pace requirements for subsequent ECM gear install I during the Vietnam War reeluced the 10 round loael even further. A to their accuracy, Krueger explained, 'while the 20mms were good for strafing, they were not very accurate, especially with the iron sight. We had no lead computing sights; those were aelded by the foreign purchaser. That doesn't mean we elidn't get proficient with the sight, but it was elefinitelya learneel technique'll Krueger further commenteel, 'I think the problem with the gun is be t highlighted by the fact that most of the foreign users, especially the Israelis and others, immediately put in their own gun and lead-computing sight'.12 The three hardpoints alloweel carriage of a variety of weapons, including Mk 80 series iron bombs, mines, rockets, anel special weapons of the Mk 7, -8, and -12 class. ome sources also lit the Mk 91 nuclear weapon. The centreline pylon, rated at 3,S751b (I,625kg), contained a four-hook type bomb rack capable of using either 14in (35cm) or 30in (75cm) suspension. The wing pylons, numbers one and three, were rated at 1,2001b (545kg) each, and featured two-hook ejection racks limited to 14in (35cm) suspension. A total of 165 A4D-ls were built with the model eeing service in eighteen US avy and Marine Corps squadrons. The V -72 'Blue Hawks', an East oast squadron that previously operated F9F Panthers, were the fir t avy squadron to receive the A4D-I was V -72 'Blue Hawk '; and VMA-2l1 'Wake Island Avengers' became the first U Marine Corps unit. The first West oast squadron to receive the aircraft was VA-93 'Blue Blazers' who also made the A4D-l's first cruise aboard U S Ticonderoga in eptember 1957. When the A D-l were phased out of fleet operations, some used for replacement training were redesignated as T A-4As, a move which some have proposed occurred to reduce the apparent attack inventory so that more aircraft could be procured for the war in Vietnam.

MARINES VMA-224

----

MCAS EI Toro's VMA-224 'Bengals' were the first US Marine Corps squadron to transition to the MD-l. The 'Bengals' flew the Skyhawk for nearly ten years before transitioning to the all-weather Grumman A-6A Intruder. US Navy via author

A4D-2jA-4B Even before deliveries of the 4D-I were completed, plans were being elrawn for the follow-on A4D-2 that woulel improve the kyhawk's range and upgrade its navigational systems. In fact, production of the D4-2 began parallel with that of the 4D-1. The two principal modifications affecting range were the aeldition of an inflight refuelling apability, and increasing the external fuel carriage by the addition of 300 US gallon (1,135 litre) Aero-I drop tanks. This factor was significant, because with all three pylons sporting 300 US gallon tanks, a total of 1,695 U gallons (6,410 litres) of usable fuel could be carried. Externally, the A4D-2 differed from it predecessor by the in tallation of the refuelling probe anel the incorporation of the so-called 'inside-out' or 'tad-pole' rudder

design. At first, the engineer experimen ted by add ing the refuell ing probe beneath the starboard wing just outboard of the undercarriage fairing. That location was subsequently changed to the starboard fuselage nose for production models, with the probe adeling less than a foot to the aircraft's overall length. At about the same time as the refuelling probe experiments, Ed Heinemann developed the D-704 buddy-store which, when mounted to the Skyhawk's centreline station, allowed for the refuelling of other aircraft at the off-load transfer rate of 200 S gallons (755 litres) per minute. This system was developed in response to the avy's suggestion that Douglas explore modifying both the kywarrior and kyhawk to add in-flight refuelling capabilities. The 1avy fully appreciated the fact that a replacement was neeeleel as the fleet's primary tanker, the A J avage, was

37

nearing the enel of its operational career. While the A3D was large and sufficient room remained for the hose and reel, the kyhawk's diminutive size made internal incorporation of such a system impossible without ruining its most precious attribute. Heinemann's solution was to add the capability externally; hence, the D-704. Rumour holds that this elesign was sketched by Heinemann on a napkin. sing a hose and drogue assembly and itself carrying 300 US gallons (1,135 litl'es) of fuel, the Skyhawk could now serve in the tanker role for other aircraft. The D-704 permitted the -4 to transfer all external fuel and half of its internal fuel load for a total off-load capability of 1,300 US gallons (4,920 litres). By u ing a small impeller, the D-704 provided it own power source independent of the aircraft for the pump anel hose reel line. According to reports, an A-4 with this

THE SCOOTER COMES TO LIFE

THE SCOOTER COMES TO LIFE

An early production MD-1 modified for in-flight refuelling takes on fuel from an AD Skyraider. Notice the location of the Skyhawk's refuelling probe stemming from the right wing-root. This location was initially tried, but the fuselage mount proved more practical. Boeing Historical Archives via Harry Gann

buddy-store system "aved' its first fellOlv aircraft during the 0-704's maiden deployment with VA-12. This capability would later prove significant during the Vietnam War when A-4s frequently provided emergency tanking. From a performance standpoint, the A40-2 received the slightly improved -16 version of the Wright J65, providing 7,7001b (3,500kg) of thrust. This version was later up-rated to the W -18 standard of 8,5001b (3,860kg) thrust in some A-4s. These benefits were somewhat lost, however, as the additional equipment added to the variant increased empty weight from 8,4001b (3,810kg) to 9,1401b (4,14Skg) Surprisingly, this resulted in a loss in maximum peed of only 3mph (Skm/h). Most of the other major modifications were internal. For example, fully powered

flight control ystems were added and the rear undercarriage strengthened to allow the kyhawk to increase its maximum manoeuvre limit to 7g at maximum speed. To give the flight control systems proper 'feel', bungee springs were used in parallel with the pilot's controls. The cockpit wa likewise modified to improve pilot scan and to the readability of certain instruments and gauges which were too small and, therefore, hard to see. Some of these deficiencies were discovered during night flights by units operating the A40-1. Other changes were prompted to cure deficiencies in the Alpha. For example, on the original model the tailpipe temperature gauge on Iy registered temperatures of 450-SS0°c. This led to a false impression of a flame-out when the engine was in 'idle'. Also problematic were the overly

38

simplistic 'go/no go' indicators for oil temperature and oil pressure, which were replaced by dials. Communications were enhanced through the installation of an angled HF aerial slightly behind the cockpit canopy, an AN/A -19A dead reckoning computer system, and an /AR -21 TACAN. A single point pressurized fuelling system was also added, as was a dual hydraulic system, in part to correct perceived deficiencies with the A40-I's original design. The addition of the T ACAN was welcomed for marine operations but sometimes led to difficulties when Skyhawks operated over land. Landbased facilities had y t to adopt T ACA stations and relied instead on Omni, o any ero s-country flight had to use visual navigation. Eventually, Omni and

T A AN became compatible in frequency and the problem disappeared. Armaments were enhanced by the installation of an improved bomb sight and the incorporation of the Martin Company's AGM- J2 Bullpup rocketpowered, radio-guided missile. The AGM12, which could ~ e carried by all three stations, now allowed kyhawk pilots to have a limited stand-off capability against surface targets on land and at sea. Introduced to the fleet on 2S April 1959 as the AGM-12A, the Bullpup was originally made with a 250lb warhead. Its stand-off range was approximately 7 miles (I I kin). The Bullpup-B, which became available in 1965, had a larger, 1,0001b warhead and a slightly longer range. Both missiles suffered one drawback - the pilot had to maintain a teady dive trajectory from altitudes up to 1O,000ft (3,OOOm) after release in order to guide the missile, thus making himself a target. This became even more of a concern with the di 'covery of orth Vietnamese A-2 AM sites in 1965. An air-to-air capability was also added for carrying the AIM-9 Sidewinder. This would later prove valuable as A-4Bs, and later A-4Cs, would provide a limited air defence capability for the avy's Anti-Su~ marine Carriers (CVS) during the middle 1960s. These Skyhawks served primarily with VSF-I and VSF-3 and with some VA and VMA squadrons as four-plane Oet . U Essex (CV 9) would become the first V to deploy with kyhawks in the air defence role. In J961, twelve A40-2 s from VA-34 squadron joined Essex's CVSG-60 for a nineteen-day deployment that saw A-4s, in a tribute to their versatility, amas a total of 76 flight hour and SI2 traps. V F squadrons generally consisted of four A-4s and were to serve in a limited strike and air defence role. Although V F-J and -3 deployed with several carrier units, only V F-3 saw combat during the Vietnam War with Air Wing 10 aboard U S Intrepid (CVS II) during 1967. VA-I13 Oet. Q saw combat during its stint aboard S Bennington (CV 20) during 1965 as did VA-IS3 Oet. R aboard U Kearsage ( VS 33), and VMA-223 Oet. T aboard USS Yorktown (CV 10). H&M -IS Oet. N served aboard USS Hornet (CVS 12). These unit, and the need to provide air defence for the A W carriers soon passed, when, in 1972, the carrier air wing (CV) concept

This MD-1 has a Douglas-designed 0-704 refuelling store on its centreline. The feature was later added to the A4D-2 . Douglas Aircraft Co. via Aerospace Publications

A-4 Fuel Quantity Data (US gallonsl Fuel Tanks

Usable Fuel

Unusable Fuel - level flight

Expansion Space

Total Volume

Integral wing tank Fuselage tank

570 240

6 0

9 0

585 240

147 147

2 2

150 150

147 147

2 2

150 150

LH/RH wing (external tank) 150 US gallon 300 US gallon Centreline tank (external) 150 US gallon 300 US gallon & refuelling store

Usable Fuel Total Combination (US gallons) Tanks Fuselage, wing Fuselage, wing, Fuselage, wing, Fuselage, wing, Fuselage, wing, Fuselage, wing, Fuselage, wing, Fuselage, wing, Fuselage, wing, Fuselage, wing, Fuselage, wing, Fuselage, wing,

Total Fuel (150) centre drop (300) centre drop (300) air refuelling store two (150) wing rack drop (150) centre, two (1501 wing rack drop (3001 centre, two (1501 wing rack drop (300) air refuelling store two (300) wing rack drop (150) centre, two (3001 wing rack drop (300) centre, two (3001 wing rack drop (300) air refuelling store, two (3001 wing rack drop

39

810 957 1105

1105 1104 1251 1399 1399 1400 1547 1695 1695

THE SCOOTER COMES TO LIFE

THE SCOOTER COMES TO LIFE

An early A-4B without squadron marking or the refuelling probe. Notice the 'tad-pole' rudder, which became standard in all future models. Boeing Co. via author

The A-4 as a Tanker When the A-4B was in its early production, Douglas was approached by the Navy about the possibility of adding an in-flight refuelling capability to the Skyhawk so that it could serve an auxiliary role as a fleet tanker. The Navy had realized that its fleet tanker, the A J Savage, was quickly ageing and that a replacement was needed. Douglas, particularly Ed Heinemann, initially scoffed at the idea because it meant possibly altering the aircraft's weight or performance envelope. Unlike the A3D Skywarrior, which was large enough to house an internal reel and drogue system, the Skyhawk was short on space and if an internal design was sought, something would have to be sacrificed. Douglas eventually came up with an external refuelling mount, called the Aero 1D, or D-704, that could be suspended from the centreline pylon. Using an aerodynamic shape and a self-powered impeller, the D-704 store contained a 300 US gallon (1,136 litre) fuel cell, a constant speed ram airdriven hydraulic pump, and a hydraulically operated nose reel. 50ft (15.2m) of hose was also provided, with a collapsible drogue. The D-704 off-loaded fuel at a rate of 200 US gallons (756 litres) per minute. With the Skyhawk carrying two 300 US gallon tanks, plus the store, a total of 1,300 US gallons (4,920 litresl could be transferred, basically one half of the A-4's total fuel. The D-704-equipped A-4 gave air wing commanders more flexibility in composing strike packages as the tanking element could now fly a similar profile to the rest of the strike force. In the late 1950s and early 1960s, it was common for D-704-totting Skyhawks to fly along with strike groups, refuel the Skyhawks, then return to the carrier, with another tanker A-4 meeting the strike group on the in-bound leg. During the Vietnam War,

This TA-4 aboard USS Lexington (CV 16) demonstrates how the refuelling probe permits crews to 'hot refuel' a Skyhawk. Harry Gann

40

Here, an A-4C from VA-216 refuels a VF-31 F-4B overhead USS Saratoga Mediterranean Sea. US Navy via Lt Cdr Rick Burgess USN Retd

tanker operations for A-4s were more limited, with much of the mission tanking performed by AD Skyraiders, A-3 Skywarriors, and KA-6D Intruders. The A-4 was a good, but limited tanker. We used it around the boat a lot for emergency tanking or for launch/recovery operations or when the Whales (A-3s1 were either busy or down. On Ranger and Enterprise, we typically kept a Skyhawk with a store ready in case we needed something. In the early 1960s, for nuclear strike profiles, we routinely used an A-4 tanker which would accompany the strike aircraft. As far out on the profile as possible, maximum fuel would be transferred to the strike aircraft, leaving the tanker just enough gas to get back to the boat, and the strike bird would proceed on its mission. Sometimes another tanker would catch us on the egress and top us off for our home stretch. But that couldn't be counted on and wasn't built into the mission profile. But the Skyhawk had its limitations as a tanker. It simply couldn't give enough fuel for the gas-guzzling F-4 and F-B aircraft that operated with afterburners and also burned a lot of fuel at lower altitudes. An A-4 could only give these birds enough for one or two extra passes at the boat before they'd need another drink. Sometimes we'd launch an A-4 if the A-3 tanker needed to come aboard. The A-4 would launch and take up position overhead until the A-3 was ready. Then after the Whale was airborne, the Skyhawk would transfer the balance of its fuel before landing so that the Whale was topped off and ready to go'3 Overall, having the ability to use the A-4 as a tanker was a convenient option for air wing commanders.

lev 60) while she steams in the

47

THE SCOOT R COMES TO LIFE

THE SCOOTER COMES TO LIFE

Only two squadrons flew the A-4B in Vietnam; VA-15 and VA-95 aboard USS Intrepid ICV 11). These two Bravos, piloted by lt Cdr G. l. Sagehorn USN, and lt Bill lams USNR, are en route to the Thanh Hoa Bridge in September 1966. Capt Walter Ohlrich USN Ret

A ground view of MD-2 BuNo. 175538 displaying its straight refuelling probe. Two 150 US gallon (568 litre) fuel tanks hang from stations one and three and a navigation package (NAVPAC) hangs from the centreline station. The NAVPAC contained an AN/ARN-14E omni-range receiver for directional homing and an AN/ARN-12 marker beacon receiver. Both were helpful for cross-country flights where TACAN navigation was unavailable. Boeing Historical Archives via Harry Gann

7Z

- ~~~=---~~::::::::J ----~~::::':;~::-

--

This A-4B, seen at lakehurst in 1972, has a '7Z' tail code, which means it belongs to a Reserve Air Wing. Stephen H. Miller via Lt Cdr Rick Burgess USN Retd

42

~-

-

An A-4B from VA-12 aboard USS Essex (CV 9) sits with a 'shape' on the tarmac at a gunnery meeting at NAF EI Centro. Its fighter counterpart, the Douglas F40 Skyray sits off behind the Skyhawk's nose. Boeing Historical Archives via Harry Gann

43

THE SOOTER COMES TO LIFE

THE SCOOTER COMES TO LIFE

A-4Bs flew with many of the anti-submarine carriers. such as the Skyhawk pictured here belonging to USS Kearsage (CVS 331. Armed with AIM-9 Sidewinder airto-air missiles. these Skyhawks provided combat air patrol for the air group's Trackers and Tracers. Featured here is a VA-23 A-4B from CVSG-53. US Navy via Boeing Historical Archives via Harry Gann

The Mk 11 pod-mounted gun became operational in 1959 and offered Skyhawk pilots a step-up from their internal Mk 12 cannons. Developed by industrialist/flier Howard Hughes, the Mk 11 fired 4,000 rounds per minute and was used primarily for ground-attack missions. US Navy via Lt Cdr Rick Burgess USN Retd

Navy and Marine Corps Skyhawks are parked on the ramp at MCAS Yuma. Arizona during the Fourth Annual Naval Air Weapons Meet in December 1959. In addition to the Skyhawks, a squadron of Chance Vought F-B Crusaders appear in the back row. Boeing Historical Archives via Harry Gann

44

was introduced and rhe ASW mission was consolidared wirh rhe large deck carrier. Firsr flown by Douglas test pilot Drury Wood on 26 March 1956, service deliveries of the A4D-2 to the Marine Corps (VMA-21I) began in September J957, ami to the avy (VA-12) at A Cecil Ficld, Florida in February 1958. VA- J 2 flew the initial squadron test flight with the new 300 U gallon (1,135 lirre) external fuel tanks and also pioneered night-rime air-to-air refuelling using the D-704. Over its producrion run, a total of 542 were built. As wirh rhe A4D-Is, many of rhe A4D-2s were relegated to training roles with the Reserve quadrons and redesignated T A-4Bs, alrhough no phy ical changes were made to rhe aircrafr. Irhough ome T A-4As did serve with the Reserves, the programme did not really garher steam until the T A-4B was introduced into the reserve ranks.

A4D-3 The A4D-3 represented a Douglas design intended to satisfy a 1957 Navy requiremen t for a new 'srare-of-rhe-art' Iigh t attack aircrafr capable of travelling greater disrances rhrough adverse weather and rerrain. Douglas proposed rhe addirion of new avionics to meet the all-weather requirement and sub tirurion of the more efficient Pratt & Whirney J52 engine in place of rhe Wrighr J65 (being developed for the Grumman -6A Inrruder). nfortunately for rhe avy, rhe design never made ir pa t the mock-up stage. While orders were let for development of four of the e varianrs and BuNos reserved for ix more, rising co t as ociated wirh rhe new avionics and rhe new engine ultimately led ro its cancellation. What resulred from this, however, was a compromise, the A4D-2 (A-4C), which, while adding a sophisri ated autopilot, a Low-

45

Altitude Bombing System (LABS), a terrain clearance radar, and an angle-ofatta k indicating system, still retained the less powerful J65 engine.

A4D-2N/A-4C The introduction of the A4D-2 , later redesignated the A-4C in 1962, saw some of rhe mosr ignificant upgrades to the ba cline kyhawk, complere wirh the revamping of approximarely J 5 per cent of rhe aircrafr's srructure. A primary impetus for the A-4C was rhe avy' late requirement for greater range and 195 an all-wearher, adverse terrain capabiliry, which had led Douglas to pursue rhe A4D3 variant in rhe firsr insrance. Many of the technologic supporting rhe 4D-3 were adopred by rhe A4D-2 IA4 design, and, rogeth I' with improved avionics, gave the Skyhawk its first, albeit

THE SCOOTER

THE SOOTER COMES TO LIFE

OMES TO LIFE

A-4C Cutaway Drawing This cutaway drawing of the A-4C reveals several interesting features. Most notable is the three spar wing design with 560 US gallon (2,120 litrel integral fuel tank, or 'wet wing' design. Fuel was also stored in a 240 US gallon (908 litrel fuselage tank located between the cockpit and engine. Also interesting are the innovative inlet ducts, one on each side of the fuselage, through which air flowed to the J65-W-16A engine. A long cylindrical tailpipe can be seen stemming aft from the engine. The nose cone section reveals the compact APG-53A radar immediately in front of the AN/ASO-17 integrated electronics package. The nose cone is hinged to open upward. Visible just aft of the canopy is the AN/ARC-27A UHF radio antenna, with the cylinder behind it being the fuselage tank fill cap. via Harry Gann

This artist's rendition depicts the A4D-3, which Douglas proposed to meet the Navy's requirement for a long-range, all-weather attack capability. Due to the high cost of developing this proposal, none were built, although the engine and some of the avionics later appeared in the A-4C. Four such Skyhawks were ordered (BuNos 145157 to 145156), and BuNos for six more reserved, but the order was cancelled. Boeing Historical Archives via Harry Gann

limited, all-weather, night-attack capability. Key to these avionics upgrade was the Westinghouse APG-53A terrainclearance radar, which had been specially designed by the US Navy Avionics facility in Indianapoli , Indiana. This remarkably lightweight radar, weighing only 90lb (40.8kg), operated in four mode', providing ba ic search, air-to-ground ranging, and two terrain-clearance modes (plan/ profile). 0 fire-control radar features were provided. The radar had a total range of 40 miles (65km) and an elevation of +10 to -15 degree off level flight. To accommodate the radar and additional electronics/ avionics, the nose was lengthened by 9in (22.9cm), a feature that distinguished the A4D-Z from earlier models. According to pilots, the APG-53A was

an interesting piece of gear. The radar was suppa ed to help pilots to find targets while performing nuclear strikes in bad weather or with the thermal hood up. Few Vietnamera pilots remember ever using it and some units got rid of the radar for weight and maintenance reasons. As for the terrainclearance radar - pilot commented that it was 'really too simple to fly that way'l kyhawk pilots flying night recce missions in Vietnam rarely relied on the APG-53A. However, use of radar was typically a squadron-by-squadron decision. 'I n VA94' Capt Krueger explained, 'we tried to use it where possible and we had maintenance people trained on fixing it'.14 Indeed, Krueger recalls one mission over Laos in 1965 where the APG-53A became a life-saver:

I wm, leauing a uivision of A-4Cs to join with a night of Spaus (A-Is) in hitting a narrow roau choke-point in the mounmins on the 110 Chi Minh trail. We had to ny south of the DMZ then north in Th"i1and and L"os, since we weren't allowed to ny across North Vietnam, although we hau already been bombmg them. After tanking, we were ",pposed to proceed anu rende:vous at the target with the Spads - who had launcheu a couple hours earlier. The A-I s were to crarer the road, while the A-4s were to split into sections and drop CBUs on both "des. The weather was lerrible ... rain ... low ceiling ... low viz; there \\'a~ no way for L1~ to know

where we were at visually. I turned on my APCS3 and started lIsing it~ terrain clearance mode, trying to smy ahove the lOpS of the mountains. We new for what seemed like forever and I was ~llrc

we were in China, but we prc>.,scd Oil, try'

1962 Aircraft Redesignation On 18 September 1962, the US military adopted a new system of designating aircraft, based to some extent on that used by the US Air Force. The change, said to have occurred because Defense Secretary Robert S. McNamara had become confused when discussing the F4D Skyray and the F4H Phantom, brought all services under a uniform designation standard. Prior to that time the Navy used a system whereby the first letter designated the class, the number represented the plane's number in the series, and the last number designated the numerical sequence with that mission. 'A' stood for 'attack: 'F' stood for 'fighter: and so forth. Thus, the designation MD-1 meant that the Skyhawk aircraft was the fourth 'attack' aircraft manufactured by Douglas Aircraft Company, first numerical sequence in the mission.

Using this new system, the AD Skyraider became the A-1, the A J Savage became the A-2, the A3D became the A-3 Skywarrior, and the MD Skyhawk became the A-4, with the following sub-designations or models: MD-1 MD-2 MD-3 MD-4 MD-2N MD-5

A-4A A-4B (not producedl (not produced I A-4C A-4E

The A-4D designation was skipped to avoid possible confusion with the earlier MD designation.

46

The APG-53 Radar The Westinghouse APG-53A radar was added to the A-4 to provide a limited all-weather, terrain-clearance radar system to help pilots navigate through bad weather and mountainous terrain. Incorporated with the A-4C model, the APG-53A required a small modification of the nose cone in order to accommodate the system, and, thus, provides an easy way of distinguishing the Charlie from the earlier A-4A and -B. Search and mapping capabilities were provided for navigational purposes and two modes of terrain-clearance for obstacle avoidance in the azimuth or elevation plane. Although an air-to-ground slant range mode for weapons delivery was provided, there was no automatic fire control system. Dperating on a 115-vac, 3-phase, 400-cps power, the APG-53A had four operations modes: standby, search, terrain-clearance, and slant range. B-scope presentation was utilized for the search mode, while slant range mode presented as a vertical sweep range bar. In the terrain-clearance mode, the B-scope presentation was used for 'plan' (looking level along the flight pathlo and the E-scope presentation used for 'profile' (looking at the obstacle's profilel. Located on the right-hand console (except for aircraft reworked per A-4 AFC 387, which was on the left), the control panel contained an elevation switch, mode selector, angle-of-attack compensation toggle, and an auraltone warning volume control. Manual elevation was possible from +10 to -15 degrees with respect to the zero elevation position. A two-position range selector switch provided long and short range, which depended on the mode being used.

Mode

SRCH

Short

Long

20 miles/32.2km 40 miles/64.4km TIC 10 miles/16km 20 miles/32.2km NG 15,OOOyd/13,716m 15,OOOyd/13,716m The NG mode required a 10 degree or better dive before surface lock-on could be achieved. In search mode, vertical beam width measured approximately 5 degrees with a 60 degree azimuth and could be scanned up or down. Targets appeared on the scope as bright yellow-green spots; surfaces such as water appeared darker. The result was a map-like display that was linear in range but distorted in azimuth by a factor inversely proportional to range. Terrain-clearance plan mode provided information for avoiding an obstacle laterally, by going around it, profile mode permitted pilots to avoid it horizontally, by going over the top. By using the plan and profile modes in comparison, pilots could evaluate whether they wished to change either their heading or their altitude to avoid the upcoming obstacle. When in the NG mode, the scope depicted the distance to the ground directly ahead of the aircraft. As the bar line moved from the top of the display down to the aircraft's relative position marker, the ground became closer. A-4 aircraft reworked per AFC 318 (incorporating the Walleye capabilityl, contained an APG-53B, which offered a television mode for Walleye guidance. Other aircraft, reworked per A-4 AFC 395, used an IP-906A (Sonyl television scope in place of the APG-53A radar scope.

47

TH

THE SCOOTER COMES TO LIFE

Visible in this photo is the windshield wiper installed on the A-4C model. Here, a Skyhawk is towed to a catapult on USS Hornet (CVS 121. LI Cdr Rick Burgess USN ReId

This A-4C production line photograph from the Douglas Palmdale plant highlights the extended nose-cone which contains the APG-53A radar. Boeing Historical Archives via Harry Gann

ing

[0

keep track of our altitude and make ,ure

we weren't going ro hit the hdb. I wa, thinking 'we'll ne\'er find those

pads"

Just then I looked off [0 the right and saw a hreak, then a road, and figured, 'thi:-,

1ll11:'lt

he il'.

When we pulled out of the overcast we were right in a valley and there were the Spad" ju" where they were ,uppmed [0 he. The two ,ections nfSkyhawks [Ook the hdl, on either "de of the mad with the CB s [0 keep down any AAA 'IS

the

pad, [Ook out the madway with homhs.

Timing and coordination worked like a charm! But without that radar [0 keep us above the hill [01"

This VA-12 A-4C wears markings from its time with CVW-1 aboard USS Franklin D. Roosevelt (CVA 421. The 'Flying Ubangis' operated from the carrier from 1961 until 1968 and later transitioned to the A-7 Corsair II. VA-12 had two Vietnam cruises. the first with the Echo and the second with the Charlie. US Navy via author

48

we would have never found the Spack';

Krucgcr addcd, ' ... as a naviga[ion aid, [hc radar provided no big picture like [hose of wday, juS[ enough resolU[ion that wc could find a landmark, likc an island, or an inlct, or a river'.16 In addition to d.c APG-53A, mher avionics wcrc includcd to assist thc kyhawk pitm in instrumcnt-only AighL A new autopitm, made by Douglas, was installcd, as wa- thc AA -19 countcrdrum airspccd indicator, an A lAP -141 radar altimeter, an angle-of-anack indicating systcm, and the IPP-446/APG-53A radar indicator scopc. Togc[hcr, d.csc sys[ems increased [he basic avionic~ package wcigh[ from 150 to 3951b (6 to 179kg), which contribu[cd w [he ovcrall cmpty weigh[ of 9,72 Ib (4,400kg). The cockpit dcsign was funhcr rcvised w allow a bcncr scan of Aigh[ ins[rumcnts and sevcral new gauges werc added, such as a Mach-me[cr wid. airspccd indica[or, a ver[ical speed indicawr, an acceleromctcr, and a new Bearing-Diswnce-Heading lndicawr (BDHI). Thc A IA]B-3 all-al[i[LIdc rcfercncc sys[cm (called 'abba-jabba' by many pitO[S and crcws), wid, an added LowAl[iwde Warning Sys[cm (LAWS), also included in [he upgrade, providcd [hc pitm wi[h a vi ual rcpresenta[ion of d.c aircrafe pi[ch, role, and heading u ing a minimure rcfcrcnce aircrafL A modificd cjenion sea[, the Escapac I A-I, wj[h i[s gremer e cape envelope, was also made pan of [he A4D2N. Communica[ions equipment r mained basically [he same as wid. [he A-4B, ald.ough a ]ulie[ 2 secured (encrnxed) voicc uansmincr was inswllcd. [ressing [he expanding conventional role planned for [he -4, weapons deliv-

cry was cnhanced by the addi[ion of [he TPQ-IO ground control blind bombing sys[cm, a ncw gunsigh[, and a Loft Bombing Sys[em (LBS). Armaments werc funher cnhanccd by [hc addi[ion of a limi[cd hrikc missile capabiti[y for u c against enemy radars. The hrike, designated a d.c AGM-45A, was the earlics[ form of [he An[i-Radia ion Missile (ARM). I[ carried a 1451b (65.7kg) blas[ fragmenta[ion warhead and fea[LIrcd a singlc burn, [hcn la[cr a doublc burn, cnginc. One significant drawback of [he mi ile, howevcr, was d.c fan d.m d,c hrikc rcquired an anive radar linc; if [he si[c shu[ down, [he mis ile could nm remembcr where w go and went 'dead'. This downfall would cvcnwally lead w d.e development of [he advanced AGM-8 HARM, which is csscntially a 'firc and forgC[' anti-radia[ion mi sileo One of [he mos[ interes[ing addi[ions [Q thi variant was [he General Elenric

49

TPQ-IO blind-bombing system. sed hcavily by d.c Marinc Corps uni[s operming in Soud. Vicmam, [his sys[cm allowed weapons w bc rcleascd auwma[ically by ground con[rollcrs in bad wea[her condi[ions or a[ nigh L To accompl ish [h is fea[, wrge[ data would be fed to [he TPQ compU[cr, along wid. thc A-4's airspccd, altitudc, and the [ype of wcapons carricd, w dew'mine [he prccise launch poinL As [he bomb run commcnccd, d.c A-4 pilm would Sc[ [hc bombing scqucncc swi[ch, line up [he aircraf[ on targe[, and cngage [he auwpilm. ing radio ignals, [he con[roller would [hen make final dircctional correnions and release die weapons. The TPQ-IO sys[cm was widcly used and cs[ima[es place d.c numbcr of TPQ-con[rollcd runs a[ 31 per ccn[ of all Marine comba[ sonics (equalling 4,993 sonies) during [he las[ quancr of 1966. From a performance perspeni vc, [he A-4C received an up-ra[ed W-2 [LIrbo-

THE SCOOTER COMES TO LIFE

THE SCOOTER COMES TO LIFE

This power problem was later cured by the -E and -F models. The A-4C was produced in the larg t number, with some 63 eventually produced for the avy and Marine orps, and, at it high point, equipped some twenty-three avy and nine Marine Corps squadrons. Initial fleet deliveries were made to Marine quadron VMA-225 at M A herry Point, outh Carolina, in March 1960, and to VA-In in May, repla ing their older FJ-4B Furies. Interestingly, the A-4C was the first Skyhawk model to be built at the new Douglas factory at Long Beach, and was the model in production when the DoD announced its aircraft redesignation system in 1962. A-

4Cs saw the bulk of the early action in Vietnam, serving with twenty-nine avy attack and eleven Marine Corps VMA quadrons over the course of the war. Two squadrons, VA-12 and VA-72 aboard US ShangJ';-La, continued to fly the A-4C as late a 1970.

The Army Looks at the 'Hawk' Of particular interest to the -C model was Douglas's promotion of a modified A4D2N for the US Army's 1961 close air support contract, called the Model 840. Due to a growing la k of interest by the

SAF, now eparated from the Army, in the close air upport role, the Army was looking for its own aircraft to fill that slot, and one that could perform the job in unimproved forward-operating areas. Douglas quickly responded to that need by taking two A4D-2 s, Bu os 14 483 and 148490, and modifying them to Army requirements. These modification, undertaken at the El Segundo factory, included revising the landing gear to add twin main wheels for better hand ling on rough ground, constructing modified underwing fairings, and the installation of a 24ft (7.3m) diameter drag chute taken from the Douglas A3D Skywarrior. These revisions were accomplished in just two weeks.

jet, which delivered ,3001b (3,76 kg) thrust at 'MIL' (102 per cent) and 7,4001b (3,360kg) thrust at 100 per cent. This provided more than enough power to compensate for the increased weight of the upgrade. Indeed, weight wa now becoming less significant with the advent of refuelling brought on by the A4D-2 and as engines became more powerful and efficien t. The W -20 increased the Skyhawk's rate-of-climb to nearly 7,500ft (2,330m) per minute and overall range to 1,139 miles 0, 45km). Although this engine hailed a significant improvement over the W - J 6, it was still considered by Vietnam pilots to be an under-powered airframe. Lt John G. Kuchinski, a signed to VA-94 aboard U Hancock in 1967 observed:

A member of VA-46 squadron from NAS Cecil Field poses with typical Skyhawk ordnance. Included in this arsenal are standard 20mm ammunition. Mk 80 series 2501b. 500lb, and 1.000lb bombs, Zuni rockets, AGM-12 Bullpups. AIM-9 Sidewinders, 2.75in rockets, and Mk 84 2,000lb bombs. On the Skyhawk are 300 US gallon (1,135 litre) fuel tanks and a buddy-store. US Navy via Aerospace Publications

II1ce we had A-4Cs, we would c1imh

[(1

20-

n,ooo feet and thcn dcscend coming 10 to kecp our speed up. Thc A-4C engine could not kcep us, with a full homb load and maneu\,cflng ar 35 knots plus, str
JATO bottles, shown here being readied by a US Marine. were used frequently at the Marine base in Chu Lai. Vietnam. The bottles provided added thrust to enable the Skyhawk to take off from a shortened runway. Boeing Historical Archives via Harry Gann

[(1

thc A-4C was thc undcr-

powcrcd cngll1c and the fact thar we had bomhs, usually four Mk.

2s. 1~

50

I

--

[(1

carry two 300-gallon drop tanks along with the

Illustrative of the differences between the variants. an A-4C (left) sits next to an A-4E on the NAS Oceana flight line with the markings of VA-81 squadron. The immense carriage potential of the five-station Echo is highlighted when it sits next to the three-station Charlie. In what was probably a disappointment to squadron members. VA-81 transitioned back to the A-4C from the more capable A-4E in September 1967 before transitioning again to the Chance Vought A-7 Corsair II in May 1970. The 'Sunliners' took the Charlie on two cruises to the Mediterranean. the first aboard USS Shangri-La lCV 381 and the second aboard the USS John F. Kennedy lCV 67). US Navy via author

51

-

-

- - -- -

-

-

-

-

--- - -

THE SCOOTER COMES TO LIFE

Marine Corps A-4 Carrier Deployments (courtesy Mike Weeks) Squadron

Aircrah

Modex

Carrier/Air Wing

Cruise

Deployment Dates

VMA-225 VMA-224 VMA-121 VMA-324 VMA-225 VMA-311 VMA-225 VMA-324 H&MS-32 VMA-214 VMA-331 VMA-223 H&MS-15 VMA-324 VMA-331

A4D-2 A4D-2 A4D-2 A4D-2 A4D-2N A4D-2 A-4C A-4B A-4B A-4B A-4E A-4C A-4C A-4E A-4E

AK5xx WK8x VK88xx DX6xx AK6xx WL8x CExx AG5xx DA40x Det.1 WK8x Del. N AJ5xx WP8x Del. T YV8x Del. N AG3xx AG3xx

CVA-9/CVG-1O CVA-62/CVG-7 CVA-43/CVG-15 CVA-43/CVG-15 CVA-38/CVG-10 CVA-41/CVG2 CVAN-65/CVG-6 CVA-62/CVG-7 CVS-9/CVSG-60 CVS-12/CVSG-57 CVA-59/CVW-8 CVS-10/CVSG-55 CVS-12/CVSG-57 CVA-62/CVW-7 CVA-62/CVW-7

MED MED2 WESTPAC3 WESTPAC' MED WESTPAC CARIBBEAN5 MED MED WESTPAC MED WP/SEA WP/SEA MED MED

08/07/59 08/04/60 09/19/60 09/19/60 02/02/61 02/15/61 10/18/62 08/06/63 10/01/63 10/09/63 07/10/64 10/23/64 08/12/65 06/13/66 06/23/70 -

02/26/60 03/03/61 OS/27/61 OS/27/61 05/15/61 09/28/61 12/08/62 03/04/64 12/23/63 04/15/64 03/13/65 05/17/65 03/23/66 02/01/71 01/31/71

Two A-4s from VMA-332 of the Second Marine Air Wing (MAW) refuel en route to Rota. Spain. The two made a non-stop trans-Atlantic crossing. US Marine Corps via Lt Cdr Rick Burgess USN Retd

An artist's impression of the A-4C Skyhawk proposed for US Army operations from front-line. unimproved fields.

52

Douglas also proposed an A4D-4. which would have had folding wings. a larger fuselage. and seven hard points. Boeing Historical Archives via Harry Gann

53

Camp titors for this contract included the orthrop N-lS6 (predecessor to th F-S) and the Fiat G-91. Neither of these competing proposals was specially modified for the fly-off. After a nine and a half week, Armypon ored evaluation, ome of which took place near Pensacola and A Jack onville, no contracts were issued, in part due to the Army's decision to refocus its efforts on attack hel icopters and the Air Force' agreement to re-evaluate its position on close air support. During these tests, the Skyhawk performed well, defeating both competitors in the landing competition, and scoring a 'tic' in the take-off phase, despite the N-156's afterburner. Interestingly, this decision by the Air Force to review the close air support role ultimately led to the development of the A-1O Thunderbolt II, which rose to fame in the 1991 Gulf War.

THE SCOOTER COMES TO LIFE

THE SCOOTER COM - TO LIFE

The Replacement Air Group (RAG) Two VA squadrons provided the bulk of Skyhawk pilots for the fleet. VA-44,

the fleet were amassing 25ll-300 missions as Lieutenants on their first and

located at NAS Cecil Field, Florida, trained all east coast A-4 pilots and VA-

second cruises. There were a lot of these guys, like Tom Brown, 'Boot' Hill, Jim

125, at NAS Lemoore, California, trained the west coast pilots. In the early

Busey and a nllmber of others, who would go on to become Admirals."

years, the Grumman TF-9 filled this role. As more A-4s became available

Capt Thomas Mariner was another Skyhawk pilot familiar with the training

with the newer models entering the fleet, TA-4A/B aircraft made their way

command and how the A-4 impacted that community:

into the training command. A major impetus behind the two-seat TA-4E/F design was the need for a new weapons and tactics trainer for the

Principally, the Skyhawk was a Navy plane. When a flight student strapped it on,

Skyhawk community. Deliveries of this model, which possessed the same

and that is what you did with the tight cockpit of a Scooter, you knew you were

weapons capability as the single-seat Skyhawks, began on 19 May 1966 to

at last a real part of naval aviation. Not some little safe trainer like the T-34 or T-

VA-125. With the success of the TA-4F, orders soon came in for a new

2. Men had fought and died (and were still doing so when I first flew TA-4s1 from

dedicated trainer version without a weapons capability, which was dubbed

the decks of carriers in the A-4. It was a large aircraft for a trainer, sitting well

the TA-4J.

off the ground as you taxied, with room enough under its wings for bombs. The

Without question, the methodology and substance of the RAG syllabus

aircraft excelled at Navy missions of bombing, strafing, carrier landings and air

changed drastically with the coming of the Vietnam War in 1965:

combat maneuvering. The skills learned in the Skyhawk were directly translated to one's future jobs in strike warfare.

When the Vietnam War started we were still training the kids based on Korean

The aircraft was relatively simple, but had some characteristics which could

War tactics. And when they got over to Vietnam, everything was a surprise. We

kill you if you ignored NATOPS INaval Aviation Training and Operational

simply weren't teaching them what they needed to know. But, as we learned, as

Standard]. So the A-4 was a perfect transition between the trainers of earlier

the word came back from the war, we modified our syllabus and started doing a

stages and the Fleet aircraft in a student's future. I do not think I ever met a

great deal better. We would go out and meet the guys coming home and ask

Navy pilot that regretted a moment he or she spent in the A-4, even the moments

them, 'what have you been doing?' and they'd tell us and we'd incorporate that

that scared the hell out of you. 20

into the syllabus. When 1968 and 1969 came around, the people that we were turning out knew how to do everything that the fleet units were doing on Yankee

For the Marine Corps, Skyhawk pilots were trained with VMAT-101 and

Station. These guys were much better going out than we were. Clearly, passing

VMAT-102 as well as VMT-203.

on what worked made us all better. And that shouldn't be a surprise. The guys in

An A-4C from VA-172 'Blue Blots' refuels an RF-8A from VFP-62 over the Gulf of Tonkin in 1966. The squadron made eleven deployments with the A-4, including two Vietnam cruises. US Navy via Lt Cdr Rick Burgess USN Retd

VA-125 served as the west coast A-4 RAG until handing over its duties to VA-I27 in 1970. US Navy via author

The wing vortex generators fitted to prevent the 'wing drop' problem are clearly visible on the outer wing sections of this A-4E. Boeing Company via author.

54

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THE SCOOTER COM S TO LIFE

THE SCOOTER COMES TO LIFE

A4D-4

A4D-5/A-4E

In 195 , Douglas prepared a proposal for a long-range, all-weather attack variant of the kyhawk, whose primary mission would be to deliver nuclear weapons from low altitude. This proposal, given the A4D-4 designation, replaced the cropped delta wing with a moderately swept, tapered design that featured two dragreducing 'Whitcomb Bodies' and provided for seven external weapons stations. longer fuselage was also de igned to accommodate the additional electronics and fuel. Because of the larger wingspan, approximately 10ft Om) greater than that of the traditional -4, the outer wings were given a folding mechanism to allow for arrier storage. Due to funding problems within the Navy, however, this proposal never got beyond Douglas.

Of all of the kyhawks produced, none marked the shift from the original nuclear mis ion to one of a close air suPpOrt/ conventional bomber more than the -4E. Indeed, the importance of conventional warfare had been re-emphasized to avy officials by the 195 crisis in Lebanon. U warplane from the carriers Saratoga (CV A 60) and S Essex (CVA 9) were called upon to support Marines ashore when President amille Chemoun of Lebanon requested S assistance to keep peace after Arab nationalist seized power in neighbouring Iraq. The carriers USS Forrestal, Randolph, and Wast) would also take up positions off Lebanon to protect US interests. During that crisis, S Navy planners quickly realized that much of the naval

aviation inventory - the A-2, A-3 and A4 - had been designed largely for nuclear missions and that conventional warfare capabilitie were sorely lacking. Ironically, this was the same Ie son taught by the Korean War, but apparently forgotten, where carriers provided the bulk of close air support and interdiction trikes. Of special note, the requirements for the A-4E were generated before the A-4C had even flown its maiden flight. Following discussions between the avy and Douglas, a formal proposal was submitted in February 1959, with authorization to proceed given on 30 July. The existing A-4C contract was then modified to allow for the last two -Cs to be built in the -E configuration. Approximately 30 per cent of the -4E' airframe was modified from the previous model. However, the greatest changes

I'

VA-144 went to Vietnam in October 1969 with CVW-5 aboard USS Bon Homme Richard (CVA 311 and. together with its two sister squadrons VA-22 and VA-94. spent ninety-seven days on the line. During that time. the squadron lost one aircraft to combat. The 'Roadrunners' returned to the Gulf of Tonkin in 1970, this time flying the A-4F, and spent 101 days on the line with no combat losses. US Navy via author

This A-4E shows its stuff with a full load of Bullpup. Walleye. and Mk 80 series bombs. The more powerful engine and additional two hardpoints allow it to carry a theoretical load of 9.1551b (4.155kg) of ordnance and still have enough thrust to get pilots out of jams. Boeing Historical Archives via Harry Gann

56

were to the engine and avionics - the -E saw the introduction of the 8,5001b (3,860kg) thrust Pratt & Whitney J52-P-6 twin-spool turbojet originally planned for the cancelled A4D-3. This required some redesign of the forward fuselage to allow it to accept the new engine and a modified in let face. The J 52, the same core engi ne as found in the Grumman A-6A, was tested in two A4D-2Ns (Bu O' 14613 and 14 1 6(4) that had been converted while still on the production line to serve as YA4E prototype. This engine was not only lighter than the J65, it was 'ignificanrly more fuel-efficient. Moreover, unlike the J65, which had already reached it, design limitations, the J52 had plenty of room for growth, and, indeed, would eventually see its thrust upgraded by Ib (365kg) nearly 30 per cent. Thrust-to-weight ratio of this engine would come in at a respectable j .2: I, comparable to many of the fighters of the day. The A-4E's rate-of-

climb was an impressive 8,750ft (2,71001) per minute and its combat radius/mission time increased to 610 miles (988km) and 215 hours. Taken together, these twO factors served to increase overall range by nearly 27 per cent to approximately 1,400 miles (2,270km) with one ton of ordnance, and to allow the addition of two additional outboard wing pylons, numbers one and five, and rated at 570lb (25 kg) carriage. These additional hardpoints came at some cost, however, as the wing structure had to be reinforced. Yet, the added flexibility and the total payload capability of,2 Ib 0,725kg) of the five pylons dramatically increased the kyhawk's potency as a conventional platform. Internally, the avionics package was again upgraded by the addition of the Mk 9 toss bombing system, A /AR 52(V) T C ,and N/ P -153(V) Doppler radar navigation system. The

57

LA BS was also upgraded to AJ B- 3A standards. An improved ejection scat, the Escapac IA-I, was also added, wh ich permitted ejection at zero airspeed/ground level (zero-zero), ground level at 103.5mph (167km/h) with a 45 degree roll, inverted flight e,cape at heights above 320ft (99m) and speeds over 103.5mph, and wingslevel ejection impact at speeds where the rate of de 'cent was less than 2,000ft (62 01) per minute. The 'zero-zero' capability greatly enhanced a pilot's chances of a safe ejection during launch malfunctions. ot commonly reported, some A-4Es were re-engined with the J52-P- A, 9,30 Ib (4,225kg) thru t engine and referred to unoffiCially as the' uper Echo', although no official redesignation occurred. All but eight of the 499 -4Es were huilt under the pre-1962 A4D-5 designation system, with production continuing until April 1966. Although 500 were actu-

THE SCOOTER

THE SCOOTER COME TO LIFE

OMES TO LIFE

The JATO clips on the speed breaks of an A-4M. The small triangular-shaped opening represents the JATO igniter. Note the repair patches on the corners of the speed brakes. Gary Campbell.

I

This comparison diagram shows the relative size difference between the A-4E (A40-5) and the proposed A40-6 VAL competition aircraft. Boeing via the author

Aerial refuelling from a tanker's perspective, Here. an A-4M loaded with AIM-9 Sidewinders and a centreline tank approaches a KC-10 for aerial refuelling. Gary Campbell

58

The beautiful artwork on this VMA-131 A-4M was painted by Harry Campbell. John W. Binford

59

THE SCOOTER COMES TO LIFE

THE SCOOTER COMES TO LIFE

RUDDER

r~--2~ff=~~:::J::~~~t=~~====~~:o:=~~

UPPER AVIONICS PACKAGE 11 FEET 4 INCHES

:J

27 FEET

6 INCHES

40 FEET

CANOPY

-------~s
SPEEDBRAKE SPOILER ~--AILERON

...!......_-------------WING FILLET

NOTE DIMENSIONS ARE TAKEN WITH THE LANDING GEAR SHOCK STRUT AND TIRES INFLATED TO THE CORRECT PRESSURES.

SLATS MAIN LANDING GEAR

t~~~~~~~~

This diagram from the A-YM NATOPS highlights the Sky hawk's major airframe components.

4 FEET 8 1/4 INCHES

JL----r--__ '-I STATIC GROUND LINE/

y 41 F E E T 3 I N C H E S - - - - - - - - - - - - h

VT 7

CT" I

--.,..---_-1.._----------11 FEET 10 INC HE S

r

15 FEET 3 INCHES

~~::::::::;':'J-:'-.---!

7 FEET 6 1/2 INCHES

7 FEET 103/8 INCHES

j

~

2 FEET

STATIC GROUND LINE/

7 1/2 INCHES

FAl-4-8

These two photos of a VT-7 TA-4J reveal the Skyhawk's forward edge slats (left) and spoilers (right).

The dimensions of the A-4M are shown in this company diagram.

60

67

WING FLAPS

THE SCOOT R COMES TO LIFE

THE SCOOTER COMES TO LIFE

Multiple Carriage Bomb Racks (MCBRs) were conceived and developed by Navy Cdr Dale Cox, Marine Corps Maj K. P. Rice, and Capt H. W. Fitch of VX-5. Boeing Historical Archives via Harry Gann

Control Sticks

., ';q..

-.

---~

In contrast to the control stick of the A-4A, which featured a centremounted trim control switch, a gun trigger, and a bomb release switch the A-4C/L stick (right) adds a missile guidance switch and an autopilot override button. On the left is the A-4M throttle control, looking more like a modern HOTAS (Hands On Throttle And Stick) system from an F-15 Eagle or F/A-18 Hornet. Featured are a tracker slew and tracker stabilization switch for the ARBS, a stadiametric range control, speed brake control, and an air-to-air/air-toground selector switch. The stadia metric range control allows the pilot to

adjust the linear range from 557-2,G24ft (170-800m) into the range solution, which controls the aiming sight in the NA gun mode and aiming circle in the HUD missile mode. The range increases as the control is rotated forward.

;MIf

THROffiE CONTROL LEVER

STAol AMETRI C

RANGE CONTROL

-:;==ar-

EXTERNAL

LIGHTS

NOTE

)~~~~~~:;:~~~~~;~:",~~i

SWITCHES/CONTROLS INSTALLED ON THE THROTTLE ARE NOT PLACARDED FOR IDENTIFICATION.

" ',jy . - '~ ~cr' l~~~~:~~~}::- ~ ~

,.

#,.(..

~ ••.•• 'Y-....

.-'

An artist's rendition of the Douglas VAL competition entrant, the MD-G, internally called the A-4F. It was through this contest that the Navy sought a successor to the A-4. The MD-G was considerably larger than the standard Skyhawk, but maintained the basic and familiar shape. lVT, later the Chance Vought A-7 Corsair II eventually won the competition and was awarded the VAL contract. Boeing Historical Archives via Harry Gann

62

A VMA-211 Echo does a 'dirty' fly-by at NAS Cubi Point, Philippines, in November 1974 carrying a full load of Zuni rockets. US Navy via Tailhook Association via author

63

THE SCOOTER COMES TO LIFE

THE SCOOTER COMES TO LIFE

US Navy Operational History Skyhawk entry into US Navy service began in September 1956 with VA-72 squadron, based at NAS Quonset Point, Rhode Island, receiving the first batch of MD-1 s for an initial operational work-up. Prior to that, the 'Hawks' had operated the F9F Cougar. The VA-93 'Blue Blazers' based on the West Coast, became the second MD-1 operator in November that same year and the first Pacific Fleet squadron. By the end of 1957, seven more Navy squadrons had converted to the MD-1. Both VA-44 and VA-l25, the two Skyhawk RAGs, received their first MD-1s in 1958. By the end of production, fourteen squadrons had flown the Alpha model and four had taken it on cruise. However, even before full transition could be completed, the new MD-2 emerged and began entering service with the fleet. The vast majority of MD-2 conversions took place between 1958 and 1960, with a total of thirtyeight squadrons flying the MD-2 at some point in their operational history. VA-l2 squadron, the 'Flying Ubangis' made the first transition, having transferred to the MD-1 just the preceding April. The MD-2, later designated the A-4B, made a total of sixty-six squadron cruises, with three to Vietnam. Of all the Navy Skyhawks, the MD-2N (A-4CI saw the most use; thirtyseven squadrons operated this variant, making 124 squadron cruises, forty-two of which were to Vietnam. The first two squadrons to operate the A-4C were RAGs. VA-44 and VA-125 received their A-4Cs in February and March 1960, followed by VA-195 in May and VA-192 in June. Most squadron conversions to the Charlie took place between 1960 and 1962, although four squadrons waited until the 1966-68 timeframe. VA-152 made its transition to the A-4B and -C at approximately the same time, having traded in its A-1 Js in February 1968. The Echo was used almost as frequently as the A-4C, although it equipped only twenty-eight squadrons and made only fifty cruises. As testament to its functionality, thirty-eight of these cruises were to Vietnam.

VA-125 received the first -Es in December 1962, and VA-81 and VA-83 at NAS Cecil Field transitioned the following April and May. VA-55 and VA-56 of NAS Lemoore followed in July 1963. Reflecting the overall lower level of production, the A-4F saw service with only fourteen Navy squadrons, all with the Pacific Fleet. VA-192, the 'Golden Dragons' were the first to convert in July 1967. As the war in Vietnam progressed into its final years and the A-4 was phased out of carrier light attack squadrons and replaced by the A-7 Corsair II, most carrier deployments were made by the Foxtrot with two or three A-4Fequipped squadrons per air wing. The -F marked the last Skyhawk used by frontline Navy squadrons. Over the years, the Navy operated several Reserve squadrons who, before 1970, operated a limited number of TA-4A and TA-4B models. Indeed, at that time Reserve squadrons were not assigned their own aircraft and instead relied on those based at their home air station. This changed with the 1970 reorganization and all became stand-alone squadrons with the older A-4s. Many of these were replaced with the uprated A-4L - a Charlie brought up to Foxtrot standards - and operated with four Atlantic Fleet Reserve squadrons, VAs-203, -204, -205, and -209, beginning in mid-1970. VAs- 303, -304, and -305 on the west coast received A-4Cs and -E (VA-305 only). Three other Reserve units operated Skyhawks, VA-776 (A-4B and -El, VA-831 (A-4Bl, and VA-873 (A-4B and -C). These three squadrons were activated on 27 January 1968 in response to the North Korean seizure of USS Pueblo (AGER 2). All returned to reserve status on 12 October 1968. Six other Reserve units (Reserve Air Wings) operated early model and A4L Skyhawks at various Naval Air Stations across the county: RAW-67 (NAS Atlanta, '7B' tail code); RAW-70 (NAS Dallas, '70' tail code); RAW-74 (NAS Jacksonville, '6E' tail code); RAW-81 (NAS Minneapolis, '7E' tail code); RAW-82 (NAS New Orleans, '7X' tail code); RAW-87 (NAS Alameda, '6G' tail code).

Seen here at Andrews AFB in February 1973, this VA-164 A-4F wears the markings of the Air Wing Commander or 'CAG'. The 'DO' modex aircraft from each squadron in the air wing are regarded as the squadron CAG-bird. Modex 'or belongs to the squadrons' skippers. Stephen H. Miller via Lt Cdr Rick Burgess, USN Ret

ally ordered, the last (BuNo. 1521 I) was used as the A-4F prototype. In all, nearly thirty Navy and Marine Corps squadrons operated the A-4E, with many serving in Vietnam and some continuing to serve with Reserve units into the middle 1970s. VA-23 then erving with VW-2 aboard U MidwQ)" was the fin squadron to receive the new A-4E variant in ovember 1962. The -E's first flight took place on 12 July 1961.

A4D-6 Douglas proposed constructing a kyhawk with an enlarged airframe, powered by the I 1,5001b (5,nOkg) thrust Pratt & Whitney TF30 turbofan. This competed directly with the Chance Vought A-7 Corsair II in the avy' carrier light attack (VAL) design competition, which had been authorized by the Navy's 1963 Request for Proposal. The VAL was supposed to find an interim aircraft, of which 100 would be produced, to fill the gap until the planned VAX programme came to fruition. It would later turn out, however, that between 500 and 1,000 VALs would be needed. Moreover, the VAX programme was experi ncing delays

A-4Fs served admirably during the later years of the Vietnam War and were often selected for the dangerous Iron Hand anti-SAM missions because of their superior ECM equipment. Most of this equipment was housed in the aft avionics package, called the 'hump'. This hump distinguished the Foxtrot from other models, but only for a short time, as it was quickly added to many Echoes and was later incorporated into the Charlie through the A-4L modifications. Loaded on this Scooter are two Bullpups, one Walleye, and several larger Mk 80 series LDGP bombs. US Navy via Tailhook Associatioin via author

and could nor be expected to come online for some time. Douglas had already submitted an unsolicited proposal for an improved Skyhawk, which it called the A4D-6 or A-4F (nor the A-4F that Douglas would subsequently develop). This proposal was later reworked to fit the VAL requirement. Other de igns in the competition included variants of the North American FJ-4 Fury, a stripped-down (single-seat) variant of the Grumman -6A, and the Chance Vought F- Crusader. I n February 1964, the A-7 was declared the winner and was selected to replace the A-4 as the fleet light attack aircraft. With its first flight taking place on 27 eptember 1965, the -7A began to enter service in December 1967 and had completely replaced the -4 in frontline Navy service by 1973.

A-4F A highly capable Sky hawk, the A-4F would be the last single-seat production model to enter service with the U avy. Indeed, the -F was produced especially for the avy's needs in the Vietnam War, although only 146 were produced. Unlike

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earlier kyhawk variants, the A-4F would bring about a new look for the kyhawk. According to reports, Ed Heinemann did nor necessarily approve of this addition, complaining that it ruined the A-4's ae -rhetic . Although the first A-4F was outwardly identical to the A-4E, all ub equent production model were fitted with a large aft avionics 'hump'. Running from the rear of the co kpit to the base of the vertical tail, the hump housed mostly e1ectroni gear, including the ALQ-45 (V) homing warning system, the ALQ-55(V) radar receiving y tem, and the ALQ-100 ECM sy tem. Skyhawk pi lor would sometime refer to A-4s with these humps as 'camels'. This aft hump was later retrofitted to many A-4Es and to the 100 -4Cs converted to the 'F' standard under the A-4L designation programme. The imperu for the addition of the avionic hump i almost a story in and of itself. A the war in Vietnam progressed, the military became increasingly aware of the sophistication of North Vietnam's air defences, particularly their Anti-Air Artillery (AAA) and Surfaceto-Air Missile ( AM) site and the increasing use of ground radar. To foil these mea ure, electroni device were developed specifically to confuse enemy

THE SCOOTER COMES TO LIFE

THE SCOOTER COMES TO LIFE

of 8,000 frames. The KB-IOA took a maximum of five frames per second and could photograph with an fl2 8 lens with shutter peeds of 1/2000, 1/1000, and 1/500 second. Film was carried in 15ft (4.6m) and 50ft (15.5m) spools, producing either seventy or 230 pictures. Avionics were modernized in the -F model, with total package weight rising to 7441b (340kg), contributing to the overall empty weight of 1O,4481b (4,740kg). Cockpit armour was also added as were several improvement~ to enhance the aircraft' handling characteristics, e pecially during cross-wind landing~. For example, a hydraulically controlled steerable nose gear was added, as were lift spoilers and low-pressure tyres. Again, these changes were all originally part of the T A-4E design. In the late 1960~, 100 A-4F~ were modified with the up-rated J52-P-40 11,2001b (5,085kg) thrust engines, and were unofficially dubbed the 'Super F', reflecting their increased thrust. To accommodate the increased airflow of the

The A-4L resulted from modifications to the A-4C airframe and included the addition of the avionics 'hump' and other features of the Foxtrot. The Lima, however, retained the J65 engine and the three-station configuration. This A-4L flew many hours with VA-204 before it was transferred to the Marine Reserves. Lt Cdr Rick Burgess USN Retd

search and fire-control and/or reduce their effectiveness. Indeed, modern electronic warfare was born in Vietnam. With the kyhawk, in~tallation of the'e electronic devices posed a problem due to the minimal internal ~pace available. Dougla~ developed a solution to this problem, however, by locating the necessary electronics equipment externally, but within the new aft avioni s hump. While waiting for the A-4F to be delivered, the avy established two small groups, one in the Philippine officially called Project Shoe Hom, and one at MCAS EI T oro, to perform what were essentially field retrofits of the aft equipment for existing A-4Es. Both groups were closed once the retrofits were completed and factory production could keep pace on its own. According to sources, at least a few -4E and A-4F model were not fitted with the aft package. Demonstrating their ingenuity, avy maintenance personnel adopted a makeshift solution to the ECM problem by replacing the kyhawk's port cannon with electronic countermeasure gear. Because vibrations from the starboard cannon easily damaged the electronics, crews loaded

the I ughes Mk-4 gun pod for use against ground targets. The Mk-4 was Widely used in Vietnam by A-4 Marine squadrons. One of the drawbacks of the Shoe Hom modificatiom was that it meant A-4 pilots had Ie·s ammunition for the gun: We normally carncd a (ull load of 200 munds, 100 pcr gun. Whcn thcy did thc Shoe Hom modifications, they put some of thc elcctmnic gcar in t he

ammo ~[nragc area anJ haJ to cut ll~

JO\\'11

to 75 muncb per gun ... lat firstl thcy c\'en dis-

connccted the wiring for the gum ... They hadn't told us the guns were d"connected ... One of the guys wa, on a strike and pulled up With a MiG right in (mnt of him. lie squcczcd thc triggcr and nothing happcncd. Whcn hc got hack to thc hoat, maintenance said thcy had disconnccted thc leads to thc guns. A Ithough these were latcr reconncctcd, thc ammunition quantity remall1cJ the same at scv~

cnty-five rounds, which, 'at thc Mk 12's rarc-offirc of 1,000 pCI' minutc, didn't last vcrI' long'21

In some squadrons, the lack of adequate ammunition was made even wor e, as the vibrations caused by the cannon's firing often damaged the sensitive electronics, forcing maintenance staff to remove the

gun entirely from the port side, leaving only seventy-five rounds in total. Many internal changes and modifications were ushered in under the A-4F designation. For enhanced communication, the ARC-51 A HF radio and an ARR-69 auxiliary receiver were installed. avigation was further enhanced by the addition of the ARA-50 direction finder, AR -52 (V) T ACA , and the AR -63 Instrument Landing ystem (ILS). Other improvements included the addition of an upgraded AIM transponder system, with five mode, including two IFF and one secured IFF, the AN/AS -41 navigation computer, and the ALE-29 chaff unit. While armaments remained basically the ame as the A-4E, a Battle Damage Assessment (BDA) capability was added ~ y modifying a centreline bomb rack pylon to carry the LB-I A camera pod. The LB-18A could carry either a DBM4A 16mm motion picture camera or the KB-IOA till picture camera. The DBM4A was a high-speed precision camera with a frame rate from two to 4 0 frame per second. 200ft (62m) of this film would contain forty frames per foot for a total

-408s, the Skyhawk's air inlets were slightly enlarged. With the Super F's new lift spoilers, tak -off distances could be shortened by 1,000ft (3lOm). Completed at the Palmdale factory on 3 Augu t 1966, the first A-4F flew on 31 August with fleet deliveries beginning in June 1967 to VA-23 and VA-I92 from CVW-19. Its combat debut came on 26 January 1968, when these squadrons launched strikes from the carrier USS Ticonderoga. Three more A-4F squadrom joined less than a month later, when VA-22 and VA-94 began strikes against orth Vietnam. Most 'Essex' class carriers operated at least one -F squadron towards the end of the war, with USS Hancock's last three cruises seeing all three VA squadrom with A-4Fs. Indeed, all A-4Fs would see as ignment with Pacific Fleet squadrons. 0 new-built A4-Fs were given to Marine Corps units - they began to replace older A-4s in the Marine VMA squadrons only after they were replaced in Navy units by the A-7.

The 'Blue Angels' began flying the A-4F during their 1974 show season. The decision to go with the Skyhawk proved the right one, both in terms of maintenance costs and performance value. The A-4F was cheaper to operate and handled better than the F-4J previously flown by the team. Vice-Adm Tony Less, who commanded the 'Blue Angels' during their first two seasons with the Foxtrot. is shown here exiting his Skyhawk. US Navy via author

66

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Some of these A-4Fs would go on to serve with the US avy's 'Blue Angels' flight demonstration team from 1974-87 and with several adversary squadrons including VF-126, the pre tigious Top Gun, and VF-I27 at A Fallon's trike . A-4F flown in the~e role were typically stripped of all unessential equipment, such as armament and the aft avionics hump, to provide for the lightest possible airframe.

The 'Blue Angels' Get the Scooter From 1969, the 'Blue Angels' had flown the McDonnell Douglas F-4J Phantom II during their flight demonstration performances. However, in the autumn of 1973, they decided to switch to the diminutive kyhawk. This decision wa due in part to financial concerns that were threatening the continued viability of the flight demonstration programme but was also influenced by the aftermath of an August

THE SCOOTER COMES TO LIFE

THE SCOOTER COMES TO LIFE

'Blue Angels' Nos 5 and 6 taxi to the runway at NAS Atlanta for a show in 1981. The combination of the stripped-down Foxtrot and the J52-P-408 engine gave the 'Super Fox' a one-to-one empty thrust ratio. This added performance helped keep the 'show' in front of the audience. as pilots could perform tighter turns and did not need as much altitude to go 'over the top'. Frank Mirande

... the Surer F, were ,licked by remo\'mg the two outhoard rack> on each wing. We kert the centerline for cross-country flights. \'(Iith the P-408, we had a lot of rower available. The Foxtrot's emrty weight was ahout II, 300lh and with the P-408 we were looking at a ncar I: 1 thrust to weight ratio without fuel. One draw-

The Skyhawk's size and power (at least in its later yearsl made it well-suited to the adversary role. VF-171 , the East Coast F-4 RAG, established a detachment at NAS Key West to provide its own adversary training. In 1994. Del. KW stood down and transferred its three A-4Es to VF-45. US Navy via author

mid-air FAJ collision that had claimed the lives of three team members. The AAF presented a more affordable option, with its lower maintenance cost, and better specific fuel consumption. Moreover, its lighter airframe, agility and high roll rate at moderate speeds (300 degree per second), made it better suited to demonstration purpose. Vice-Adm Anthony A. Less, then dr Less, the CO of the 'Blue Angels' during th ir two years with the A-4F, made the following observation of the Skyhawk's impact on the team:

The A-4F was 'imrly the right aIrcraft, at the

tllne,

right time for the 'Blue Angeb'. It, maneuver-

elmer to the crowd. The A-4F also allowed u, to shorten our rever,als to be back in front of

ability allowed t" to keep the ,how in front of the audience, which i, where you w,lOt to be when your performance " only thirty-five to forty minutes long.!!

A good example of this, Vice- dm Le s explained, is the altitude at which the -4 would go 'over the top': With the F-4, they would go 'over the tor' in a loor at 10,000 to 12,000 feet. With the smaller A-4F, we could tor out at 7,000, some-

,000 feet.

b'lCk, however) was that it had no hurner,

which rre\'ented us from going over the tor 'dirty' in formatioll. H

Interestingly, when an alternative for the F-4 was being considered, the A-4 wa not alone. The Grumman F-14 Tomcat, Rockwell T-Z Buckeye, and LTV Cor air II were all considered, but rejected for variou reasons. With the deci ion made to go ahead with the kyhawk, eight A-4Fs were selected and sent to Long Beach for reworking to 'Blue Angel' standards. This work included deletion of the hump avionics package, the addition of a drag chute, and incorporation of a smoke system. The smoke-producing system featured a 30 US gallon (113 litre) tank of a lightweight, biodegradable paraffin-based

gain, thi, kept the ,how

the center point m a ,horter timeH

This de i ion could not have com at a better time - hordes of A-4Fs were now becoming available as the avy compl ted the switch from A-4F to A-7s in 1973. Moreover, approximately 100 of these models were of the so-called , uper F' version, which featured the powerful P-40 engine. Vice- dm Le s commented:

68

oil pressurized by engine bleed air. Sprayed from a small tube ncar the exhaust pipe, the oil mixed with the hot exhaust gases and created smoke. To facilitate control of the smoke system, it could be activated by a switch on the control stick. To help improve the aerobatic performance of the A-4, an inverted fuel system was added. Vice-Adm Less described this in more detail: When we were testmg the A-4Fs,

flight could cau,e a flame-out. Of course, inverted flight i, an ahsolute given in acrobatic flight, so they had to I,x)k for a solution. The problem wa, cau,ed hI' the mverted stand pire in the main fu,e1age fuel tank. The rire ended aLx)ut four to five inches from the bottom of the cell and when the Skyhawk went inverted, air would get into the Ime and cause a flameout. The solution was to add a fuel accumulator, which used bleed air to rressurize the tank. We hau a small light in the cockrit that glowed indicating that the accul1lulator was working and that we could go inverted. This accUI1lU-

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AVAIR

test pilot, di,covered that rrolonged inverted

lawr meant that we could hasiGllly rerform any negative 'g' maneuver and fly inverted (or

st retches of 50 to 60 second,.!>

Load feel bungees were also installed to provide greater demonstration stick force. The 'Blue Angels' also r quired the installation of a foldable ladder for entry that had it storage compartment in th port gun station. The wings were modified by bolting the leading edge wing slats in a closed position. The latter modification eliminated the potentially fatal scenario where the lats would deploy in a non-uniform manner duri ng low-a Iti tude or close-formation flying, where the pilot would have little time to correct. Indeed, thi was a common and predictable occurrence while flying the Scooter at slow air peeds parti ularly during aerobatics. At lea t a few A-4s were lost due to this phenomenon when the slat popped and the pilot was unable to recover. For the 'Blue Angels', such a problem would have been disastrous if it had occurred during their

THE SCOOTER COMES TO LIFE

THE SCOOTER COMES TO LIFE

Instructors at Top Gun, the Navy's Fighter Weapons School, chose the A-4 for their dissimilar adversary aircraft because of its MiG-like performance characteristics. This A-4E represents a 'stripped' version of those flown by the fleet and has been unofficially termed the 'Mongoose'. Rick Morgan

diamond, or delta, formation. However, the modification provided uniform and predictable flight characteristics while in tight formation, even if it made landing speeds a little faster. One of the problems with the sl ickedup Super F was the relative ease with which it would roll. Vice-Adm Less commented: The roll rme on rhe

uper F ".,,, '" phenom-

enal rhar our solo pdms had to be careful nor to o\'cruo it and lblow out' the wing. In an

excessive roll rare scenario, rhe hIgh g-force would force rhe fuel our into rhe wing-rips and stress rhe wingskin. We learned rhis rhe hard way in our first year when, during a practice

session, one of nur solos sprung a wing leak

afrer a high roll and we had ro replace rhe wing.... Once rhis was discovered we quickly

The kyhawk became the official flight demonstration aircraft for the 1974 season, which began in April of that year. A total of eighteen A-4Fs would serve with the 'Blue Angels' over the kyhawk's thirteen-year stint with the demonstration team, until they were replaced in 1987 by a modified version of the McDonnell Douglas F/A-I A. After their tour, four were reassigned to variou adversary quadrons, one (Bu o. 1541 ,formerly Blue Angel o. I) was given to the Mu eum of Flight in eattle, Wa hington, and three were given to the Museum of aval Aviation in Pensacola, Florida. Four of these A-4s now hang in the famous 'Blue Angel' diamond formation at the Museum's Exhibition Hall. (Blue Angel o. I of that display is actually A4E Bu o. 150076.)

learned to limir rhe amount of stick deAecrion during rolls. 26

In addition to the single-seat Foxtrots, the 'Blue Angel' also received one new TA-4J to serve in an administrative role.

A-4s at Top Gun One of the most innovative uses of the kyhawk was by the adversary squadrons,

avy Fighter Weapons first at the chool, also called Top Gun', and later by fleet adversary squadrons, such as Oceana's VF-45 and VFC-12, Miramar's V -13, and Key West's VF-43. Top Gun was created by the Navy in 1969 to help reverse the poor ki II ratios that had been accumulated in the first part of the war 3.5: l. To achieve this end, Top Gun created a graduate-level course in air combat manoeuvring based on the observations noted in the now-famous Ault Report. At first, there were insufficient funds around to allow Top Gun its own planes, so instructors resorted ro borrowing T -4Fs from the local instrument RAG, VF-126. Once Top Gun became an ind pendent command, funding became available and the quest began for an adversary aircraft. To fi 1I that role, the A-4E was selected because of it ability to imulate the performances of Soviet-built aircraft uch as the MiG-17 flown by orth Korea. tripped of all of its external srore stations and its aft avionics pod, adver ary pilots

Four familier aircraft from the Top Gun of the 1980s are, left to right, the Grumman E-2C Hawkeye, Grumman F-14 Tomcat, General Dynamics (now Lockheed-Martin) F-16 Falcon and McDonnell Douglas A-4 Skyhawk. Lt Cdr Tom Twomey USN

quickly discovered that the A-4 could perform almost as well as the avy's frontline fighters, the F-4 Phantom and the F-8 Crusader. These fighters were then given a camouflage pa int scheme intended to mimic the enemy aircraft Top Gun tudents were likely to see if a war broke out. The adversary rolc, though, was not exclusive to Top Gun, a VF-126 and VA-I27 flew A-4s in support of various fleet exercises. VF-126 flew the Skyhawk until it dise tablished in 1994, while VF-I27, after being redesignated

70

VFA-I27, flew the A-4 until it was finally replaced by the F/A-18A in 1992. Skyhawks also flew in adversary roles for various fleet and omposite squadrons, such as VC-8 and VFC-12 and -13. Today, only VC-8 at lA Roosevelt Roads, Puerto Rico, operates the A-4. Although other models of the kyhawk were flown at Top Gun, the A-4F was clearly the model of choice due to its powerful -408A engine. Indeed, A-4s would go on to serve in the adversary role, especially at Top Gun, unti l they were replaced in 1994, by F/A-I As.

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A-4L nlike all other variants, the -L represented a rebuilding programme that converted 100 fonner A-4Cs to the A-4F standard, without the J52 engine. These models also retained the A-4C's three hardpoint. All A-4Ls were a igned to avy and Marine Corps Reserve units, with the initial deliveries made to the aval Reserve Training nit (NARTU) at NA Jacksonville, Florida, in December 1969. Marine orps -Ls were later replaced

THE SCOOTER COMES TO LIFE

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Two Reserve A-4Ls from VA-203 wait their turn on the forward starboard catapult during air operations aboard USS John F. Kennedy (CV 67) in September 1971. Reserve Air Wing Twenty (CVWR20) was requalifying. US Navy via Lt Cdr Rick Burgess USN ReId

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An A-4 'Mongoose' from Top Gun makes an approach at NAS Miramar in January 1989, Formerly the home of Top Gun, the base has now been redesignated and the Top Gun school moved to NAS Fallon. Lt Cdr Tom Twomey USN

hy rhe A-4Fs, as the A-7 Corsair lis became more abundant. Douglas convertedthefirstA-4L(Bu 0.14 307)arit Long Beach plant, but then produced a total of ninety-nine kits for the avy to convert at its aval Air Rework Facility (N RF) in Pensacola. The first A-4L flew on 2\ August 1969, with conversions arriving in Re erve units in mid-I970, where they served until replaced by early model -7s and were reassigned to various fleet utility (VC) squadrons. Navy Reserve squadrons operating the A-4L included VAs-203, -204, -2 5, and -209. VMAs124, -142, and -543, all Reserve units, also flew this model.

No -4Ls saw service in Vietnam. A-4Ls were outwardly identical to A-4Cs, with the exception of the avionics hump.

A-4M When the avy conducted the VAL competition in the early 1960, the winner was supposed to become the standard light attack aircraft for both avy and Marine Corps atrack squadrons. While the avy followed thi course, the orsair II was simply too expensive and too maintenance-intensive for the Marine

Corps' needs and they opted instead for a further upgraded kyhawk, the -4M. amed the' kyhawk II', the A-4M was specifically de igned by McDonnell Douglas to meet the Marine Corps' requirements for a low-cost, potent c1osesupport aircraft. Costing approximately 1,500,000, the A-4M was just what the larines were looking for to match their limited budget. By any standard, the A-4M represented the most potent of the kyhawk models. Central to the A-4M was installation of the improved J52-P-408A engine, which has been described as the greatest single improv m nt to the A-4M model. The

The A-4L cockpit shows the APG-53 radar screen and more conveniently located dials, as compared to the A-4A. US Navy via author

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A close-up of the right side of this Marine Corps A-4 reveals several of the plane's unique features. Visible on the top front surface of the leading-edge slats are the vortex generators added during the initial flight test period. The slats hang down when the plane is at rest and are actuated by airflow. To the aft of the wing is the aileron lclosest, angling up) and spoiler (drooping). Harry Gann

A mixed foursome of Marine Skyhawks is represented here, with an A-4M from VMA-223 on the right, an A-4F from VMA-142 on the left, and a VMA-132 A-4F in the slot, allied by a TA-4J from VMAT-l02. The lead Skyhawk carries two Zuni rocket packs while the A-4M and the A-4F carry a 2,OOOlb laser-guided bomb. Harry Gann

Two Douglas employees work on the A-4M fuselage. This variant was produced solely for the US Marines and is regarded as the most capable of all the Skyhawk variants. Most notable are its advanced avionics, 200 rounds of ammunition per gun, and J52-P-408 11,200lb 15085kg) thrust engine. The Mike's ECM suite was also greatly enhanced. Boeing Historical Archives via Harry Gann

An A-4M of VMAT-l02 pictured at MCAS, Yuma, Arizona. Robert F. Dorr

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THE SCOOTER COMES TO LIFE

THE SCOOTER COMES TO LIFE

The A-4M cockpit is much more sophisticated than earlier models and features easy-to-read and scan gauges as well as an Elliot 546 HUD. Visible to the right is the Concentric Warning Receiver used to locate serious threats. Harry Gann

A ribbon-type drag chute was added to the A-4M model to give Marine Sky hawks the ability to stop on the smaller runways that might be encountered in forwarddeployed areas. This Skyhawk is from VMA-324 at Marine Corps auxiliary landing field. Bogue Field. North Carolina. Notice the deployed spoilers on the wings. US Navy via Boeing Historical Archives via Harry Gann

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NWC China lake is responsible for testing new ordnance - an A-4M readies for the first test-firing of the new AGM-65E laser Maverick. USMC Maj John P. Bland stands next to his plane conducting the pre-flight check. This version of the Maverick is heavier than that used at the time by the US Air Force. US Navy via Lt Cdr Rick Burgess USN Retd

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VX-5 operated a number of A-4s in its test and evaluation program. Here. an A-4M is set-up as the test aircraft for the new ARBS system. This aircraft has been called the 'Smart Hawk' because its capabilities enhanced the A-4's stand-off value. Lt Cdr Rick Morgan USN Retd

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THE SCOOTER COMES TO LIFE

THE SCOOTER COMES TO LIFE

The starboard fuselage of the last VMA-13l is shown here, marking the squadron's lineage. The port painting can be seen on page 59. John W. Binford

A close-up of the Angle Rate Bombing System (ARBS) nose reveals the details of the ARBS device. The large lens in the centre serves as the 'window' for the TV-like sensor and the Laser Spot Tracker (LST). Lt Cdr Rick Morgan USN Retd

An A-4K (NZ62l2) of No. 75 Squadron RNZAF takes on fuel from an RAF VC1D K.4. Peter Foster

General specifications

Length Wing Span Height Empty Weight Max T/O Weight Max Level Speed Engine Thrust Ib

An A-4M loaded with Mk 7 dispensers and CBU59/B APAM waits for takeoff. 0 August via Gary Campbell

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A-4A

A-4B

A-4C

A-4E

A-4F

A-4L

A-4M

TA-4F

TA-4J

39'-1" 27'-6" 15' 8,391 Ib 22,500 Ib 664 J65-W-4 7,700

39'-4" 27' -6" 15' 9,1461b 22,500 Ib 661 J65-W-16A 7,700

40'-1" 27' -6" 15' 9,6191b 22,500 Ib 649 J65-W-16A 7,700

41'-3" 27' -6" 15' 9,853 Ib 24,500 Ib 673 J52-P-6/8 8,500/9,300

41'-3" 27' -6" 15' 10,448 Ib 24,500 Ib

40'-1" 27' -6" 15' 10,448 Ib 24,500 Ib J65-W-20A 8,400

42'-5" 27' -6" 15' 10,602 Ib 24,500 Ib 675 J52-P-6/8 8,500/9,300

42'-5" 27' -6" 15' 10,602 Ib 24,500 Ib

J52-P-8/408 9,300/11,200

41'-3" 27' -6" 15' 10,800 Ib 24,500 Ib 670 J52-P-408 11,200

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THE COOTER COMES TO LIFE

THE SCOOTER COMES TO LIFE

Comparison between (top and bottom) the TA-4F, XA4D-l and A-4M. Aerospace Publishing Co.

Marine Corps Operators Marine units quickly began converting to the Mike. Only VMA-214 and VMA-343 operated the -F as frontline units. VMA-324 received the first A-4Ms on 26 February 1971. The Mike served with six VMA squadrons before being replaced in active duty units by the AV-8B and F{A-18 Hornet. Indeed, VMA-331 took the last Marine Corps delivery of an A-4 Skyhawk on 27 February 1979. VMA-211 flew the Skyhawk until 27 February 1990, when it transferred the Corps' last activeduty A-4 (BuNo. 1584281 to Reserve unit VMA-133 at NAS Alameda. Two-seat Skyhawks also served well with the Marines, both in combat and training. The TA-4F flew with Headquarter and Maintenance Squadrons (H&MSI during Vietnam, flying observation and Forward Air Control (FAC) missions, as well as spotting for artillery and ship-borne fire. The two-seat OA-4M followed in the mid-1970s and replaced the TA-4F in the Fast FAC and TAC(A) roles with the newly redesignated Maintenance And Logistics Squadrons (MALS). Marines also flew the TA-4 in instrument training squadrons VMT-102 and VMT-203, which later became VMAT-102 and VMAT-103. Following the reorganization of the Reserves in 1970, seven Marine Air Reserve squadrons emerged, all of which flew some variant of the A-4. Prior to that, like the Navy Reserves, Marine Reserve units shared aircraft and did not have an individual identity. Following the reorganization, VMAs124, -131, -133, -134, -142, -322, and -543 emerged under the control of the Marine Reserve Air Groups. Three of these squadrons, VMAs-124 (Memphis). -142 (Jacksonville). and -543 (Glenview) operated the A-4L. A4Es and -Fs were flown by the remaining squadrons until the retirement of the A-4M made it the Reserve standard. The end finally came in August 1994 when the last Marine Corps A-4 was retired from service with Reserve squadron VMA-131 at Willow Grove, PA.

The addition of the A-4 Skyhawk gave the Marine Corps a new punch it hadn't seen since the days of the F4UA Corsair. VMA-224 received the first Skyhawks when it converted from the F9F Cougar in January 1957, followed quickly by VMA-211. Because the Skyhawk programme was advancing faster than conversions, these are the only two Marine Corps squadrons believed to have flown the A4D-1. VMA-211 transitioned to the new A4D-2 the following September and took great pride in the fact that the Marines had received the upgraded Bravo before the Navy. Soon, virtually all VMA squadrons were flying the A40-2. The A40-2N, later redesignated as the A-4C, began arriving in Marine Corps squadrons in March 1960, with VMA-225 taking the honours. As with the Bravo, the Marines were the first service to receive the Charlie. The A4C became the most utilized of all the Skyhawk variants, being flown by a total of nine squadrons by 1964. VMAs-121, -211, -214, -223, -224, -225, -242, -311, and -332 all operated the Charlie by that time, with two squadrons, VMA-324 and VMA-533 still flying the -B, and one, VMA-331, having converted to the new Echo just the year before. Because the Navy needed the more modern A-4E for its carriers, these models did not filter into the Marine Corps in any great number until later in the 1960s. Nevertheless, nine squadrons ultimately flew the A-4E. Marine Corps squadrons received no factory-fresh A-4F models; all went to the first-line Navy squadrons to replace the losses they were sustaining in North Vietnam. Moreover, many of the Marine Corps VMA squadrons converted to the newall-weather Grumman A-6A Intruder, including VMAs121, -225, -226, -242, -332, and -553. The Foxtrots did eventually come to the Marines as the A-4s were replaced by A-7s aboard the carriers. But these were never fully utilized because, at about the same time as the -Fs were released, the new and vastly improved A-4M Skyhawk II appeared, and

A-4M SKYHAWK

The basic stores capabilities of the various stations of the A-4M. The two outboard stations were added with the A-4E. Harry Gann

STORES CAPABILITY 570

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AIR-lO-AIR MISSILES

} AIR·TO·GROUND MISSILES GENERAL PURPOSE BOMBS

A colourful A-4M from VMA-214 carries on the squadron's heritage, which dates back to World War II when Maj Greg 'Pappy' Boyington lead its F4U Corsairs fro III Henderson Field on Guadalcanal. Lt Cdr Rick Burgess USN Reld

} FUEL TANKS ROCKETS

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-408A, with it 11,2001b (5,0 5kg) thrust rating, almo t 2 per cent more than it predeces or, brought with it significantly better manoeuvrability, acceleration, rateof-climb, and take-off performance, with only a small reduction in overall range. Comparatively speaking, manoeuvrability at Mach 0.75 wa improved by 100 p r cent from 1.5g to 3.2g; acceleration in dive bombing by 23 per cent; rate-of-climb improved 50 per cent from 5,620ft (1,715m) to ,440 ft (2,575m) per minute and take-off distance was reduced from 3,720ft (l ,134m) to 2,700ft (823m), while maximum speed at sea level with 4,0001b (1,815kg) ordnance increased from 598644mph (953-1,03 7km/h). To help reduce smoke trails, something that earmarked earl ier Skyhawk models, the J52-P-408A was fitted with smokeless burner cans. To accommodate the greater mass flow of the new engines, the intake areas were widened by 2;..sin (6.35cm) approximately 7 per cent. Other significant additions to the A-4M consisted of increasing the ammunition for the two 20mm gun to 200 round each; enlarging the cockpit canopy to provide for greater forward and rearward visibility; and adding a new rectangular windshield, which increased the angle of vi ion downwards from 16-1 degrees and sideways from 46-55 degrees. Externally, the A-4M differed by the addition of a canted refuelling probe in place of the standard straight probe introduced on the A-4B. This angled configuration, bending outward to the right, was necessitated by the need to prevent inter-

ference between the metal surfaces of the probe and the no e-mounted APG-53 radar, as well as other nose-mourned electronics. This 'cranked probe' was also retrofitted to certain other early model A4s during the I970s. A ribbon-type drag chute and an enlarged tailfin were also added, both of which were developed for the foreign kyhawk production programme. The drag chute, located just aft of the arrest hook, helped to slow the aircraft and allow landings on shorter fields. The square-tipped tailfin, changed to accommodate additional antennas, provides another means of identifying A-4Ms from A-4Fs. The A-4M retained the same five stores configuration of the -F. The new Skyhawk's basic operating weight came in at 12,2801b (5,575kg). Given its normal gross weight of 24,5001b (II, 120kg), the A-4M could carry up to 9, 1551b (4, 155kg) of ordnance, leaving a maximum of 3, 65lb (l,390kg) for internal fuel, or about 470 S gallons (1,775 litres). Avionics also saw an upgrade, with the installation of the AR -159 (V) HF radio which could acquire up to 7,000 channels manually, the ARC-114/-114A VHF/FM radio, an additional VHF ecured radio, and the improved AR -11 (V) T ACA . The ARC-114/-114A radio allowed voice communications in the VHF range of 30.00 to 75.95 MHz, and could operate on anyone of 920 channels. Additional features on the A-4M included installation of an improved electrical generator and a self-contained electrical starter, two items that also originated in

the foreign Skyhawk programmes, and a new fix d gun Sight. First flight of the A-4M took place on 10 April 1970, with fleet deliveries commencing on 16 April 1971 to VMA324 of MCA Beaufort, C. Test pilot Walt mith piloted the A-4M on its first fl ight. Due to an operational exercise, deliveries were accepted at MCA Yuma. At the ame time as the initial deliveries were being made, four other A-4Ms were busy completing BI trials at the NATC Patuxent River, while the fifth operational delivery, BuNo. 16 245, was celebrated as the 2,500th Skyhawk produced at the 20 April 1971 ceremonies performed at NAF Washington. Other changes followcd the initial dcliveries to Marine squadrons. In 1974, funding was released for the addition of the Elliot 546 HUD, with both air-to-air and air-to-ground modes, and for other cockpit improvements permitting better situational awareness. In 1977, the offensive capabilities wcre further enhanced by the addition of the Hughes Angle/Rate Bombing ystem (ARB ), which enabled the kyhawk to operate laser-guided munitions, such a the AGM-65E Maverick, for use against hardened targcts. Thc ARB wa in tailed on several new builds and retrofitted to older A-4Ms. At one point, consideration was given to renaming the ARBS-equipped kyhawks a A-4Ys, but that idea was eventually dropped. It was an A-4M that would be the 2,960th and last kyhawk produced, and later delivered to Marine Corps squadron VMA-331 on Z7 February 1979. To com-

The nose-gear mechanism of the Skyhawk is shown on this A-4M. The A-4C modified for the US Army proposal was the only Skyhawk to have a dual nose-wheel system. John Binford

memorare the festivities, the last cooter was given a non-traditional paint scheme with both Navy and Marine Corps markings and the flags of all foreign Skyhawk users painted along the fuselage. A-4Ms served with all active-duty Marine Corps VMA squadrons until retired from frontline service on 27 February 1990, when VMA-2 II transfen·ed its last Skyhawk, Bu o. 15 42 ,to Reserve unit MAG-42 at A Alameda, California. The A-4M continued to serve with Reserve unit until August 1994, when Marine Air Wing- 3s VMA-131 'Diamondbacks' retired its last kyhawk at A Willow Grove, Pennsylvania. Lt Col George 'Eagle' Lake, Commander of VMA-131, made the final flight. In a tribute quite fitting to the kyhawk's long career, Bob Rahn, the man who piloted the first kyhawk to the skies in 1956, delivered the closing tribute before VMA131 's pilots and crews. A total of 158 A-4Ms were built, plus the two A-4Fs (BuNos 155042 and 155049) reworked to the -M standards for prototype development. A-4Ms were replaced in the Marine Corps' inventory with another McDonnell Douglas product, the A V- B Harrier II, and thirty-six would later be refurbished for sale to Argentina as the A-4AR Fightinghawks.

The parachute housing, seen on some foreign variants, emerged on the A-4M and allowed Skyhawks to land on shorter runways. Gary Campbell

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TWO-SEAT KYHAWKS

CHAPTER THREE

Two-Seat Skyhawks Despite the fact that the kyhawk had been in service ince 1956, it was not until 1964 that plans for a two-seat variant gained momentum within the avy. Douglas had long advocated a two-seater for usc in advanced training and to enhance the overall mission but tight budgetary constraints delayed this proposal for some time. In 1964, however, with the US becoming more involved in the Vietnam conflict, funding became available to study a two-seat kyhawk. The Navy asked Douglas to produce two prototypes out of the last two production A-4Es (Bu os 1521 2 and 152103) which could serve as operational combat trainers. These would then be designated as T A-4Es, although they were referred

to in Douglas avy correspondence as A4D-5Ts. Playing a ignificant role in the Navy's decision to proceed with the two-seat variant was the need to use the single-seat A-4s currently used by the training command to replace the combat losses in Vietnam. A total of 555 two-seat Skyhawks were produced between 1965 and 1978, with post-1969 production running parallel with the A-4M. The A-4 seemed perfect for advanced navigation, type-training, and fam iIiarization fl igh ts, not to mention certain combat role for which two sets of eyes would be better than one. T woeat Cougar were already being u ed by the Marine Corps for observation and Forward Air Control (FA ) duties.

TA-4E/TA-4F Douglas modified BuNos 152102 and 152103 into the new design by adding another 28in (7Icm) to the fuselage to accommodate the tandem cockpit. This resulted is some loss of range, due to the loss of 136 US gallons (515 litres) offuel, but it was not viewed as significant as the aircraft was intended as a combat trainer. In fact, Douglas offered to resolve this problem by adding a 270 US gallon (J ,020 litre) faired fuel tank to the top aft fuselage, but the plan was rejected by avy officials. Dougla also took the opportunity to incorporate further upgrades into the twoseater that had been under development This TA-4F, delivered on 10 July 1967, was the 2,OOOth Skyhawk. It was delivered to VF-126, the West Coast instrument RAG, stationed at NAS Miramar. This squadron later provided two-seat Sky hawks for use as dissimilar aircraft during the early years of Top Gun. Douglas Aircraft Co. via Aerospace Publishing

Douglas had long pushed for a two-seat Skyhawk on the basis that it would make a perfect trainer. Douglas also suggested that a second 'set of eyes' might enhance certain missions then flown by the A-4. The Navy resisted these suggestions at first, due to lack of money, but finally made the commitment in 1964, and ordered the last two A-4Es to be converted to the new configuration. This photo shows BuNo. 152102 being flown by H. H. Knickerbocker on its maiden flight, 30 June 1965. Boeing Co. via author

A detachment of seven TA-4Js from VT-7 prepare for a mission at NAS Fallon, Nevada, during a February 1984 weapons Del. Rick Morgan

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TWO-SEAT KYHAWKS

The first conversion Model 'Ts', BuNos. 152102 and 152103, sit on the tarmac at Palmdale, California, following early flight tests. Both 'first nights' occurred two months ahead of schedule. The addition of lift spoilers, nose-wheel steering, and a modified ejection seat were significant modifications to the basic Skyhawk model, as was installation of the latest enhancement to the Pratt & Whitney J52 series, the 9,300lb (4,225kg) thrust P-8A engine. The fuselage was also stretched by 28in (71cm) to accommodate the second cockpit. Douglas via Lt Cdr Rick Burgess USN ReId

VA-125 at NAS Lemoore, California, received the first TA-4Fs for training new pilots entering the Skyhawk community. Fleet deliveries on 19 May 1966 were marked with this ceremony. Douglas Aircraft Co. via LI Cdr Rick Burgess USN ReId

Although the Navy had been told that the Echo would be last Skyhawk model, attrition mandated that war losses be replaced and the Navy ordered the A-4F. This decision occurred at about the same time as the initial production of the TA-4E and many already on the production line were converted into the new -F model, which itself incorporated many of the changes brought to the Skyhawk programme by the TA-4E. Given this, Douglas redesignated the TA-4E to the TA-4F, renecting its commonality with the single-seat Foxtrot. This top view of an A-4F and TA-4F shows their comparative size. The A-4F has its new lift spoilers and its speed brakes open. Both show their leading-edge slats fully deployed. Boeing Historical Archives via Harry Gann

Shown here is a close up of the TA-4J's large canopy and steerable nose-wheel. The Skyhawk is from Modex '04' VC-13 and wears the 'UX' tail markings. Lt Cdr Rick Burgess USN Retd

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The Mighty T in Tracom formation flying, tactics, and advanced air-to-air/air-to-ground (usually at NAF EI Central. and Air Combat Manoeuvring (ACM). The last step was carrier qualifications, which during the 1970s and early 1980s was usually on USS Lexington (CV-161. the Navy's dedicated training carrier, although fleet carriers were sometimes used when Lexington was unavailable. To graduate, students had to complete 270 flight hours and make six landings on the carrier. TW-6 trained the NFOs and VT-86 at NAS Pensacola was the squadron responsible for running the syllabus. VT-86 students followed one of three syllabuses: Over-Water Jet Navigation (OJNl for EA-6B Prowler and A-6 Intruder crew members; Tactical Navigation (TNl, for the S-3 Viking community; and Radar Intercept (RIL for the F-4 Phantom II, and later the F-14 Tomcat, community. TA-4Js were used by the RI instructor pilots to help teach prospective Radar Intercept Officers (RIOsl how to work with pilots as a team and also how to operate the radar and weapons gear while under the severe stress of high g-forces. Towards the end of the 1980s and early 1990s, the TA-4Js started to be replaced by the Boeing T-45 Goshawk. NAS Meridian's VT-7 officially retired its TA-4Js in an elaborate ceremony at the National Museum of Naval Aviation in Pensacola, Florida, on 26 June 1999, although the last class did not complete its carrier qualifications until late September. Retd Adm Stanley R. Arthur, who commanded VA-164 from 8 July 1971 until 1 July 1972, was the guest speaker.

The TA-4J became the Navy's exclusive advanced jet trainer following the initial delivery of fifty TA-4s to VT-21 and VT-22 at NAS Kingsville on 6 June 1969. In the early 1970s, two-seaters began arriving at NAS Beeville, where Training Command Three operated VT-24 and VT-25. Advanced jet training was formerly the responsibility of the TF-9 Cougar, but it had become outdated, and the new Skyhawk was welcomed with open arms. The training of new Navy and Marine Corps pilots was overseen by the Chief, Naval Aviation Training (CNATRAl at NAS Corpus Christi, who in turn reported to the Chief, Naval Education and Training (CNET) in Pensacola. During the 1970s and 1980s, six training commands, called Training Wings (TWI. were organized under CNATRA to provide basic, intermediate, and advanced flight training for both pilots and Naval Flight Officers (NFOs). The six commands were located throughout the southern part of the US as follows: TW-1 at NAS Meridian, Mississippi; TW-2 at NAS Kingsville, Texas; TW-3 at NAS Beeville, Texas; TW-4 at NAS Corpus Christi, Texas; TW-5 at NAS Whiting Field, Florida; and TW-6 at NAS Pensacola. TA-4Js were flown by the advanced jettraining squadrons with TWs-1, -2, -3, and -6. The three pilot 'pipelines', Training Wings 1-3, oversaw VTs-7, VT21, -22, and VTs-24, -25 respectively. Instructor pilots from these squadrons taught students who had been selected for the strike community - the A-4, A6, A-7, S-3, and later the F/A-18 and F-14. A typical TraCom pilot syllabus covered swept-wing familiarization or FAM, all-weather instrument flight,

This TA-4F hails from Marine unit H&MS-24 at MCAS Kaneohe Bay, Hawaii, where it provided adversary services for local Marine and Air Force squadrons. Bruce Trombecky

VT-25 was based at NAS Beeville, Texas, and flew from Chase Field. The 'Cougars' belonged to Training Wing Three.

The Marines used TA-4Fs like this one from H&MS-31, for Forward Air Control (FAC) missions in Vietnam. This photo was taken in 1979 at NAS Moffit Field. Lt Cdr Rick Burgess USN Retd

Lt Cdr Rick Burgess USN Retd

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Students with the advanced jet training squadrons take a Skyhawk aboard for carrier qualifications (Cll). Here. two TA-4Js from VT-7 sit on the elevator of USS Enterprise during Cll off the coast of San Diego. USS Lexington ICV 161 served as the official training carrier. although fleet carriers were used when she was not available. Rick Morgan

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for future kyhawk variants. A zero-zero ejection seat was installed with an expanded operational envelope and the engine was modified with the latest upgrade to the J52 series, the P- A, wi th 9,3001b (4,225kg) thrust. All armament and weapons systems were retained, although some T A-4Fs later had the gun removed. However, of all the modifications the most significant involved the addition of the nose-wheel steering and wing spoilers. Since the T A-4E/F would be used as a trainer for new pilots, it was recognized that something needed to be done to improve the handling characteristics while landing in strong cross-winds. Because of the Skyhawk's unique landing gear arrangement, a strong cross-wind could cause significant handling problems for inexperienced pilots. This problem was effectively countered by the addition of lift spoilers, which in turn provided the added benefit of a reduced landing rollout. Although initially used to transition pilots to combat tactics and instrument training (with the instrument RAGs, such a VA-43 and VA-126) the T A-4F went

Navy RAGs trained foreign Sky hawk purchasers as well as US aviators as export sales began to rise in the late 1960s and early 1970s. Here. two TA-4Js from VA-12Ts instrument RAG fly with two Singapore A-4S. Harry Gann

VT-21 at NAS Kingsville was one of the first advanced jet training squadrons to receive the TA-4J. Lt Cdr Rick Burgess USN Retd

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Two ex-RAN TA-4Gs are flanked by two TA-4Ks shortly after delivery to the RNZAF. RNZAF

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VT-4 operated out of NAS Pensacola under control of Training Wing Six. They are not known to have a squadron name. Lt Cdr Rick Burgess USN Retd

An VMAT-102 A-4M (back) flies with its TA-4J squadron mate. VMAT-102 provided instrument training for Marine Corps pi lots. Harry Gann

VT-22 from Training Wing Two received its model Ts on the same day as VT-21 when a mass of fifty TA-4Js were flown to Kingsville from the Palmdale Plant Lt Cdr Rick Burgess USN Retd

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on to underrake a wide range of training duties. Piloted by H. H. Knickerbocker, the first TA-4E (Bu o. 152lO2) took to the air on 3 June 1965, with the second (Bu 10 .1521 3) followingshorrlyafteron 2 August. Deliveries began on 19 May 1966 to VA-125 at A Lemoore, which was the west coast squadron responsible for training newly-winged pilots on the A-4, as well as transitioning A-4 pilots who were assigned to A-4 operational squadrons. Deliveries to VA-44, who shared these re ponsibilities, but for east coast pilots, and VMAT-I 2, the Marine Corps' Replacement Air Group (RAG), began shorrly thereafter. oon after the first flight, the avy decided to procure the A-4F, which incorporated many of the new feature introduced on the T A-4E. The T A-4E was then redesignated as the T A-4F. A total of 241 T A-4Fs were produced, plus the two T A-4E prototypes. Over 100 of these were later reworked to the T A-4J tandards and twent -three were converted into OA-4Ms for the Marine Corps. Four were made into electronic warfare models, designated as EA-4Fs and used by VAQ-33 to fill the role of surface fleet aggressors.

Interestingly, several T A-4Fs actually made their way into comhat during the Vietnam War with several of the Marine Corps' Headquarters & Maintenance quadrons (H&M ), later redesignated as Marine Aviation Logistics quadrons (MAL ). Taking advantage of the added -et of eye, T A-4Fs were used by the Marines in the Fast Forward Air Control (Fast FAC) and Tactical Air Coordinator ( irborne), or T C (), roles to coordinate air strikes, artill ry, and naval gunfire in support of ground units and, by using smoke rockets, to mark targets. The T A-4F, with its high speed and modern weapons suite, seemed a natural for this role. These innovative applications would later lead to the development of the OA-4M, a FACrrAC (A) variant of the -4M. The T -4F' FAC mi sions over South Vietnam began in late 1967 and were flown primarily from Marine Corps bases in Da ang and Chu Lai. R pia ing the two-seat TF-9J Cougar formerly used by the Marines for this role, T A-4Fs would al 0 mark targets. Reconnaissance was also a favoured T A-4F mis ion. The H&M units were selected for the Fast FAC and T AC (A) roles becau e no two-seaters were assigned to VMA squadrons. The H&MS units also were assigned T A-4F

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for proficiency and other administrative support fl ights. Records show that H&M -II, -12, and -13 all participated in this role during the war. everal A Lemoore-based squadronalso used T A-4s for short periods; VA144 and VA-I95 had at least one, and VA-I64 actually took the type to sea aboard USS Hancock in 1974 and 1975. Their two-to-three two-seaters for use with hand-held laser designators, called the Light Weight Laser (LWL). Measuring 4Y2 X 4Y2 X lOin (l1.4 X 1104 X 2504cm) and weighing a mere Ib (3.6kg), the boxshaped LWL wa aimed by the back-seater in the same fashion as one uses a camera. pecial goggle were worn to prevent damage to the eyes from reflected la er light. For such missions, the 'spotter' T A-4F arried two Aero-l fuel tanks on its inboard stations. Maintenance officers typically served as the designator in the aft cockpit. The accompanying strike aircraft were then armed with Mk 82 LGBs on the outboard station and Mk 3 bombs on the inboar I, with a centreline tank. VA-164, on its 1972 cruise aboard the Hancock, used this T A4F/LWL combination in conjunction with its laser-bomb touting -4Fs.

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This Skyhawk belongs to the Chief, Naval Aviation Training ICNATRAj and carries the '000' Modex, LI Cdr Rick Burgess USN ReId

TA-4J The second two-seat version of the A-4 resulted from a 196 decision by the avy to incorporate the two-seat trainer into the advanced training command as a replacement for the ageing Grumman TF-9j Cougar and the F-I IF Tigercat, both of which had been in service since the 1950s. To more reflect the training role, and also in an effort to reduce costs, the TA-4j, as it would be called, was produced without a weapons system, missile launch capability, or LABS. The ability to receive in-flight refuelling was retained, but the ability to refuel other aircraft via the buddy-store system was eliminated. The e deletions resulted in a saving of approximately lJOlb (104kg), thereby allowing the lower-rated P-6 engine to be used instead of the P-8A that had been used in the T A-4F. In most other respects, the T A-4j was identical to the T A-4F, although later production models saw the incorporation of the canted refuelling probe that was installed on the A-4M. Due to the conversion of a number of former T A-4Fs, only 277 T A-4j were newly produced. For this training role, T A-4js were painted in a red-orange and white paint scheme to distingui h them

from the gull-grey and white fleet aircraft. With its first flight taking place on 17 December 196 , deliveries to VT-21 and VT-22 began in earnest on 6 june 1969 when a mass of fifty two-seaters were flown to NA Kingsville from the Palmdale plant. ince then, all U avy advanced jet training squadrons have operated the TA-4j, including VT-24 and VT-25 at S hase Field, Texas, VT-4 and VT-86 at N S Pensacola, and VT-7 at NAS Meridian. II TA-4js have been replaced in the training pipeline by the Boeing T-45 Goshawk. T A-4js also flew with everal avy support squadron, namely A Miramar's VF-126 adversary squadron, VA-I27 (later redesignated as VFA-127) at A Lemoore, VF-43 at AS Oceana, and VF-45 at NAS Key West. It also served with the Composite squadrons, namely: VC-I at Barber's Point, Hawaii; VC-2 at A Oceana; VC-5 at Cubi Point, Philippines; V -7 at NAS Miramar; VC-8 at NA Roosevelt Roads, Puerto Rico; VC-IO at Guantanamo Bay, uba; and RVAH-3 at AS Key West, where it helped facilitate training and other support operations. T A-4js were also flown by the Marine H&M (later Maintenance and Logistics Squadrons, or MAL ).

OA-4M

Training for fleet Naval Flight Officers took place at NAS Pensacola under the care of VT-86 'Sabrehawks'. This TA-4J is being refuelled at NAS Atlanta to complete its training mission. The training command's distinctive orange-red and white paint scheme is seen here, with a black rudder. These colours enhance the TA-4's visibility. Frank Mirande

With the advance brought on l y the A4M, the Marines were soon looking for an aircraft with the ame capabilitie as the T A-4F Fast FAC platforms that had proved so successful in Vietnam. McDonnell Douglas quickly responded with the two-seat OA-4M, and authority was given by the avy to rework some twenty-three T -4Fs for use as high-speed reconnaissance and air ontrol platforms. All reworks were completed by the Naval Air Rework Facility ( ARF) in Pensacola. Key to thi modification, authori:ed by AF 542, was the installation of new communications gear to enhance the FAC role, namely the ARC-114 VHF, RC159 HF, and KY-2 secured (encrypted) voice communications systems. Additional armour-plating for the cockpit sides and a ground-controlled bombing system were also added as was a canted A-4Mstyle refuelling probe. The aft avionics hump, made a common sight by the A-4F model, was also included. These upgrades e sentially brought the T A-4F up to A-4M standards, although the ARBS was not added because the OA-4M lacked a true direct bombing mission. Interestingly, at one point, consideration was

A freshly painted OA-4M assigned to H&MS-32 at MCAS Cherry Point. The OA-4M represents a FAC version of the A-4M and served solely with the Marines. Rick Morgan

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This depicts the typical front TA-4J cockpit. Ted Carlson

This VT-7 'Marine' TA-4J, painted in the familiar orange and white scheme. hopes to beat the coming storm as it waits for the handler to remove the chocks. Frank J. Mirande

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given to up-rating the J52-P-408A 11,2001b (5,085kg) thrust engine, but that was rejected, a decision which later led to the OA-4M's fleet reputation of being underpowered. These modifications were first installed experimentally on T A-4F BuNo. 152856. The first OA-4M, however, was BuNo. 154294, which was outfitted at NATC Patuxent River and first flew on 23 May

1978. H&MS-32 at MCAS Cherry Point, VA, was the first squadron to receive the OA-4M in late 1979, with H&MS-12 at MCAS Iwakuni, Japan, and H&MS-13 at MCAS El Toro, California, following in subsequent years. The OA-4M could carry a maximum warload of 6,500lb (2,950kg) and achieve a maximum level speed 'clean' of 670mph (l,085km/h) at low level.

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Yet another use for the two-seat Skyhawk came about when the US Navy surface fleet set out to create their own version of the Navy's successful Fighter Weapons School. Impressed with the NFWS's ability to train pilots to counter Soviet air forces, surface officers were anxious to create a training environment where surface ships could obtain the same experience in countering Soviet and Chinesebuilt anti-surface weapons, such as the Chinese Silkworm and the widely exported French Exocet. What resulted was the creation of the Fleet Electronics Warfare Support Group (FEWSG), which featured an electronic aggressor squadron, designated VAQ-33 'Firebirds', which could electronically simulate the signal of Soviet aircraft and naval weapons systems. Fleet units would then develop tactics and electronic countermeasures designed to thwart such weapons. After VAQ-33 relocated to NAS Norfolk from Quonset Point, where it was winding down as the last fleet A-I Skyraider squadron, it subsequently moved to N AS Key West in 1980 where it enlisted a hodge-podge of naval aircraft (the NC-I21K Constellation, ERA-3B Skywarrior, EA-6A Electric Intruder, T A7C Corsair) to serve as the airborne aggres ors. The two-seat T A-4F was chosen for one of these roles, and redesignated as the EA4F. Three T A-4Fs (BuNos 152869, 153481,154655) were so modified in 1970 at the McDonnell Douglas Long Beach plant, with BuNo. 152852 converted in 1973 by fleet personnel at NAS Norfolk. Externally, the EA-4Fs looked virtually identical to their T A-4F counterparts, except for the absence of the gun barrels, modified canted probes, and modified contoured nose-cones. The latter was added to accommodate the installation of an internal jammer, which was apparently never followed-up. They differed internally by the addition of wiring enabling the use of chaff and jammers, and the ability to carry external electronic stores, including the AN/AST-4 jammer pod and

A-4s from the Marine Corps played an active role throughout the Vietnam War, flying thousands of missions from their base at Chu LaL This A-4E from VMA-121 awaits final permission to taxi. Aerospace Publishing

The A-4F was selected by the 'Blue Angels' to replace the F-4J Phantom II in late 1973 and began performing with the Flight Demonstration Team for its 1974 season. 'Blue Angel' No.1 (BuNo. 155033) is seen here at Andrews AFB in May 1981. Lt Cdr Rick Burgess USN ReId

The first Skyhawk, BuNo. 137812, sits in front of the Douglas plant for a publicity photo, circa 1956. US Navy via author

Only an air show could put such dreaded foes in such close proximity without causing alarm! Pictured together at the 1990 Oshkosh Air Show, this MiG-21 'Fish bed' and A-4B Skyhawk would have had different impressions of one another had they met over the skies of Vietnam some twenty years earlier. R.S. DeGroat

VMA-311 played a significant role during the Vietnam War. Based at Chu Lai, they accumulated over 50,000 combat sorties between 1965 and 1973 and, along with VMA-211, were the last fixed-wing assets to leave Vietnam. This photo of an A-4M was taken at Randolph AFB in July 1979. A 300 US gallon (l,136Iitre) tank and Multiple Carriage Bomb Racks (MCBRs) are loaded on the aircraft's stations. Rick Morgan

This colourful VT-7 Skyhawk taxies for take-off at NAF EI Centro, Nevada, where students conduct their air-to-ground syllabus. Ted Carlson

VMA-322's famous Revolutionary War-era Minuteman insignia is displayed on the A-4E in this photo. US Navy via author

Four TA-4Fs were modified as electronic 'aggressors' and served with VAQ-33 at NAS Norfolk, then NAS Key West, and provided electronic support for the Fleet Electronic Warfare Support Group. This EA-4F is pictured off the coast of Puerto Rico in 1981. Only four Skyhawks were converted to this configuration. Rick Morgan

Top Gun eventually flew the A-4M shown here. Lt Cdr Tom Twoney USN

New Zealand purchased a total of fourteen Skyhawks, beginning in 1969. To commemorate the 50th Anniversary of the RZNAF, this two-seat TA-4K (NZ 6256) was painted in this unique gold finish. RNZAF via author

The Navy created two large Anti-Submarine Fighter Squadrons, VFS-1 and VFS-3, from which smaller detachments could deploy and provide the ASW carrier air groups with a basic level of fighter support. VFS-1, to which this A-4C belongs, was the parent squadron from which VFS-3 was created in 1967. This concept soon fell by the wayside as the ASW carriers were phased out and their mission taken over by the large-deck carriers as part of the 'CV' concept in the early 1970s. US Navy via author

Singapore purchased forty Skyhawks for its Royal Singapore Air Force, which have since undergone two upgrades. Here, the product of the second such project, an A-4SU Super Skyhawk of No. 145 Squadron, sits at Kuantam, Malaysia. The large black VHF aerial aft of the cockpit distinguishes this from earlier -S models. Also note the lack of an avionics hump typical of US -E, -F, -l, and M models. The hump was removed and replaced with a saddle-type ADF antenna. Peter Foster

An A-4B belonging to the Naval Missile Center sits loaded with three AGM-12 Bullpup missiles. The Bullpup capability was introduced on the A-4B, but failed to live up to its advertisement as a workable stand-off weapon. The pilot had to maintain a straight approach while the bomb was guided to its target, making him susceptible to enemy AAA and small arms fire. US Navy via author

A pilot from VMAT-102 demonstrates his prowess by delivering two Mk 83 Snakeye retarded bombs. The Snakeye was developed to allow pilots to attack targets from a lower altitude without fear of damaging their aircraft from the bomb blast. Designed as a high-drag complement to the Mk 80 series designed by Ed Heinemann, the Snakeye's fins deployed, thereby slowing the bomb's flight and giving the pilot sufficient separation to escape. Snakeye kits have been replaced today by an air-inflated bag, known as a 'ball ute', which is more reliable. Harry Gann

VF-101 and VF-171 both acquired small numbers of A-4s to assist with dissimilar air combat training and established a detachment at NAS Key West where students could go for the DACM portion of their RAG syllabus. Here, an A-4E from VF-171 KW Det. taxies on the ramp in colourful camouflage. Rick Morgan

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The last Marine Corps A-4 was retired from Reserve Squadron VMA-131 'Diamondbacks' in August 1994. Especially visible on this A-4M is the parachute canister just aft of the tailhook. The painting on the Skyhawk's side can be seen in detail on pages 59 and 79. John W. Binford

The A-4M's Angle Rate Bombing System (ARBS) was added in the mid-1970s to enhance the Skyhawk's weapons delivery capability. Shown here in this closeup of a VMA-131 Skyhawk is the ARBS TV sensor (centre) and lST (laser Spot Trackerl. On each side of the nose are antennae for the AlR-45 radar warning system. The two white antennae are for the AlQ-126 jamming system. John W. Binford

Proving itself during the Vietnam War, the TV-guided AGM-62 Walleye was one of the early 'smart' weapons and brought to the fleet the ability to send one plane after one target. Here, a VMA-324 A-4M releases a Walleye over the Chocolate Mountain target range in Southern California. Close inspection shows the pilot's head is down, watching his screen. Harry Gann

This Marine Corps Reserve A-4E sits on the tarmac at NAS Key West in April 1981 and is painted in the more colourful high-viz markings that were prominent prior to the adoption of low-viz two-tone grey scheme in the mid-1980s. Rick Morgan

Zuni rockets are fired from a steep-diving A-4M of VMAT-102. Harry Gann

Five A-4s painted for delivery to the US Marine Corps are parked neatly to commemorate the 2,50Oth Skyhawk produced. McDonnell Douglas via author

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The electronic aggressors, represented by this VAQ-33 EA-4F, flew out of NAS Key West. A sister unit, VAQ-34, was formed on the west coast, but was unable to secure its own EA-4Fs. McDonnell Douglas converted this Skyhawk to the electronic aggressor variant in 1970 at its Long Beach plant. This EA-4F served with VAQ-33 until 1988 and was transferred to VC-l0 at Guantanamo Bay. Notice the extended nose cone. designed for jammer gear that was never added. Rick Morgan

Catapult crews hook an A-4E from VA-212 to the bow cat near the end of USS Hancock's 1965 cruise. The Skyhawk carries Zuni rocket pods, drop fuel tanks, and a centreline-mounted Triple Ejector Rack (TER) with four Mk 80 series bombs. Robert F. Dorr Two-seat Skyhawks were also well-received by the experimental and test community. Here, a Skyhawk from Reserve Air Wing 81 (RAW-81) of NAS Minneapolis, Minnesota, bears the markings of the Naval Air Test Center at NAS Patuxent River. Interestingly, the TA-4J retained its '7E' tail code. Lt Cdr Rick Burgess USN Retd

The Navy experimented with several different camouflage combinations in an effort to better protect pilots from enemy gunners. This scheme, which features a dark green colour, was tested for a short time aboard USS Enterprise (CVAN 65). US Navy via author

The 'Blue Angels' received one TA-4J to provide maintenance and support duties for the Flight Demonstration Team. This Skyhawk wears the markings of 'Blue Angel' No 7 and is being inspected by onlookers at the air show at NAS Patuxent River, Maryland in 1977. Lt Cdr Rick Burgess USN Retd

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This Skyhawk from VC-1tows a TBU-UB target off the coast of Oahu, Hawaii. VC-1 was based at Barber's Point and provided logistics and adversary support for Pacific Fleet units. US Navy via Lt Cdr Rick Burgess USN ReId

Many Composite Squadrons, such as VC-8, became full adversary squadrons during the early 1980s. Based at NAS Roosevelt Roads, Puerto Rico, the 'Red Tails' first transitioned to the A-4 in 1967, receiving a batch of A-4Bs to replace their ageing FJ-4D Furies. Note the bright red star tail markings designating it as an adversary unit. Jim Winchester

ALQ-167 jammer. A target missile launcher capability was also added. A new panel was in tailed in the aft cockpit allowing the Naval Flight Officer ( FO) to operate the electronic equipment. Electronic exercises with fleet units were performed on both coasts by VAQ33 until the formation, in 19 3, of a ister unit, VAQ-34, at NA Point Mugu, California. VAQ-34 requested its own EA-4Fs, but this was rejected due to a hortage ofTA-4 airframes in the jet training command. Aggre sor missions would often involve the EA-4F using an A T-4 pod to imulate an incoming cruise missile. This pod produced a signal similar to that emitted by a missile seeker and provided a near-live 'threat' to locate and identify. Combining the AST-4 touting Skyhawks with other VAQ-33 aircraft created a very effective electronic training scenario for fleet EW operators. As evidence of the EA-4F's usefulness in this role, the four

VAQ-33 Skyhawks (two EA-4Fs and two modified TA-4]s) flew a combined 1,142 hours (approximately 18 per cent) of the squadron's total of 6,286 flight hours during 1986. One EA-4F, Bu o. 152869, was lost olorado following in April 1980 in an oil system failure. The avy later replaced this with a T A-4J, Bu ]0. 154343, that was modifi d to carry the various pods, but not rede ignated. A second EA-4F, Bu o. 154655, was lost orth Island, in 1985, off A California, due to an engine failure. It, also, was replaced by a modified T A-4, Bu o. 15 136, but not rede ignated. The remaining two served with VAQ33 until March 1988 and ended their service life with VC-8 (Bu o. 152 52) and VC-10 (BuNo. 1534 1) on 5 and 9 October 1990, respectively. The two modified T A-4Js continued to serve - Bu o. 154343, with VF-43 at A Oceana,

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Virginia, until 1994, and BuNo. 158136, with TW-2 until 1997. While other omposite squadrons had similarly modified T A-4s, none were designated as EA-4Fs.

Composite Squadrons Fleet ompo ite (VC) squadrons employed the T A-4 in a variety of role as they attempted to support the fleet units. The primary VC function, until the advent of di similar adver ary service in the mid197 s and early 19 Os, wa fleet support, which ranged from transporting VI Ps to towing or launching targets for other avy aircraft and ships. T A-4Js frequently pulled TDU-series towed targets for strafing or missile firings, and launched BQM-34 Firebees or AQM-3 7A superson ic targ ts for fleet exercises. Six Fleet and two Reserve Composite squadrons were active during the 1970s.

An in-flight VT-U 'Golden Eagle' from Training Wing Two. The TA-4J played a integral role in advanced jet training for nearly twenty years until replaced by the McDonnell Douglas T-45 Goshawk. Bob Thomas via Robert F. Dorr

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A VFC-13 TA-4J makes a final approach at NAF EI Centro in early 1990. The squadron began at NAS New Orleans in 1973 and moved to Miramar in 1976 to augment VC-7. Many of its original members were from VSF-76 and VSF-86, which were disestablished in 1973. later that year, the' Saints' traded in their A-4ls for two-seat Skyhawks and since acquired A-4E and A-4F single-seaters as supplements. The 'Saints' continue in their adversary role today, although they traded in their A-4s for F/A-18 Hornets in 1994. Ted Carlson

f the six Fleet squadrons, two were forward-deployed in the Pacific ro assist neet unit during their WestPa crui es. V -1 was based at AS Barber's Point, Hawaii. With its Marine orps brethrcn H&MS-31 (later MAL -31), VC-I new support for neet units out of Pearl Harbour, Air Force F-15s at Hickam AFB, and Marine Corps squadrons from MCAS Kaneohe Bay. V 5 operated out of Cubi Point in the Philippines and provided neet support f I' forward-deployed units, such a Midway based in Japan and those carriers deploying ro WestPac or the Persian Gulf/Indian Ocean (PG/IO). VC-I disestabli hed in eptember 1992 and VC-5 discstablished in eptembcr 1992, when Cubi Point was closed. Back in the tates, two Composite squadrons operated in conjunction with the fighter-oriented master jet bases. VC-2 resided at NA Oceana, while VC-7 was based at NA Miramar. Both new support mission for their respective coast squadrons and neets, and were augmented in 1975-6 with the rebasing of the two R serve VC squadrons. VC-2

was disestablished in Ocrober 1980 and VC-5 in eptember 1992. Two VC squadrons served in the Caribbean; VC-8 operat d out of NA Roosevelt Roads and served Atlantic oast neet units and squadrons. V -10's 'Challengers', nying out of MCAS Guantanamo Bay, uba, serv d a dual role as neet support and air defence for the Marines based at Gitmo. Because of their air defence mission, itmo's T A-4Js were the last remaining U -operated two-seat kyhawk configured to carry the A1M-9 Sidewinder. Both squadron are operational at the time of writing and are still nying the TA-4J. Two Reserve V quadrons were formed on I eptember 1973; VC-12 'Fighting Omar 'at A Detroit, Michigan, and VC-13 ' aint' at A ew Orleans, Mi si sippi. The ' aints' were formed in part with memb rs of the thendisestablished V F-76 and - 6, the Reserve Anti- ubmarine Fighter squadrons intended to supplement V F-I and -3. Both Reserve V units operated the A-4L. VC-12 moved to Oceana in 1975 and took over VC-2's duties following

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their disestabl ishment. VC-13 did th samc in 1976 when it went to Miramar. Both VC- 2 and VC- 7 were d ise tabl ished in October 1980, with the Reserve units assuming all VC duties. VC-l and VC-5 stood down in September 1992.

How the TA-4 Impacted Top Gun and the Adversary Squadron No true I' view of the two-seat kyhawk can be complcte without some discus ion of its role in the establishment of Top Gun, the avy Fighter Weapons School, or in the emphHsis on dissimilar aircraft adversary training that nourished from 1973 until 199 . When Top Gun was formed in 1969 funds were short. Instructors, who still were working out of a trailer at AS Miramar, had to look for aircraft wherever they might be found. Since Top Gun began as a part of the West Coast F-4 RAG, VF-121, finding Phantoms was not the real problcm. Rather, the difficulty was finding adversary aircraft.

An interesting photo of TA-4E BuNo. 152102 with four AIM-9 Sidewinders. US Navy via Aerospace Publishing

Top Gun's founders quickly work d out an arrangement with VF-126, the we t coast instrument RAG, to u e some of their T -4Fs in the adversary role. It has b n reported that famed MiG-killer Randy Cunningham credits the moves he learned from Top Gun stud nts nying the VF-126 T A-4Js as being, in part, re ponsible for his air combat ucce se in Vietnam. Top Gun would later go on to acquire its own A-4s as it became a separate command, nying stripped-down vel' ions of the A-4E, A-4F and uper Fox, and finally the A-4M, before transitioning to the F/A-! in 1994. At one point, the A-4, together with the F-5E, was the mainstay of Top Gun's adversary force.

Instrument Squadrons In the late 1960s and early 1970s, four squadron served the Navy as so-called 'instrument squadrons', each nying the T A-4J. These squadrons were responsible for providing all-weather instrument ground and night training to naval aviators en route to Fleet squadrons from the training command. Two of these squadrons were located on the east coast - VA43's 'Challengers' operated out of NA Key West and VA-45's 'Blackbirds' new out of NA Oceana. VA-126, called the 'Bandits', new at A Miramar and VA127's 'Desert Bogeys' at AS Lemoore, then at Fallon, new on the west coast. The

707

following summary discusses how thes squadrons became involved in the adversary role.

VAjVF43 Based at AS Oceana, the 'Challeng rs received their first kyhawk during the early I960s for use in the instrumentationtraining role but it was not until 1970 that th y began nying some limited Air Combat Manoeuvring (ACM) training. In 197 , the adversary role was added to their training mission and squadron aircraft started to receive the camounage paintschemes that traditionally designated this role. In 1978, VF-43 was ordered to make

TWO- - T

TWO-SEAT SK YHA WKS

KYHAWKS

Instrument RAGs helped train naval aviators en route to the Fleet squadrons and fleet-experienced aviators returning to the cockpit who need instruments refreshers. One such squadron was VA-45 based at NAS Oceana. Originally designated as a VA squadron, the 'Blackbirds' received authorization to fly dissimilar ACM missions in 1976 and later assumed the mission completely. In recognition of this. they were redesignated as VF-45 in 1985. US Navy via author

adversary activities their number one priority. One of the squadron's most significant innovations was the creation of the Fleet Fighter ACM Readiness Program (FFRAP), which became a standard part of the VF-IOI's F-14 instructional syllabus. FFRA P was a series of lectures and dissimilar ACM missions flown by RAG students against the adversary pilots. VF-43 stood down in 1994 due to budgetary constraints associated with the massive military downsizing of the early 1990s.

were redesignated as VF-45 in 1985. The 'Blackbirds' flew single and two-scat A-4s, plus a mixture of F-5s and later F-16 s, a special version of the F-16 designed for use by the Navy_ VF-45 taught DACM to Hornet and Tomcat pilots alike, both a fleet units an I for the community RAGs, later called Fleet Replacement quadron (FRS), as part of their tactics and ACM training phases. VF-45 remains today, although its Skyhawks were retired in 1994.

VA/VF-126 VA/VF-45 This squadron began as VA-45 and, as with VF-43, served as an instrument RAG. It was based at AS Key West and began operating two- eat variants of the kyhawk in 1967. On 16 August 1976, the' Blackbirds' were authorized to begin providing dissimilar ACM (DACM) training and, in recognition of this role,

Again an instrumentation RAG, this squadron, located at NA Miramar, was long noted as the premier adversary squadron. VF-126 developed a counterpart training programme for the fighter community, called Turnaround ACM Program (T P), which was later meshed into one programme with the East Coast FFRAP. VF-126 flew A-4E, -F, -M, and T A-4J

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variants in the DACM role, in addition to F-5Es, and later F-16 s. This quadron stood down in 1994.

VA/VF-127 VA-I27 began as a detachment of VF126, referred to as VF-126 Det. Alpha, providing instrument training to squadrons at NAS Lemoore. In May 1970, VF-127 took over the role of A-4 community RAG as VA-125 was stood down and VA-In handled the new A-7. It served in this role until July 1975. hortly after that, the squadron was officially designated as an adversary unit. As with all other squadrons performing the adversary role, VF-I27 adopted the camouflage schemes of the foreign threat nations. One VF-I27 aircraft was even painted with the silhouette of a MiG-17. In 19 7, with the F/A-18 taking such a prominent position in the force structure, the squadron was redesignated as VFA-I27 and moved to

One of the early duties of the Composite Squadrons was target towing. Here. a VC-1 A-4E flies near Hawaii with a TDU-10 Dart target package installed. US Navy via Aerospace Publishing

AS Fallon, where it flew adversary missions in support of the Navy's trike Warfare Center. VFA-I27 was disestablished in 1993, with VFC-13 assuming its adversary role. Two other squadrons operated a small number of A-4s for the adversary role. VF10l, the east coast Tomcat RAG, kept three A-4Es in its VF-IO 1 KW Oct, VF171, the RAG for the F-4 Phantom II,

operated a similar detachment called VF171 KW Det., also equipped with A-4Es. VF-171' Det. stood down in 19 4.

VC Change of Mission The idea of adversary squadrons caught on fast and by 1975 virtually all of the thenremaining VC squadrons had hed their

703

support missions and were performing adversary work. As the original V quadrons stood down, their DACM duties were assumed by VC-12 and VC-13, both of wh ich were rede ignated in 19 7 to VFC units, to reflect their primary role as fleet adversary squadrons. Both squadrons flew their A-4s until 1994 when they were traded in for the newer F/A-18 Hornet.

SKYI-IAWKS

T Wf\R

CHAPTER FOUR

Skyhawks at War Probably nothing te ts the endurance capabilities of an aircraft more than combat. In this regard, the A-4 Skyhawk performed admirably, Aying thousands of missions for both Navy and Marine orps squadrons in one of the nation's darkest hours, the Vietnam War. From its beginning on 5 August ] 964 to the last mission Aown in January ] 973, Skyhawk Aew hundreds of thousands of sorties, both from aircraft carriers on Yankee and Dixie Station and from Marine Corps bases at Da ang, hu Lai, and later Bien Hoa. 196 Navy and

7 Marine Corps kyhawk were lost to enemy action in the conAict. Skyhawks suffered from the same handicap that plagued all military operations in Vietnam, as overly burdensome political restraints unnecessarily prolonged the war and prevented military objectives from being achieved. everthelcss, the A4 earned a reputation as a tough, rugged, reliable war-horse, that would later go on to help drive export sales to foreign governments so impre sed by the Scooter's performance that they, too, wanted the A-4 for frontl ine role.

The Skyhawk Has a Few Close Calls The 1958 Lebanon Crisis saw the Sky hawk on the verge of combat, as two carrier from the US Navy's Sixth Fleet, USS aratoga (CVA 60/CVG-3) and US Essex (CVA 9/ TG-201), stood offshore ready to provide air cover for the Marines who had gone ashore under Operation Bluebat to help keep the peace and to allow Lebanese Army units to go into the countryside to defeat leftist guerrillas. The kyhawks aboard Saratoga included V -

These A-4Es from the USS Oriskany are carrying a load of Mk 83 bombs and a centreline tank as they prepare to go 'feet dry' over Vietnam. The Skyhawks belong to VA-163 'Saints'. us Navy via author

This VA-86 Sidewinder CAG '00' A-4E starts down the port catapult aboard USS Independence (CVA 62) during its 1965 Vietnam cruise, 1 July 1965 marked the squadron's baptism into combat, flying raids against targets in South Vietnam from Dixie Station. Stations one and five appear to carry Mk 83 1,OOOIb bombs.

us Navy via Tailhook Association

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34' 4D-1s, while VA-83 aboard Essex flew A4D-2s. USS WaS/), although it had no A-4s, also stood ready to assi t. One of the missions assigned to kyhawk units during that crisis included providing a nuclear deterrent against any pos ible oviet retaliation, for oviet Premier I ikita Khrushchev had threatened to strike at the carriers and turn th m into 'flaming coffins'. At least onethird of the carrier' kyhawk tood nuclear alert during the crisis, with some A-4s even loaded and on deck. American carrier aircraft paid close attention for ign of any Soviet fleet movement from ports in the Black Sea, but that never material ized. The mainstay of the Skyhawks' missions, however, was survei lIance, as des-

cribed by Cdr James L. Holloway III, skipper of VA-83 aboard USS Essex: The other two-thirds of our aircraft were employed on surveillance missions,

which

consisted mainly of flying horder patrols around the perimeter of Lehanon, the Israeli side as well as the

yrian SIde. We also conducted

involving flying over some of the main roads leading out of the prinroute reconnaissance,

cipal cities of Sidon, Tyre and Beirut and through the mountains into the Bekka Valley and from there across the border. The purpose of the border patrols was to detect the incursion of any foreign military forces, and the road recces were just to keep track of what was moving on the roads in Lehanon n

For these missions,

kyhawks were typi-

705

cally armed with two or four pod of 2Xin (6.9cm) rockets, which could be fired sin Iy or in salvos and would have been particularly useful against trucks or lightly armed vehicl s. Full ammunition was also carried for the twin Mk 12 20mm cannons. With two carriers on station, air coverage re ponsibilitie were often rotated, with one air group taking responsibility for full air operation while the other stood down for replenishment. Thi 'standdown' generally took place every four to fiv days. These carriers provided muchneeded air coverage for the Marines for approximately one month, until US ir Force units could be moved into place at the A TO air base in Adana, Turkey. The entire operation ended on 25 October

SKYHAWK AT WAR

SKYHAWKSATWAR

Bay of Pigs invasion in 1961 and those involved in the now-infamous Cuban Missile Crisis in October 1962. Alarmed by the activities of Fidel Castro in opposition to Cuba's Dictator Fulgen io Batista, the US government sponsored an invasion of Cuba, called Operation Zapata, which involved transporting US-trained Cuban refugees to a remote landing spot called the Bay of Pig. Providing air support for those avy landings was a collection of U Essex, with VA-106, ships, including U deployed as part of CVG-10. The kyhawks tood ready but Pre ident John F. Kennedy refused to call them into action in an effort to prevent any direct involve-

ment. The operation was no less than a total failure, as the uban nationalist were quickly captured by Ca tro's force. The Cuban Missile ri is followed in October 1962, as the U sought to remove recently-deployed Soviet SS-4 Sandal and SS-5 Skan IRBMs. Also deployed to Cuba were various Soviet-built MiG fighters and A-2 AM units, as well as 11-28 'Beagle' tactical bombers. In an effort to concentrate air power in the south-east of the United tate to support OpPlan 312, the air strike option against the Cuban sites, Marine approximately half of the U Corps' A-4 squadrons were placed on alert starting on 22 October, with VMA-242

and V IA-533 being transferred from MCA Cherry Point to A Key West and VMA-324 tran ferred to the same base from MCAS Beaufort. Beaufort's VMA-331 was moved to AS Roosevelt Roads and VMA-I21, the only west coast VMA unit affected, was ent to NAS Cecil Field. VMA-224 remained on alert at MCA Cherry Point. The alert had an equal impact on the avy, where the carriers Enter/)rise (CVAN 65), S Essex (CV 9), and S Inde/)endence (CVA 63) were Randol/)h deployed to the Caribbean. U (CV IS), an anti- ubmarine carrier, was also tasked into service in support of the

A veteran of World War II, USS Essex ICVA 91 is seen here with a complement of A-4 Skyhawks lined down her deck. The Essex stood ready with VA-34 to provide air cover for US Marines ashore in the 1958 Lebanon Crisis. US Navy via author

195 , when the Marine withdrew after General Fouad hehab, former head of the Lebanese Army, was elected Pre ident. As the Lebanon crisis W
the region and U Essex, now freed from its duties off Lebanon, was ordered to 'chop' from the Mediterranean to the western Pacific. Despite sever
106

often a part of carrier patrols off Central America, as the attempted to contain the spread of ommunism to countries such as icaragua and Guatemala. During November 1960, for example, Skyhawks from VAs-12, -15, and -106 stood ready SS ShangJ·i-La as it steamed aboard through the Carribean as part of the Carribean Task Force. kyhawks aboard U Franklin D. Roosevelt (CV A 42) performed similar mi sions in 1963 off the Dominican Republic. Most notable, however, were the units sent to provide support for the disastrous

Skyhawks from USS Shangri-La ICVA 38) stood ready to assist democratic nations throughout the Caribbean resisting the spread of communism during the early 1960s. Here, a formation of A40-2s led by then Lt Cdr Otto E. Kruger, from CVG-l0's VA-l06 squadron fly overhead. The 'Gladiators' flew three variants of the A-4 until disestablished in November 1969. US Navy via author

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A-4Bs with VA-l06 squadron were stationed with the Air Force's 19th Tactical Air Force during the Cuban Missile Crisis. The 'Gladiators' later deployed to Vietnam, but the cruise was cut short by the tragic fire aboard USS Forrestal (CVA 591 that killed eight squadron members. US Navy via author

blockade forces. A Cecil Field's VA106 was as igned temporarily to the Air Force' 19th Tactical Air Force, where its A-4s stood alert. Tensions mounted quickly and US forces were placed on a DEF ON Two level, meaning that fore s were deployed for a nuclear confl ict, at the height of the stand-off. Most of these A-4 units remained on alert, despite the apparent calming of events in late October, unti I December 1962 when the last 11-28 'Beagles' left. In an interesting foreshadow of future events, Marine A-4s were called upon to provide air support for a Marine Expeditionary Force (MEF) sent to Thailand in mid-1962 to help defend against a Communi t threat to the Thai government. VMA-332's A-4C deployed to dorn, Thailand. Thi unit was withdrawn on 2 July without having flown any combat sorties.

Naval Air Operations in Vietnam The Navy's role was almost ex lusively one involving air power and key to that

role was the kyhawk. Indeed, dr John Nichols and Barrett Tillman said it best in their book, On Yankee tation, when they described the vital role played by the A-4 in just one short, but remarkably accurate summation: 'If one airplane kept us in the air over North Vietnam, it was the -4'28 The Skyhawk's role in the Vietnam air campaign was crucial as the diminutive Scooter formed the ba kbone of the Navy's light attack squadrons. During the early years, most of the Skyhawks involved were A-4C and A-4E models. Indeed, A4Cs went to sea on forty-four cruises, while -Es deployed on thirty-eight cruises. On a few occasions A-4Bs were deployed, fir t with VA-15 and VA-95, and later with V F-3 in 1966, aboard lnrrepid. A-4Bs also deployed with the A W carriers U Bennigwn (CV 20) and Kearsage (CV 33) with VA-l13 Det. Q and V A-153 Det. R, respectively. The A-4Es certainly presented the more desirable model, with its greater range and additional hardpoint . In late December 1967, the more capable A-4F models, with their aft avionics hump full of electronic counter-

This photo, taken during VA-86's late 1958, early 1959 cruise, shows an A-4B tanking one of three squadron mates while circling USS Randolph (CVA 15). Sky hawks were often used to provide tanking services around the carrier. VA-86 Skyhawks provided operational detachments for several of the anti-submarine carriers during 1963, for which they were equipped with AIM-9 Sidewinders. Boeing Historical Archives via Harry Gann

measure gear, began to appear in Fleet squadrons and would eventually comprise the majority of A-4 squadrons supporting the war. By the end of the war, A-4Fs had deployed on twenty-five cruises. In many air wings, the kyhawk squadrons flew different variants on the same cruise. A good example was CVW5, wh ich, in 1969, deployed to U S Bon Homme Richard with V A-ZZ and VA-94 flying A-4Fs, and VA-144 flying A-4Es Also deploying that year was CVW-I0' VA-36 and VA-66, with their A-4 s, and VA-I06 with A-4Es. VA-95's 'Green Lizards' would take the A-4C on cruise a total of four times, with VA-163's' aints' taking the Echo to cruise the same number. Two squadrons, VA-55 and VA212, shared the Foxtrot honour with five A-4F cruises, four of which were aboard U Hancock. To the surprise of many, two- eat Skyhawk also deployed with the carriers including two cruis s to Vietnam. VA164 went to sea aboard the Hancock in 1972, '73, and '75 with a small contingent of T A-4Fs. At the time, on-looker thought that th se were merely for pilot training while on cruise, but in reality,

Illustrative of the ruggedness of its design, this damaged A-4 fought its way back to its carrier following a serious encounter with North Vietnamese anti-aircraft artillery. US Navy via author

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709

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SKYHAWKS AT WAR

SKYI-IAWKS AT WAR

A VA-95 A-4 sits with an AGM-12 Bullpup. The 'AJ' markings belong to CVW-8, which cruised the Mediterranean Sea aboard USS Shangri-La in 1968. US Navy via author

Route Packages (RPs) Four VA-66 Bravos pose in formation in June 1961 operations with USS Intrepid (CVA 11). The lead and left wing are carrying AGM-12 Bullpup missiles while the remaining Skyhawks carry iron bombs. US Navy via Tailhook Association

the two-seaters went along to provide hand-held laser designation for laserguided munitions, as no laser designating pods were then available. In all, thirty-six A-4 squadrons deployed on a record I 12 cruises over the course of the nine-year war, with ome squadrons, namely VA-55's 'Warhorses', VA-I64's 'Ghostriders', and VA-212's 'Rampant Raiders', seeing as many a eight deployment . The number of A-4 losses, 196 Navy aircraft, reflects the aircraft's high rate of usage rather than its vulnerability. In fact, most pilots would agree that the kyhawk was one of the most survivable plane in the inventory. It was also one of the most reliable aircraft of the war, with availability number reaching 90100 per cent at time. Key to this was the simplicity of it de ign, which allowed even major damage to be repaired fairly quickly.

The Carriers A total of twenty-one carriers fought off the shores of Vietnam as part of Task Force 77, serving some 9,178 days on the line. Of these carriers, U S Hancock made eight combat cruises; U Ranger, Coral Sea, Oriskany, and Constellation; made seven combat cruises; and U Kitty Hawk, Bon Homme Richard, and Enterprise made six cruises. Skyhawks were operated from all of the carriers, although most A-4s were phased out of the large decked ships beginning in December 1967 with the introduction of the A-7 Corsair [[ aboard U S Ranger. The smaller deck carriers (U Essex, Hancock, Intrepid, Yorktown, Oriskany, and Ticonderoga) typically operated two A-4 squadrons, with a third added in early 196 following the exit of the A-I kyraider. The fir t three A-4 squadron cru i e took place in 1966/7 aboard U

110

Fran/din D. Roosevelt, when CVW-I was stocked with VAs-Il, -72, and -172. Although it would not be until mid-May of 1967 before another air wing would deploy with three A-4 squadrons, that would later become the tandard for the mall deck 'Essex' class carriers (U Hancock, Bon Homme Richard, Shangri-La, and Oriskany) as the war wound down. With an average of fourteen kyhawks per squadron, the three-A-4 squadron air wing composition gave the small deck carriers a powerful complement of fortytwo strike aircraft. These A-4s typically rusaders flew their missions with F-8 providing escort or flak suppression. The larger carriers substituted their A-4s and A-Is with Intruders and Corsair and the newer F-4 Phantom II for the rusaders, with the A-7s taking over the /Ton Hand mi sions. Of special interest was the late 1965 cruis of USS Enter/Jrise. For this, the

Air Force and Navy air operations over North Vietnam were controlled by two groups; the Commander, Second Air Division, in Saigon, and the Commander of Task Force 77. When the air war began, the sparse number of approved targets in the North created a 'competition' between the services as to who could strike a particular target. Service strikes were often duplicative of one another, due in part to poor communications. In an attempt to remedy this, days were divided into three-hour slots, for which control would alternate between the Navy and the Air Force. While theoretically appearing sound, this soon proved to be a problem, as weather delays continued to cause confusion about who would hit a particular target. Co-ordination of these efforts was eventually given to the Rolling Thunder Armed Reconnaissance Coordinating Committee (RTARCC, later RTCCI. In November 1966, the RTARCC devised a plan to divide North Vietnam into six Route Packages, the control of which would alternate between the services on a weekly basis. This also proved problematic, and control over the individual RPs was eventually permanently assigned. Route Package I began at the DMZ and ran north to the Mu Gai Pass. Because of its proximity to the fighting in the south, command of RP I was given to Gen William C. Westmoreland, Commander, US Ground Forces, Vietnam. Route Packages II, II, and IV ran along the coast and extended to just below the Hanoi/Haiphong area, stopping at an imaginary line someway from Hanoi. These RPs were given to the Navy. RPs III and IV carried much of the traffic south, with major transportation facilities located in RP IV. The infamous Thanh Hoa Bridge and the Dong Suong and Quang Lang airfields were in that RP. The Air Force was assigned responsibility for Route Package V, the most north-eastern part of North Vietnam. This assignment made sense, as Air Force planes based in Thailand were much closer to the targets. Route Package VI was considered the 'hot spot,' as it contained Hanoi and Haiphong. This RP was sub-divided at the north-eastern rail line into China,

with RP VI-A, the northern segment, including Hanoi and the airfields at Kep, Gia Lam, and Phuc Yen. RP VI·B was to the south and included Haiphong and Hon Gai and the MiG base at Kein An. RP VI-A was assigned to the Air Force and RP VI-B assigned to the Navy.

Carrier Stations Because the carriers steaming off the coast of Vietnam never faced any significant threat of air attack, they could generally cruise in the same location. Two stations that would become well-known terms in the life of naval aviators were Yankee Station in the north, and Dixie Station in the south. Gen Westmoreland was so impressed with the performance of Navy and Marine aviators operating from USS Midway and USS Hancock during the early part of 1965 that he lobbied for the establishment of a permanent station off the coast of South Vietnam. This became Dixie Station and was staffed initially by USS Oriskany (CVA 341. Seventh Fleet carriers deploying to Task Force 77 would often begin their line periods by serving a few days or weeks at Dixie Station as a 'warm up' for operations 'up North'. Dixie Station was eventually discontinued in August 1966 as sufficient Air Force assets had been located in South Vietnam and Thailand to support ground operations in the south. Yankee Station was the base for all operations against North Vietnam and the point from which the majority of Navy strikes were conducted during the war. Initially located due east of the DMZ, Yankee Station moved north beginning in April 1966 to a point east of Vinh, then moved south with the end of Operation Rolling Thunder in 1968. It moved north again during 1972 during the Operation Linebacker raids, at one point coming within 70 miles (113km) of Haiphong. Yankee Station was generally staffed by two to three carriers 'on the line' and was unquestionably considered more hazardous by the pilots and air crews who flew there.

111

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A-4Fs such as this from VA-55 in 1972 made a total of twenty-five squadron war cruises and represented the last Navy Skyhawks to fly combat missions over Vietnam. VA-55 took the Foxtrot on four Vietnam cruises, participating in Operations Freedom Train and Endsweep, and was aboard USS Hancock for the Skyhawk's final cruise in 1975. Lt Cdr Rick Burgess USN ReId

Published with the permission of the Naval Institute Press.

112

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SKYHAWK

AT \ AR

Carrier Air Wings The A-4 Skyhawk has played a vital role in the carrier air wing from its initial deployment with CVG-9 aboard USS Ticonderoga (CVA 14) in September 1957 to its final cruise with CVW-21 aboard USS Hancock (CVA 19) in 1975. Skyhawks first deployed on attack carriers and anti-submarine carriers with air groups designated as Carrier Air Groups (CVG) and Carrier ASW Groups (CVSG). On 20 December 1963, Carrier Air Groups were redesignated as Carrier Air Wings, hence the CVW abbreviation. For a time, Carrier Air Groups aboard the ASW carriers were designated ATG, for Air Task Group. When the air war broke out over Vietnam in August 1964, all CVWs included two A-4 squadrons in the light attack role, with AD Skyraiders and A-3 Skywarriors serving in the medium and heavy attack roles respectively. Fighter squadrons were staffed with F-8 Crusaders on the small-deck carriers and the new F-4B Phantom lion the large-deck carriers. A-3s generally flew the medium attack role for the large-deck ships, with A-5 Vigilantes flying the heavy attack role. With the deployment of the A-6A Intruder in May 1965, the larger carriers began replacing the AD in their medium attack squadrons, and eventually deployed the Intruder on all large-deck carriers. Interestingly, USS Enterprise (CVAN 651. on its first Vietnam cruise in late 1965 took four A-4 squadrons to sea as part of the largest air wing assembled up to that time. A Del. of A-3Bs from VAH-4 and RA-5Cs from RVAH-7 also accompanied CVW-9. This would be the only time that four A-4 squadrons would deploy on a single carrier. In June 1966, the phasing out of the Skyraider led to many of the carriers deploying with three A-4 squadrons. USS Franklin O. Roosevelt (CVA 421.

made the first such deployment in June 1967 with CVW-l's VAs-12, -72. and -172 on board. USS Intrepid (CVA 11) followed this pattern in May. December 1967, however, marked the beginning of the end for the A-4 in carrier light attack squadrons, as VA-147 aboard USS Ranger (CVA 61) made the Corsair II's maiden war cruise. The A-7 eventually replaced the A-4 in all light attack squadrons aboard large-deck carriers, and, later in the war, as the newer A-7C entered service, also did so aboard many of the modified 'Essex' class carriers, such as USS Ticonderoga. The A-4, however, continued to serve throughout the remainder of the Vietnam War with the smaller carriers. Several other air wing deployments were notable throughout the war. USS Ranger and CVW-2 deployed in both November 1967 and October 1968 with a unique combination of one squadron of A-4, A-6, and A-7 aircraft. Also, the first large-deck carrier deployment without A-4s occurred with USS America's (CVA 66) departure of 10 April 1968, its two light attack squadrons, VA-82 and VA-86, flying A-7As. America was followed in that regard by USS Constellation (CVA 64) and CVW-14's cruise on 29 May. While USS Hancock continued to deploy throughout the remainder of the war with three A-4 squadrons, it was not until 1972 that all three squadrons flew the -F model. Prior to that, the air wing had been mixed with A-4C and A-4E squadrons. When the Skyhawks were on last cruise, they performed all attack roles for the carrier, with the AD having been phased out of service.

Three A-4Bs from VA-95 fly together for strikes against Vinh in October 1966. These Skyhawks flew with USS Intrepid's 'all-strike' air wing, which consisted of A-4Bs from VA-15 and two squadrons of A-1H Skyraiders. The A-4B in the forefront, piloted by It Sam Lev USN, carries markings from thirty bombing missions. Capt Walter Ohlrich USN Retd

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SKYHAWK AT WAR

Called the 'Bonnie Dick', by those familiar with her, USS Bon Homme Richard (CVA 31) made six cruises to Vietnam, all with various models of the A-4 Skyhawk. US Navy via author

This picture of USS Enterprise (CVAN 65) marks its 1965 cruise with four A-4 squadrons. These included VAs-36, -76, -93, and -94, all assigned to CVW-9, which also had two F-4B, one A-3B and one RA-5C squadrons. US Navy via Boeing Historical Archives via Harry Gann

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Enterprise's first war-cruise, four A-4 squadrons (VAs-36, -76, -93, -94) were deployed with the Air Wing 9, all of which were - models. This was the only time during the war that four Skyhawk quadrons would be deployed on one carrier. By its next cruise in November 1966, one A-4 squadron had been replaced with an A-6A squadron and another eliminated from the air wing. US Ranger, during it ovember 1967May 196 and ovember 196 -May 1969 cruises, also operated a unique combination of attack aircraft, with one A-4, one A-6, and one A-7 squadron. Ranger i believed to be the only carrier to have done this mix. U Kitty Hawk' (CV 63) air wing carried one A-I, one A-4, and one A-6 squadron on her 1965/66 cruise. everal of the 'Essex' class carriers were deployed as anti-submarine (A W) carriers to provide protection again t ubmarines deployed by the Soviets. Assigned to these air groups (called CVSGs) were typically four kyhawks in a squadron detachment. Throughout the war, four VA and even two Marine Corps squadrons would deploy a small portion of their A-4s (in four-plane Dets) to serve in an air defence role for the A W groups. Two Skyhawk squadrons, VSF-l and VSF3, were specifically formed to deploy from these CV carriers. Both units were filled with the older A-4B models. However,

SKYHAWKS AT WAR

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Although belonging to a Marine Corps H&MS unit, this TA-4F is representative of those attached to Navy VA squadrons during the early 1970s to provide hand-held laser designation of targets. VA-163 is known to have taken at least two of the model Ts aboard its 1972 and 1973 cruises. Michael Grove

only V F-3 saw action in Vietnam when it deployed with U Intrepid in 1967. ince the submarine threat proved to be an empty one, many of these kyhawks were assigned to traditional attack roles supporting Operation Rolling Thunder strikes. During the course of the war, 199 kyhawks would be lost in combat, with eighty- ix lost to operational incidents. Of these combat losses, two were A-4Bs, eighty-one were A-4Cs, and 107 were A4Es. Nineteen -4Fs were lost and one T A-4F. Approximately 130 of these losses were from AA ,with another thirty-six from AMs. Fifteen were downed by small anns and automatic fire and only one wa lost to a MiG. Of all the Vietnam cruises, none were as costly as those of Air Wing 16 aboard USS Oriskany from May-November 1966 and June 1967-January 1968. During the 1966 cruise, CVW-16 lost sixteen aircraft in combat, three of whi h were A-4Es. Oriskany's 26 October fire damaged three more kyhawk and de troyed a fourth. But OrisIwny's next cruise would prove to be its worse - during its 122 total 'line days', it lost twenty-nine aircraft. Of these losses, twenty were Skyhawks. Senator John . McCain III, then a LieutenantCommander, piloted one of those A-4s and went on to serve seven years as a

POW. Ten more aircraft, including three A-4s, were lost in operational accidents.

Stations of Operation Carrier operations were conducted from two 'station,' one off outh Vietnam in the outh hina ea, called 'Dixie Station,' and the other in the Tonkin Gulf, outh of Hanoi, called 'Yankee tation'. As the geographics would suggest, Dixie Station provided air cover for operations in outh Vietnam and even into Laos and ambodia. E tablished in May 1965, it was typically taffed by one carrier. Prior to that, aircraft from the carriers Midwa)' and US oral Sea, in addition to Marine Corps F- E fighters operating from USS Oriskany, flew operations in the south. According to reports, th flying so impressed General William C. Westmoreland, Commander, Ground Forces, Vietnam, that he in isted the avy tation a carrier off outh Vietnam at all times. Oriskany became the fir t carrier to fill that role, taking up position about 100 miles sOLlth-east of Cam Ranh Bay. Because operations in the south were not as 'hot' as those 'up north,' carriers deploying to Task Force 77 would often begin their line period here, then move north. Although one ha reason to doubt the accuracy of his description, one

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bridge. Added to this were another 569 structures Iisted as 'damaged'.JO Later that month, U Kitty Hawk, while operating on Dixie Station, flew an average of 100 ortie per day. When Marine air and Air Force units started arriving in outh Vietnam in larger numbers, Dixie tation stood down in August of 1966, after fifteen months of operations. Yankee Station provided the bulk of carrier operations during the war, with three and sometimes four carriers on station at any given time. Line periods were long and carrier turn-around times short, making wartime deployments commonplace for many of the west coast A-4 squadrons. Yanke tation began at a spot approximately due cast of the DMZ and was moved north to a point east of Vinh in April 1966 as more targets were opened up in orth Vietnam. At one point, it wa even moved as close a 70 miles (112km) from Haiphong. Over onethird of all Navy flights into North

Vietnam from Yankee by A-4 .

tation were flown

Flight Operations The nature of carrier air operations differed slightly depending upon which station the carrier were operating from. Those flown from Dixie Station concentrated on close air support and interdiction. Attention was given to individual bombing division tactics, and use of Forward Air Controllers (FACs). Later in the war effort, carriers from Dixie tation (and ome from Yankee tation) flew 0called Steel Tiger missions over the panhandle region of Laos. For such strikes, it was mandatory to get clearance from Laotian FACs before releasing any weapons further than 200ft (61 m) from a highway. These trikes were about as frequent as the Alpha strikes (described below) launched from Yankee tation and were essentially a continuation of the

Barrel

Roll operations began during December 1964. Operations from Yankee Station were conducted as either Alpha strikes or cy lic op , with the latter predominating and generally based on a ninety-minute cycle. The Alpha strike concept most closely re embled those strikes seen during World War 11 in the Pacific, with carriers launching a full deck of aircraft. Alpha strikes were launched against briefed targets, such a rail yards, bridges, and POL complexes, and would become one of the most commonly known phrases when discussing naval aviation in the Vietnam War. First con eived in April 1965 in reference to the large deck strikes against targets in the 'Alpha' region of orth Vietnam, it was not until 5 March 1966 that one was acrually launched. Whether launched from a large or small deck carrier, the numerical composition of a maximum-effort Alpha strike remained about

aviator has described operations on Dixie tation as a 'picnic.' Part of this comparison, however, may be due to the ab en e ofMiGsand A-2sitesin outhVietnam, which made mi ions significantly less intense. apt Wynn F. Foster describes life on Dixie tation: Missions flown from Dixie tanon were considered safer than those flown from Yankee Station, the carrier; operation area for the northern war. Friendly troops operated in many areas of South Vietnam, but there were no friendly forces on the ground in orth Vietnam. Enemy anti-aircraft fire in the south was virtually nonexistent, whde missions launched from Yankee tation routinely encountered moderate-tn-heavy AAA. Except for the live ordnance we carried and enemy small-arms fire - hazardous primarily to a pilot who pu lied out too low from an attack run - our dawn-to-dusk operations from Dixie Station were not unlike Stateside missions N

Nevertheles, operations 'down south' were conducted at an intense pace. For instance, in the eight days USS EntertYrise spent 'on the line' on Dixie tation in late January/early February 1966, Air Wing 9 flew nearl y 1,400 sorties, of wh ich 1,100 were combat, and destroyed 51 trucrures, twenty-four bunkers, twenty-three sampan, four gun-emplacements, and one

This early war shot of USS Oriskany shows t~o F-B Crusaders and one A-4 Skyhawk on the port bow, with a line of AD Skyraiders along the starboard edge. The Otlskan~ an.d CVW-16 saw some of the most Intense losses of all carrier air wings during their 1966 and 1967 cruises. including the massive fire that nearly sunk the carner In October 1967. US Navy via author

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Skyhawks like these A-4Cs from VA-112 frequently tanked before and after missions. ~ere, an A-.3 tanks the C~~-bird as two Sky~a,,:,ks wait their turn. These Skyhawks flew with CVW-11 aboard USS Kitty Hawk during its 1966-67 and 1967-68 Vietnam crUIses and participated In the Navy s IIrst stnkes against the large MiG base at Kep north-east of Hanoi. US Navy via Lt Cdr Rick Burgess USN Retd

One problem witnessed personally by a few pilots was the A-4's narrow tricycle undercarriage, which made trip-overs possible in crosswinds. US Navy via author

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CVW-9 and USS Enterprise served eight days on the line on Dixie Station during January/February 1966. Skyhawks from her four VA squadrons contributed to the nearly 1,100 combat sorties flown during that time. In this shot, three A-4s from VA-36 'Roadrunners' prepare for a mission loaded with 12 Mk 82 Snakeyes. US Navy via Boeing Historical Archives via Harry Gann

the same. Approximately thirty to thirtyfive aircraft would be launched, with four Aights of four A-4s serving as the strike component and four F- Crusaders flying a Target CAP, or T ARCA P, along the axis between the bombers and the perceived air threat. A section of A-4 Aew han Hand or anti- AM ahead of the group and on each side, with two to four F-8s Aying Aak suppression. Offshore an EA-l or EA3 would provide electronic support while a pair of KA-3s or A-4s with buddy-stores would circle as tankers. This same system was u cd by the big deck carriers, although F-4 replaced the F- sand A-6 and A-7s r placed the A-4s, with Shrike-armed Corsairs filling the Iron Hand role. KA-6D tankers eventually replaced the A-4s and KA-3s. Mini-alphas, consisting of four A-4s, two to four F- sa TARCAP, and flak suppressors, were also Aown against sl1"laller targets. Most of the strikes against the

Thanh Hoa Bridge in Route package IV were mini-alphas. The Thanh Hoa Bridge, called Ham Rung or 'Dragon's Jaw', was an immensely strong bridge carrying rail traffic from Hanoi outh to Vinh. Built in the 1950s, it measured some 540ft (165m) long and 56ft (17m) wide and was supported on concrete piers. It was among the most heavily bombed targets of the war. Unfortunately, most of these strikes did little damage to the bridge. A total of 1,250 ton of ordnance wer expended at the cost of eight aircraft, but it was not until 13 May 1972, with the introduction of the first laser-guided weapons, that the bridge was finally brought down. Alpha strikes were launched as many as three times per day, with the biggest criticism being that they tended to occur on a regular, and predictable ba is. At one point, Alphas were et for to, 2, and 4 o'clo k, making it rather easy for orth Vietnamese gunners to know American

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intentions. perfect example of the frequency of Alphas occurred on 21 August 1967, when five Alphas were launched from the carriers SS Constellation, Oriskany, and Intrepid on Yankee tation. Constellation's CVW-14 truck two major target, including the Kep airfield (a major MiG base north-east of Hanoi) and the rail yards at Duc Noi. While no A-4s were lost in that raid, three A-6 ' were shot down. At the same time, Intrepid's kyhawks were hitting Port Walluc with twO lpha strikes approximately three hours apart, and Oriskany's A-4s led AGM-62 Walleye attacks against the Hanoi thermal plant. Cyclic operations were more closely associated with the strikes conducted under Operation Rolling Thunder, the elaborate bombing campaign against the orth that began on 1 March 1965. These strike were more Aexible in nature than the Alpha strikes and involved something

SKYHAWKS AT WAR

5 April 1965, Soviet-built A-2 Guideline sites were discovered being constructed around Hanoi by a avy RF- A photo reconnaissance bird from S Coral ea, which brought an entirely new threat to the air war. The A-2 had been in service with the oviets ince 195 . A typical battery consisted of between four and six launcher deployed in a circle about 165ft (50m) in diameter. Located in the middle of this circle was a trailer or tru k containing the radar and communications equipment. The A-2 featured its own earlywarning VHF radar, called 'Spoon Rest', wh ich operated in the A-band. Radar guidance was handled by a 'Fan Song' radar operating in the -band, but

the vast number of A-4s gave air wing commanders great flexibility.

Route Packages

Skyhawks were renowned for taking massive battle damage. One such mission was described by Capt. Otto E. Krueger which occurred while he was Air Boss aboard the USS Ticonderoga (CVA 141 in 1968: 'Sam Chessman, CO of VA-195 aboard Ticonderoga returned from a strike with his A-4 "all shot up" after tangling with a SAM. He was led back to the 'Tico' by a tanker, running fuel out the holes as fast as he could take it aboard, then dropped off right on glide slope just before he landed. He was on fire. Sam shut down and got out and let the fire crews put it out. By then, the tail was about burned off. We put the plane on the hangar deck and when we got back to Subic Bay. we declared it a total loss. It had something like 250 holes in it, some as big as a baseball. But it brought him home!'

akin to armed reconnaissance or 'road recce'. Cycl ic op were conducted on a twelve-hour on, twelve-hour off ba is on a three-day rotation. nlike the targets selected for the Alpha strikes, which were chos n in Washington by the Pentagon and those higher up, road recce targets were selected by the on-scene naval commander, given the general targ t parameters. General target categories

targets changed from week to week, rotating between trucks, bridges, and similar targets. Alpha strikes were generally the exception. For most operations, aerial refuelling was a must, with tanking performed by D704-equipped A-4s or K -3. Tankers flew both mission profiles and provided emergency tanking. The kyhawk's ability to serve as a tanker proved invaluable as

In the early days of the war, confusion reigned as [0 which en'ice would control what sector. [nitially, a plan was conceived where each day would be divided into three-hour slots, with control over these slots alternating between the avy and Air Force. This soon proved cumbersome, and a new method, using Route Packages (RPs), was devised. [n November 1965 a decision was made to divide North Vietnam into six geographic regions for which bombing responsibility would be given to a specific service on an ,dternate, weekly basis. Subsequently, this was also found confusing and it was decided to give permanent control of each RP to only one service, RPs ranged from I in the southern part of orth Vietnam to VI ju t north-east of Hanoi. RP I was assigned to the Air Force and ran from the Demilitarized Zone (DMZ) north to ju t above the I th parallel and included the port of Dong Hoi. RP 1I ran north to the [9th parallel; RP III included Vinh and numerous passes through which the orth Vietnamese sent supplie to the Ho Chi Minh Trail- both were under avy control. RP IV, also under Navy control, extended to just below Hanoi and Haiphong and included the priz d Thanh Hoa rail bridge and the MiG base at Quan Lang. The largest single area was encompassed within RP V, which extended north-west of Hanoi to the Laotian border and north to hina, and was under ir Force control. RP VI was divided into two areas. The first, RP VI, wh ich ran east from the 105 degree 30 minute line of longitude and north of the north-east rail-line, fell under Air Force control and included Hanoi, the Paul DOUlner Bridge, and the large ~ iG bases at Kep, Hoa Lac, and Phuc Yen. RP VIB was avy territory and included Haiphong, Cat Bi, and Gia Lam. Virtually avy's Alpha strike were all of the focused against targets in RP VI-B.

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In the ;pring of 1965, a phorographic reconnais;ance plane returned ro the Aag;hip with phoros which were immediately idenutied as a surface-ro-air missile site. Thi was the tif>t clear proof that

AM ;ites were under construction. II

Adm Outlaw then flew to aigon to detail his plan for strikes against the sites, at which his supervisors balked. Such a refu;alwas beyond my comprehemion. It was fea;ihle to have destroyed this site 'md orhers still under construction which were ultImately completed. It was nor until the

orth

Vietnamese had shot down some numhers of our aircraft that our combined air forces were pcr# mined to strike back at these, now well e;tHhlished, defen;ive sites. Since then approximately

Iron Hand Operation Iron Hand became the Navy's answer to the surface-to-air missile, or SAM. [n its early days, the air war presented many threats to the aviator, namely thos from MiGs and AAA. However,on

A deck full of Skyhawks are shown in this photograph from USS Kitty Hawk. These A-4Cs belong to VA-112's 'Bombing Broncos', who made two Vietnam cruises with Air Wing 11. US Navy via author

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changing to the L-band just before launch. This change wa detectable by radar warning instruments which were later incorporated into kyhawks and other avy attack aircraft. A 3501b warhead tipped the A-2, with either contact, proximity, or command detonation fusing. They were usually fired in pairs, according to standard oviet doctrine, but larger salvos of ten to twelve were not uncommon. More sites were also discovered by early July forming an irregular ring pattern around the Hanoi/Haiphong area. RearAdm Edward . Outlaw, who temporarily replaced dm Henry L. Miller in command of TF 77 in early 1965, wrote this in a 1971 New York Times article:

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A-4 Ordnance Although it began its career with a nuclear mission, the Skyhawk emerged as one of the most flexible conventional platforms around. In its early days, the Skyhawk was fitted with only three pylons and could carry about 5,5001b (2,500kg) of ordnance. Other than nuclear 'shapes', A-4As typically carried iron bombs of the day, plus unguided 2Min (6.9cm) FFAR rockets, mines, and 200 rounds of ammunition for its 20mm cannon. Unfortunately, the Skyhawk's 20mm cannon was not as functional as pilots would have liked. Not only was the cannon given a limited supply of ammunition, but it often jammed and was not highly accurate. One A-4E pilot made the following comments about these deficiencies: The A-4E was a fine, fine airplane for combat, a great machine except for the guns. The 20mm wasn't much good to start with and after the Shoe Horn system was put in, its capacity was reduced from 150 rounds, which was bad, to seventy-five - which was ridiculous. I used the 20mm to check out buildings, see if there was anything in the building explosive in nature. I'd roll in, squirt a few rounds with the gun, and see what happened. If there was some reaction, the plan was to come around and hit the structure with a bomb or rocket. That was about the only use for a 20mm. 32 However, events eventually dictated a new mission for the A-4. The intensification of the Cold War in the form of smaller, conventional brushfires, and regional conflicts, rather than an all-out nuclear exchange; the Lebanon Crisis in 1958; and the rapid deployment of Fleet units to China were just a few examples. In the late 1950s, the need was identified for a more conventional platform and so Douglas sought to improve the A-4's ability to perform in that environment. Hardpoints The first three Skyhawk models carried only three hard points. The centre pylon was rated at 3,550lb (1,610kg) with the wing pylons each rated at 1,2001b (544kg). With the need to carry a fuel tank on at least the centreline mount, only two were left for weapons carriage. The A-4E added not only two additional hardpoints (rated at 5001b/227kg each), but also an up-rated engine, which allowed for even greater ordnance carriage.

The A-4 used a bridle system for catapult launches as seen here on this 'Essex' class carrier, US Navy via author

retarded bombs (Mk 81 and 82 class). and Cluster Bomb Units (CBUs) with Rockeye II submunitions. The Mk 80 series utilized an Aero 1A shape with an aspect ratio of 8.3 and was developed by Douglas during the 1950s as it pursued a low-drag ordnance. Mk Mk Mk Mk Mk

80 series 81 82 83 84

250lb 500lb 1,0001b 2,OOOIb

LDGP LDGP LDGP LDGP

Snakeye Snakeye

Some 90 per cent of all Navy bombs delivered during the Vietnam War were Mk 80s, with the vast majority being Mk 83s. With the A-4B also came the ability to carry and fire the infra-red homing (heat-seeking) AIM-9 Sidewinder, something that proved important when the A-4 fulfilled the fighter air defence role aboard the anti-submarine carriers, such as USS Intrepid (CVS ,,). USS Yorktown (CVS 10), and USS Hornet (CVS 12). The Sidewinders of the day were primarily the -0 variant, which weighed about 160lb (72.5kg) and carried a 101b (4.5kg) warhead. Effective range was between 1,OOOft (305m) to a little over two miles (3km). but attacks were limited to the target's rear quarter. Skyhawk pilots also used a light-seeking variant of the AIM-9 called Focus. Rockets have always been a mainstay Skyhawk weapon and could be carried in packs of nineteen LAU-61/A and -69/As (using the Aero 7 dispenser) or seven LAU-68/A (using the Aero 6 dispenser). 2Yoin (6.9cm) FFAR and LAU-10/A Zuni 5in (12.7cm) rockets. Napalm was used by US Navy and Marine Corps forces in South Vietnam and was delivered using the Mk 77. It was rarely dropped in the North. Cluster Bombs (CBUs) were also used, but again only in South Vietnam. Armed with Mk 20 Rockeye II CBUs, Skyhawks were particularly effective against troop concentrations and anti-aircraft artillery batteries and were commonplace on flak suppression missions and on early Iron Hand missions. Skyhawk pilots also used a specially-fused bomb designed to produce an air blast: Early in the war we also used the 36in bomb extenders, called Daisey-cutters. These extenders were just what the name implied; a long, 36in slender cylinder extending from the nose of the bomb. This would allow the bomb to go off right on the surface, whereas without the extenders, the bombs could and did bury themselves in the soft earth before exploding. That really increased their damage potential and made them excellent for knocking things down like buildings. But they were soon withdrawn from use by the Navy because [ofl concerns aboutthe powder. 33

Weapons As the 1960s went on, Skyhawk ordnance expanded to include a variety of air-to-ground ordnance, including the Mk 80 series iron bombs, Snakeye

These bombs were very effective and sorely missed. In the early days of the Vietnam War, A-4 pilots relied heavily on the same high-altitude delivery methods as had been used in Korea. The weapons we took to war were basic. The bombing techniques were the old pilot-computed lead with the gun-sight. We had no radar; there was ground clearance radar, but nothing to give us any help on moving targets, night work, or rendezvous or anything like that 3' Lt Donald D. Smith of VA-72 explains this as it pertained to the A-4:

Chance Vought's F-8 Crusader flew flak suppression missions in support of the Alpha strikes and Iron Hand missions. For this, F-8s were typically armed with full 20mm ammunition and Zuni rockets. US Navy via author

Loaded on this VA-83 A-4E are two 2~in. (6.9cm) rocket pods, 12 500lb Mk 82 bombs, and a 300 US gallon (l,136Iitre) centreline tank. US Navy via Boeing Historical Archives via Harry Gann

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Once this passed, however, Vietnam served as a virtual testing-ground for newly developed systems. For example, Vietnam saw the introduction of several new guided, semistand-off weapons such as the AGM-12 Bullpup and the AGM-62 Walleye. The Bullpup was a rocket-propelled radio-guided bomb that was originally developed with a 250lb warhead and later modified to carry a 1,0001b SAP warhead, reflecting the common knowledge that the Bullpup A did not carry enough 'punch'. Both models of the Bullpup, however, suffered from one drawback that would later lead to its abandonment as an effective attack ordnance. 'The [Bullpup] B was a lot more sophisticated than the old Bullpup, but we learned after getting into Vietnam there was little extensive application for the bomb because the pilot had to stay on a long, steady, descending path to control it to the target. In an AAA environment, that wasn't exactly the thing you wanted to do.'38 Most people considered the Bullpup obsolete as early as the mid-1960s. The AGM-62 Walleye was an optically-guided weapon that was introduced into combat in 1967 and scored several successful hits on key North Vietnamese targets, including the Haiphong thermal plant. The Walleye used a television camera 'gated' to remain pointed at the target area (high contrast) and could be Locked-On Before Launch (LOBL). enabling the carrying aircraft to leave the area. Initial versions of this missile carried the 8251b (374kg) linear shaped-charge warhead and possessed a range of approximately lOnm. An improved version, dubbed the Walleye II, carried an improved seeker and a larger, 2,0001b warhead. A much-needed anti-radiation missile was also added to the Skyhawk arsenal in 1966 with the AGM-45A Shrike. The Shrike homed in on SAM radar beams and rode them into the guidance van, destroying the site. Skyhawks flying Iron Hand missions against North Vietnamese SAM sites typically carried two Shrikes for such missions and when the Shrike supplies were limited, carried one simply to 'listen' for North Vietnamese radars. Early Shrikes were problematic because they had a fixed gimbal and could not 'remember' site locations once they shut down. Moreover, they used a pre-tuned seeker that was matched to a particular frequency.

Multiple Carriage Bomb Racks (MCBRs) were developed by VX-5 at China Lake to enable Skyhawks to carry greater numbers of bombs. Shown here are groups of Mk 81 bombs being tested, The MCBRs were later built by Douglas and proved invaluable in Vietnam. us Navy via It Cdr Rick Burgess USN Retd

Our initial tactic for putting bombs on target, which of course later had to be abandoned, was a 60 degree dive angle because the only worry was the groundfire. A 60 degree dive rolling in at 16,000h is straight down the chute, just hanging in the straps. Of course it's not an accurate run - it's hard to correct for winds and Vietnam is a fairly windy place - but we got pretty darn good at it. We'd corne in at 16,000, 22,000ft (4,877-6)06ml. pull down to a roll-in at 16,000 and head in at 60 degrees on the target, pull out high and never, never get 10w.35

bombs which allowed a low-level drop. With the fins open, the bomb was slowed which permitted aircraft separation from the blast. One big plus to our strike capability with the A-4 was the introduction of MERs and TERs in the early 1965 time frame. (We first used them in early 1965 on Rangers cruise.) With these we could carry three 500s on each wing and/or six on the centerline. On our 1965-66 cruise, we were carrying three 500 pounders (Mk 82s) on each wing pylon with a 300 gallon (1.136 litreI tank on the centerline. Mk 81s (2501b) were used somewhat less, although when we did, we carried six per TEA. We occasionally used napalm in the south, but flights there were limited to a few warm-up hops from Dixie Station at the outset before heading north for the remainder of the cruise and Yankee Station. Up north, especially on the second cruise, we ohentimes flew in a 'slick-wing' configuration, with a single 2,0001b bomb on the centerline and a 1,000 pounder on each wing. We didn't carry the external drop tank so we couldn't spend as much time over the target. This slick config let us get in and out real fast. 36

Later in the war, with the introduction of surface-to-air missiles, highaltitude attacks became exceedingly dangerous and pilots resorted to low-level approaches. Staying under the SAM envelope meant. however, that pilots were now in prime range for AAA and small arms fire. The weapons and tactics we used were in a constant state of evolution during the early part of the war. By 1966, we had pretty much used up stocks of bombs left over from World War II that were being stored at Guam. These were the old 'iron fat bombs' that weren't very aerodynamic insofar as reducing drag was concerned. And this was happening at a time when McNamara was telling everyone that 'there is no bomb shortage, it's a distribution problem'. The Mk 80s and their electronic fusing were a learning experience for us all. Many of us dropped our first on a mission; even the kids corning out hadn't trained on them because they were in such short supply. Early on we were still trying to figure out what would work best against any given target. But by '68 or '69, those parameters were set and the typical loads were established based on our experience. We started early in '65 to use retarded Snakeye MK 80 series

As Krueger indicated, an interesting feature of the Navy's early involvement in the war was the fact that pilots of all attack communities had to rely at times on vintage ordnance: We also used a larger 750lb bomb for a short time. These were old iron bombs left from World War II and they had a thinner skin, which meant that more explosives could be packed. A 750lb bomb from that era had the explosive force of a 1,0001b Mk-83, but with the aerodynamics of a Mk 82: 37

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One reason the Shrike did not perform well was the enemy's excellent electronic emission discipline and the use of two or more antennae. Another is that missile ranges are so short that prospective targets are obvious. The enemy ceased emitting when the attacker pointed in his direction and radiated when he turned away. Shrike should be modified to enable homing on a Fan Song radar radiating into a dummy load.. 39 To combat the wide variety of frequencies, some thirteen frequency seekers were made. An extended range variant was also produced, the AGM-45B.

I 15 of our planes have been destroyed by surface-to-air missiles launched from pads which I believe could have been destroyed at a minimum risk before they became opcrational. 41

Despite warnings from Navy officials about the threat these systems posed, the SA-2 sites would remain untouched because Washington feared that a strike against the sit s might injure or kill Soviet advisers who were known to be training North Vietnamese crews on how to operate the new weapons, On 24 July an Air Force F-4C of the 47 th Tactical Fighter Squadron based in. Ubon, Thailand, was downed by an SA-2 near Hanoi. Three

An improved ARM was later deployed, the AGM-78 Standard, carrying a longer range and larger warhead. The Standard was originally deployed with a modified Shrike seeker (called the Mod). but later incorporated a Maxsom wide-band seeker, justifying the Mod 1 redesignation, and subsequently AGM-78B. The Standard also used a gimballed seeker, memory circuits, and carried an impact marker for designating the sites' location for follow-on strikes. The AGM-78B had a 35nm range and travelled at near Mach 2.5 speed. A-4 pilots used the Standard to some degree, although its availability was sometimes limited due to its high cost. Because the Skyhawk's gun was not all that it should have been, a Mk 4 gun pod was developed and was used in Vietnam by US Navy A-4s on their road recce missions and by Marine Corps pilots for close air support missions. This gun pod offered a tremendous rate of fire - 4,000 rounds per minute. A one-second burst (firing sixty-six rounds per gun) has the equivalent of a 4,0001b bomb load delivered from 1,000ft (305m). Mk 24/25 para flares were also carried by A-4s, although at first there was some trouble mounting them on the Multiple Ejector Racks (MERs)s However, as noted in the USS Independence Command Debrief following its 10 May 1965-13 December 1965 deployment, at least early in the war, a need was identified for an improved, or at least more reliable flare for night recce missions. For night operations, greater quantities and improved reliability of the Mk 24 flare are necessary. A near 50 per cent dud rate was experienced with this flare. However, it is an excellent pyrotechnic when it works; and the only one that should be used in an AAA environment, because of the delay feature and the enemy's habit of shooting out flares as well as leading the flares in an attempt to hit the aircraft." Flares were later improved to meet these complaints. The A-4 also carried a variety of Aero 10 drop tanks -150, 300, and 400 US gallon (568, 1,136, 1,510 litre). For most A-4E and -F missions over Vietnam, two 300 gallon wing tanks were used, taking full advantage of the extra wing stations. Special missions were also authorized using no tanks, and a single centreline-mounted 2,0001b Mk 84 or Walleye. A-4E and -F aircraft also flew many missions with a 400 gallon centreline tank and some combination of stores on the wings. A-4C missions were often flown with a single centreline tank, leaving the outboard stations available for weapons stores. The A-4M brought new stores such as the AGM-65 Maverick capability. Skyhawks could also carry the LAU-10/A leaflet dispensers, the Aero 14/B spray tank (thought to be intended for application of defoliating chemicals). the Mk-12 smoke tank, and the LB-18/A centreline-mounted camera pod.

days later, a strike was organized against this site, Less than a month later, on the night of 11 August, VA-23's Lt(jg) Donald H. Brown became the Navy's first SAM victim, when his A-4E flying from the carrier USS Midway was struck while he was on a road recce mission about 60 miles (97km) south of Hanoi. Brown's lead, Lt Cdr Francis D. Roberge's A-4 was also hit. Reports from the incident revealed that both pilots were flying at 9,000ft (2,740m) when they noticed what looked to be two glowing flares below the clouds about 15 miles (24km) ahead of their position, As the 'lights' grew closer and broke through

725

the clouds, the two immediately recognized the threat and tried to take evasive action, accelerating with full power, Unfortunately, it was too late and Brown's plane was destroyed. Roberge's A-4, although badly damaged and on fire, made it back to Midway where more than fifty holes were found in its fuselage. The AM incident sparked an immediate, albeit unsuccessful, retaliation the next day when seventy-six Iron Hand strikes were launched against SAM sites, Five aircraft and two pilots were lost and another seven planes damaged with no SAMs found. 13 August 1965 became known as 'Black Friday'.

SKYHAWKS AT WAR

SKYHAWKS

T WAR

This A-4 pulls off target over Vietnam. US Navy via author During their time together on USS Oriskany (CVA 341, VA·164 'Ghost Riders' concentrated on the Shrike mission and VA-163 'Saints' focused on Walleye. This 'Ghost Rider' sits with an anti-radiation missile on stations one and five and 300 US gallon (l,126litrel tanks on stations two and four. US Navy via author

On its second war cruise, VA-106 went with CVW-10 aboard USS Intrepid (CVA 111. This A-4E is being manipulated with a nose-wheel steering bar on one of the carrier's catapults during operations in September 1968. An Mk 80 series iron bomb is visible on the outboard port station and an LB-18/A camera pod is attached to the front of the centreline station just above the fuel tank. These cameras were used for Bomb Damage Assessment (BDAI. This provides a good view of the Charlie's extended nose and ECM antenna. US Navy via author

Although not seeing combat in ietnam, A-4s from VA-64 'Black Lancers' were sent to aid the USS Liberty (AGTR 51 hen she came under attack rom Israeli aircraft during the 1967 Arab-Israeli war. US Navy

126

127

SKYHAWKS AT WAR

SKYHAWK

ATWAR

The Shrike Shooters of VA-164 The

Iron Hand mission was regarded as one of the most dangerous of all

Arnold explained that later on during that cruise, VA-164 began using a new

missions flown by Skyhawk pilots during the Vietnam War. It took a special

tactic whereby the Shrike would be launched using a 'loft' technique,

breed of person to go out and 'play chicken' with SAM operators, all for the

allowing the missile's seeker to search out its victim. Arnold explained:

good of the strike package. Capt Bob Arnold served with VA-164 of CVW-16 aboard the USS

Oriskany (CVA 34) during its 1968/69 cruise and was one of

... to do this, we would hang above the main strike force, listening for the tale-

those men who welcomed the challenge of confronting the SAM. Capt

tell signs of the SAM radars. Before we'd launch, we study the mission and

Arnold provides the following overview of Shrike operations and the tactics used by the

determine just when the strike aircraft would enter the SAM envelope and how

Iron Hand pilots:

long it would take them to reach the target. Then we'd calculate when our Shrikes would have to be launched to get to the radars before the SAMs could

For the Iron Hand mission, we flew the A-4E, with its five stations. We'd carry a

get to our planes. Just as the strike aircraft were entering this zone, we'd dive

300 Ib tank on the centreline, a TER [triple ejector rack] with two five hundred

down to about 1O,000ft, then pull up to 30 degrees and loft our Shrikes. This

pounders on the two and four stations, and our Shrike on stations one and five.

would put the missiles over the target just before the strike aircraft arrived over

We only carried two Mk 82s on the TERs because of the tank. If we wanted

the target. The first time we tried this, during a raid on Phuc Yen just outside

more maneuvrability, we'd carry single five hundreds on the inboard stations,

Hanoi, it worked perfect. Not a single SAM came up.'

43

instead of the TERs. At the time VA-164 was designated as the Iron Hand squadron and VA-163,

Oi?'

This method proved much more effective at suppressing the SAMs.

our sister, was the Walleye squadron. Now, you must remember that we had no

While the A-4s were the 'shooters' for the

the F-8 must not be underplayed. Not only did the Crusader crews protect

the field. There were no electronic warfare ranges or the like.

against any air threats, but they carried air-to-ground ordnance and helped

We'd normally fly two sections with the Alphas; one on each side, escorted by

A VA,72 A-4E launches for a strike against Vietnam from the deck of USS Independence (CVA 59). The 'Blue Hawks' took one cruise aboard the Independence in

suppress flak, and, probably more important, they kept an eye out for SAMs

a section of F-8s for flak suppression and in case any MiGs came up. Our job

while the A-4s made their runs. Capt Arnold commented: ' ... we flew with

was to listen to the electronic signals generated by the different modes of the

F-8s as our flak suppressers and really, our extra set of eyes. Once we

enemy radars. These modes were picked up by the Shrike's seeker and funnelled

began our run on the site, we had our heads buried in the cockpit studying

through our headsets. Each radar had a distinctive sound which allowed us to

our needles. The F-8s kept watch for MiGs and SAM.44

tell who was painting us.

mid-to-Iate 1965, then a second with Air Wing 1 aboard USS Franklin a.Roosevelt (CVA 42) beginning in June 1966. VA-72 transitioned back to the Bravo for two

The Crusaders also carried bombs and rockets that could be used

Before the strike, we would brief on the mission with the guys from Intel and

Mediterranean cruises then transitioned to the new A-7B Corsair II in January 1970. US Navy via author

Iron Hand missions, the role of

state-side training on the Shrike or the Iron Hand tactics; this was all learned in

against SAM sites successfully attacked by the A-4s. Once it became

they would identify the probable SAM sites that we were to watch for. Usually,

apparent that the MiG threat had diminished, the idea was hatched to use

each one of us would take a site and fly a racetrack pattern around it until we

A-4s as escorts. Capt Arnold describes this in more detail, ' ... later in that

found something with our seekers.

cruise we did some more experimenting and tried using A-4s as our

As we approached the target area we flew out in front on the strike

escorts. These would be armed with four 500 pounders and a centreline

package listening for emissions. The first radar that came up was the search

tank and had little trouble keeping up with us. They'd follow us in and hit

radar. Next would be height finding, followed by gun control. It sort reminds

the site with their bombs; it made quite a combination'.'s

you of an orchestra tuning up, with each instrument adding to the sound. The

One of the problems during the war was the lack of training on newer

missile acquisition radar was the next mode and it created low warble. Our

weapons systems - many weapons were rushed to service directly from the

instruments had an enhancing device to help us distinguish this mode. A

test squadrons.

flashing light would also come on in the cockpit. As soon as one of us heard this, we'd call out 'singer low', meaning that they were about to launch at

The Shrike missile was all hands on, in-the-field learning. You had to learn every-

one of us.

thing on cruise. During Oriskanys 1967/68 cruise we had a former Air Force B-47

The guidance radar sent a high pitched sound through our headsets. That

pilot who had brought with him a horde of tapes with radar modes. He used to con-

meant that a SAM was in the air and we'd better start trying to find it. When we

duct training sessions in the Ready Room, where we'd listen to the emissions

heard this sound, we'd call 'singer high'. The needles in our LABS told us which

recorded on the tapes. It was invaluable. Those of us who flew the Iron Hand can

direction the signal was coming from. The vertical needle showed us tile azimuth

credit these tapes to saving our lives on more than one occasion."

and the horizontal needles height. Once we had the needles pointed at the tracked, we'd follow-up with our two Mk 82s. This attack method was called a

Iron Hand missions and it was not until this past year that his remains were

'down the throat' delivery."

returned to the United States.

target, we had our fire solution and then we'd fire the Shrike. If the Shrike

On 17 October 1965, Cdr Harri on B. outhwOI"th, Commanding Officer of VAquadran, led the avy's fir t successful strike against a orth Vietnamese A·2 ite near Kep. outhworth de cribed thi in his own words:

n

Unfortunately, that pilot was later shot down on one of the squadron's

attack to VA- 72 and I was tasked to plan and

low until reaching a pre-established check·

lead the strike. Our package consisted o( (our A-

pOll1t, where we accelerated and climbed to the

4Es

target 4lrea, jinking as we welle.

(Cdr

I-larry

Southworth,

Lt(jg)

Carl

Moslener, Lt Cdr Jack Davi;, Lt Dick Koffarnus) and one A-6A from V

-75 (Lt Cdr Pete Garber,

Priority on

the attack

was assigned

to

the mi;;ile control van, usually located in the

Lt(jg) Ken Jones) and we used a combination o(

center of the site.

500lb and I,0001b low-drag bombs.

missile;, then any mi;siles in the site area. Once

ext were the launcher; with

Independence was assigned to destroy a

The plan (or our group called (or us to tag

loads such as the one shown on this VA-164 'Ghost Rider' A-4C were made possible by Multiple Ejector Racks (MERs) and Triple Ejector Racks (TERs). loaded to

SAM ;ite that posed a threat to a large CVA 62

along behind and helow the larger strike group

run and when we left. the control van wa; on

this A-4 are 14,2501b Mk 81 bombs. VA-164 Skyhawks later participated in the 1972 linebacker I raids, attacking major installations in North Vietnam. US Navy via

strike group that was to attack the large highway

until we were abeam o( the valley that would

fire and unable to launch any more

author

north of Hanoi. CVW- 7 assigned the SA I site

lead us to the target area. The A-4s remained

The A-6 then attacked several o( the missile

U

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129

we (ound the target, we made our initial AMs.

SKYI-IAWKS AT WAR

Errant bombs and missiles often lead to disaster for deck crews. This Skyhawk from USS Ranger (eVA 61) loses a Shrike missile as the aircraft catches a wire. US Navy via author

SKYI-I

WKS AT WAR

Skyhawks from VA-93 and VA-94 are on USS Ranger during its 1964-65 cruise. The carrier was on Yankee Station during spring 1965 when this photo was taken. which corresponds with the timing of the strike against the Tam Da Bridge shown on page 138. Robert Olen via Lt Cdr Rick Burgess USN Retd

..

tramporters parked nearby the -AM site and left them twisted and in Aames. 47

year/Tracor A /ALE-29A chaff/Aare dispenser was added near the rear of the kyhawk.

When the strike exited the area, outhworth reported seeing several radar vans Project hoehorn was retrofitting three new afire, vehicle burning, and one A-2 mispieces of electronic equipment into our i1e d stroyed. A second SAM was snaking Skyhawks. A black hox called the A LQ- 51 along the ground burning itself our. would provide the pilot with a visual alert to At that time, Iron Hand mi sions were any activity by the AM-associated Fan Song Aown at altitudes below 3,500 ft (l,065m) radar. A blinking red light would indicate that using Snakeyes, Zuni rocket, cluster the aircraft was being illuminated by a Fan Song bombs, and other low-altitudc ordnance to in the search mode. steady red glow would keep out of the SA-2's envelope. Of course, mean that the radar was locked on preparatory this opened the attacker up to a barrage of to fire a SAM. The second piece, the APR-I7, enemy A A fire, which claimed many Awould simultaneously generate a [One through 4s in the first Iron Hand efforts. the pilot's helmet earphone:, - sounding a low avy, tog ther with [n 1965, the pitch during the search phase and increasing Douglas and Sanders Associates, began to a higher, more frantic pitch at lock-on. modifications to the A-4 airframe (called Eventually, a third component, the APR-n, Proje t Shoe Hom) allowing the installawould provide a visual indication, relative to tion of electronic self-prate tion equipthe nose of the aircraft, of the direction of the ment, namely the Sanders A /ALQ-51A threat. E M deception ystem and a receiver for To help counter the SAM threat, the new the Magnavox A l/APR-27 SAM launch gear was a step in the right direction. But detection ystem. All of these were housed without the APR-I3 to determine the direcin the distinctive aft hump, that would tion of the threat, cockpit aural and visual alerts later bc retrofitted into a number of -E were merely something eI e to promote adrenmodel. Wiring was al 0 add d for carriage alin Aow. The real problem in dealing with a of the wing-mounted A /ALQ- 1 E M SAM lay in not knowing where it was coming jamming pod, and installation of the ltek from. 411 A / PR-25 RHA W, which was ubsequently replaced by the Bendix A /APS- Adding immensely to the Iron Hand 107 RHA W for use with the hrike missile mission capabilities wa AGM-45 Shrike ystcm. A canted refuelling rod was then mission, developed by the US avy at it added to avoid interference with the elec- China Lake Weapons enter, and first tronics. To complete thc systcms, a Good- fired on 18 April 1966. With its passive

The addition of the AGM-45 Shrike made Iron Hand missiles much deadlier for North Vietnamese SAM operators. Shown here is an A-.4E laun~hing .with two Shrikes. These were typically carried on the outboard stations. Shrikes were effective in this role. although SAM operators could aV~ld th~ missile s 1.451b (44.2kgl fragmentation warhead by simply turning off their radars. Nevertheless. even if this occurred. the site had been shut down and effectively suppressed for the purpose of the mission at hand. US Navy via author

130

131

.

_.

sensor homing head, the parrow-shaped AGM-45 would detect operating frequencies of various oviet-block radars, then Ay down on the radar beam and destroy the guidance equipment with its [451b (66kg) blast fragmentation warhead. Follow-up strikes against the missiles or their launchers with Mk as, c1ustcr bomb or nakeyes, would then finish thc site. AGM-45As possesscd a range of about 3 miles (4. km). The -45Bs, however, introduced later in the war, increased the range to nearly 10 milcs ( [5km). The Shrike thereafter becam a standard load on all Iron Hand mi sions. [n some cases, Shrikes were in short supply but carried simply to allow the operator to 'listen' for AMs. For most missions, two hrike were carried, with two Mk 2s on ingl pylons, giving the kyhawk 'slicked up' aerodynamics. Most mid-war hrikc missions were Aown by the A-4Es to take advantage of the additional wcapons tat ion and more powerful engines. This mission latcr cvolvcd to the -F with its uperior ECM capability. Cdr ichols tells about this mi sion in On Yankee ration: A n Iron Hand section was composed of an attack aircraft - A-4 or A-7 - packing two Shrikes, escorted by an F-4 or F-

fighter.

Within five minutes of the target, the fighters would break off as the attack craft continued on to their assigned SAM site. While the crews

SKYHAWK

would focus on their scopes as the range to thc targer decreascd, the escorting fighters would maintain a visual guard during thc run-in. Usually thc VA pilot would loft both at the salllc the

tlIllC.

hrikcs

was shot down during an Iron Hand mission against site 109 north of Haiphong on 26 April 1967 and was posthumously awarded the Medal of Honor.

What was good doctrinc for

AM, was good doctrine for thc

hrikes.

Thal left the fightcrs, if F-Ss, to follow up thc Shrtkc, in hopcs of finishing off the sitc 49

In his book, Rolling Thunder, John T. mith described just how the Iron Hand mis ions meshed with Ipha strike:

SKYHA WKS

AT WAR

A4 Operations aval aviation's involvement in the Vietnam War began on 2 and 4 August 1964, when orth Vietnamese PA PT boats attacked the destroyers U S T umer Joy (00-951) and S Maddox (00- 731)

T W R

This bomb-ridden A-4C prepares for take-off. Visible on the three stations are ten 500lb Mk 82 iron bombs. The Skyhawk appears to be from VA-36. US Navy via author

in the Gulf of Tonkin. Maddox had been patrolling near the orth Vietname e hores since mid-ro-Iate July performing electronic surveillance, called Desoto Patrols. On these missions, Maddox was ro gather intelligence on orrh Vi tnamese radar characteri tics and ro evaluate navigational and hydrographic condition in the area. Going on at the same time was Operation Plnn 34A (OPLA -34A), under which outh Vietnamese troops conducted small raids against naval installations in orth Vietnam. Indeed, one

Thc Navy Iron I land mission> wcrc carricd out hy sUlI1dard strikc aircraft, a major

aval AI{Jha

Strike involving four or eight Iron I-land aircraft. A-4s carrying Shrikc missilcs would hc givcn specific ~ilCt-l to att<1ck where it was known these sitcs wcrc activc and close to thc routc of thc main ,trikc forcc. They could be paircd with F-Ss to providc protcction and to add wcight to lhe attack on the missile ~itc~.'iQ

Without question, the Shrike and the proven Iron Hand tactics quickly brought avy losses down to pre- AM levels and better, improving odds from one aircraft lost per seventeen AMs in 1965 to one lost per sixty AM by 1973. dded to the Iron Hand arsenal was the A M-7 tandard ARM, a larger, longer-ranged ARM, that appeared in 196 and was equally as effective against AAA gundirector radar. According to Rear-Adm Paul Peck, who served as Commanding Officer of VA-94 in 1965 and later in 1967-8 as AG-9 aboard USS Enterprise, although many improved anti-missile systems were later developed, the Shrike was a 'success': 'The reduction of the threat was considerable judging from the shut down of mi sile guidance radars when the Shrikes were in the air. Other pilots reported the same result achieved,sl In frICt, early in the war, the 'Shrike in the air' fear was capitalized on by A-4 pilots who would launch Zuni rocket at the sites. M operators, 0 fearful of the hrike riding their beam, would then hut down. This bluff worked for a while, but wa discovered by the orth Vietnamese and quickly disseminated. One of the most distinguished Iron Hand pilots wa Lt Cdr Mike Esrocin, from VA-I92 who flew A-4Cs with VW-19 aboard S Ticonderoga. Esrocin wa key in the development of anti-S M and hrike tactics. oted for his tenacity and aggressiveness against SAM sites, Estocin

OPLA -34A mission took place on the night of 30 July near Vinh. I rior ro the attack of 2 August, AAEs from V -55 and VA-56 aboard Ticonderoga had been providing aerial refuelling and flying escort for RFCru ader and RA-3 Skywarrior reconnai sance missions inro Cambodia, Laos, and outh Vietnam. These flight had been generally uneventful except for an incident in May 1964, when an RF- from U S Kitty Hawk piloted by Lt harles F. Klusman was shot down over Laos. Although Klusman was captured, he later escaped. Following the North Vietnamese atta ks on the two US destroyers, im mediate air cover was provided by planes from the carrier SS Constellntion (CVA 64), which had been recalled from port in Hong Kong. Following the initial attack on Maddox on 2 August, several of Ticonderoga's Crusaders from VF-51 and VF-53, plu one of the Air Group's A-4s, flew cover for the destroyers until relieved some time after midnight by kyhawks from onstellation. This became known a the 'Gulf of Tonkin Incident' and is regarded as the beginning of the air war against orth Vietnam. In retaliation, President Lyndon B. John on immediately ordered air strikes against various PT boat bases and POL facilities. Secretary of Defense Robert McNamara is said ro have determined the precise targets while the strikes were in-

Skyhawks from VA-144 and VA-146 aboard USS Constellation (CVA 64) led the strikes against Hon Gai on 5 August 1964 as part of Operation Pierce Arrow, which were the reprisals against North Vietnamese for the 2-4 August attacks against USS Turner Joy (00951) and USS Maddox (00 731). US Navy via author

bound. On 5 August at approximately 12.30 local time, a rota I of Sixty-four orties were launched from the carrier Ticonderoga and Constellation under Operation Pierce An-ow. Of the thirty-four launched by Ticonderoga, six F- Es struck at the PT boat facilities near Quang Khe with Zuni rockets and 200101 cannon fire. Eight of the boats were destroyed and another twenty-one damaged. VF-51's FEs, together with twenty-six A-4Cs from VA-55 and VA-56, hit the POL facilities at Vinh. Covering thes attacks were the new FAB Phantom lIs of C01l5tellntion's VF-142 and VF-143, wh ich were maki ng their first deployment. The strike left the POL facility in near ruins, with estimates that 90 per cent of the structure was de troyed. Five of onstellation's Skyhawks also struck PT boat bases at Loc Chao and eight struck Hon Gai, the latter on the out kirts of Haiphong. In all, a rotal of thirty-three of the thirty-four Nonh Vietnamese PT boat were either sunk or damaged by the strike. However, there was a cost ro the operation - one -4 (Bu o. 14957 ) flown by Lt Everett J. Alvarez of VA-144 and one A-I from VA-145 (Bu o. 139760) were shot down in the Hon Gai raid. Alvarez was captured and became the first U avy POW, Lt(jg) Richard . Sather, the pilot of the 'Spad', was killed. Unfortunately, President Johnson's announcement of the strikes happened ro occur just as the aircraft were leaving their carriers, then some

133

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300 00 miles (4 5-650km) offshore, and the orth Vietnamese were waiting. On I Augu t, Congre spas ed the Gulf of Tonkin Resolution, which gave the President the power ro take 'all necessary mea ures to repel armed aggression' in Vietnam until the 'peace and security of the area is reasonably a urec!'. Following the incident, the carriers Ranger (CVA 61) and SS Kearsage ( VA 3) joined Ticonderoga and Cmmellntion setting up patrols in what would become Yankee Station. Kearsage had b en deployeu primarily ro guard against any oviet or hinese submarine incursions towards the task force. As the year witnes ed an election, air activities over Vietnam were mainly reconnaissance, despite numerous and violent Viet ong (V ) attacks around Saigon and a build-up of U air forces at bases throughout outh Vietnam. On 14 December, however, and at Adm . . Grant harp's urging, order were given to begin Operation Barrel Roll, which con i ted of armed reconnaissance flights by avy and Air Force planes directed again t the Ho Chi Minh Trail along the border of Laos. While most flights were conducted by the A ir Force, avy planes did participate when inclement weather prohibited action 'up nonh'. kyhawks from the carriers S COllStellntion and U Ticonderoga participated in many of these strikes, as did those from S Ranger and US Bon Homme Richard. Moderate

SKYII

SKYHAWKS AT WAR

seventy attack aircraft again hit the radar installations at Cap Mu Ron.

Road Reece

Of all the carriers participating in Vietnam, one of the most active was USS Hancock (CVA 19). making seven Vietnam cruises. Many of the strikes early in the war were flown by Sky hawks from the Hancock. For its last three cruises, all three A-4 squadrons flew the A-4F. Hancock was the last carrier to deploy with the A-4. US Navy via author

success was achieved by these trikes, with damage inflicted to the main road running from orth Vietnam south. These raids forced trucks to travel at night. The next major operation to involve kyhawks took place in February 1965. As with the Pierce Arrow strikes of ugust, these too, were retaliatory, responding to the Viet Cong (VC) attack on Camp Holloway at Pleiku, near the Central Highlands of 7 February. Nine US personnel were killed and nearly 100 wounded, and ten aircraft destroyed. On 8 February, Operation Flaming Dan J was launched by planes from the carriers S Hancock, J~anger, and Coral Sea, which weI' already in the Gulf of Ton kin. Coral ea and Hancock had, in fact, been steaming towards the Philippine and had to be recalled to join Ranger. In a combined launch from Hancock and Coral Sea, forty-nine aircraft, including VA-212 and VA-2I6 from Hancock, and A-4C/E from VA-IS3 and VA-ISS aboard Coral Sea, struck Vietnamese Army barracks and port facilitie at Dong Hoi. Ten building were de troyed, two damaged, and an undetermined number left burning. The raid caused only moderate damage, but Skyhawk pilot Lt E. A. Dick on was lost when his A-4E (BuNo.

15 075) took mall arms fire to its port wing. Ranger's strike force of thirty-four aircraft was not as fortunate with its target, as poor weather over the ViI' Thu Lu barracks prevented it from completing its strike. Foreshadowing things to come, Defense Secretary Me amara refused to allow Ranger to divert and support those underway from Coral Sea and Hancock at Dong Hoi and instead ordered the pilots to drop their bombs harmlessly into the sea, a source of cant ntion for many Skyhawk pilots for years to come. Outraged at the S attack, Ho Chi Minh launched another strik , this time with VC forces destroying the American enlisted barracks at Qui hon, killing twenty-three and wounding another twenty-one. Johnson retaliated with a ninety-nine-plane strike on army barrack at Chanh Hoa. Again, indicative of what lay ahead, Mc amara not only selected the targets, but also the aircraft that would participate, their load, and even the fusing. Moreover, he ordered the attack to commence at 900 local time, oblivious to local weather condition, which were poor, restricting flight to low altitudes. Operation Flaming Dan JJ was only marginally more successful than the first operation, with twenty-three of the seventy-six

734

buildings damaged. Again, there wa a cost, as three aircraft were 10 t. One, an A4C from Coral Sea's VA-lS3 (Bu o. 149572), was lost, but the pilot survived. Another belonging to VA-ISS div 1'1' d to Da ang with stuck ordnance. 15 March marked the fir I' US avy involvement in Operation Rolling Thunder strikes, with kyhawks from USS Ranger and USS Hancock, flying two or three mi sian a week, mostly interdiction by two and four plane units. Rolling Thunder was intended to force the orth Vietnamese to capitulate in the face of bombing that began in the south and moved slowly north. The problem was, however, that it took too long and had too many restrictions. aval aircraft had been flying tactical reconnaissance missions over North Vietnam under the code-name Blue Tree since Rolling Thunder began on 2 March. !\arine aviation unit also played a role in Rolling Thunder, but in South Vietnam. On 1 March, Skyhawks from Coral ea and Han ock launched strike at the supply buildings at Phu Van and the depot at Vinh on. One week later, the same carriers struck radar sites at Bach Long Vi Island, Ha Tinh, and Mui Ron, losing one A-4E from VA-212. Its pilot, dr K. L. Shugart, was recovered. On 31 March,

One of the more interesting kyhawk missions involved night bombing along the Ho Chi Minh Trail. These strikes were suppo ed to be limited to military trucks. ince much of orth Vietnam wa already mobilized for war, that limitation baffled many a pilot. Later, however, this limitation was modified to allow strikes against any truck within 328ft (lOOm), then 984ft (300m) of roadways. VA-IS3 aboard USS Coral Sea was one of the first squadrons involved in this mission, which generally saw sections of two A-4s flying low-level attack runs against orth Vietnamese trucks. oral Sea's Skyhawks were joined in this mi sion by S Midway's VA-22 and VA-23. Loads for these missions included flare, nakeyes, cluster bomb, and gun pods - 'all low-level, lay-down ordnance', as one pilot described. A-4 flying the e missions would launch, refuel, then eros 'the beach' using dead-reckoning naviga-

WKS AT WAR

tion or VFR. Flares would then be released and the two kyhawk would dive down to 100-200ft (30-60m) looking for trucks to hit. Cdr David Leue, an A-4C pilot with VA-lS3 aboard Constellation, commented on the e tactics thus:

Captain Wynn Foster also flew road recce missions during his time with V -163 aboard Oriskany:

We took a simple tactic and made it highly success(ul even though our A-4Cs were severely

able. IMultiple Ejector Bomh Racksl IER, which eject hombs real well were av",lahle,

limited (uelwise. We carried flares anu hombs, all low-level,

hut they punched holes in the flares. So

The

avy was ill-prepareu (or night recce,

,1I1d whtle the kind o( miSSIOn we ended up fighting was carrying and dropping flares, the proper equipment for that Illls)ion \Va~n't a\';'l1l~

111

1965

the squadron [VA-1631 ended up mlxl,(ying

lay-down ordnance. Vou could not see a truck

the

(rom ten thousand (eet, or dive-homb-it; you had to get down underneath the flare and look

Racksl PMBRs, which for some IT'lM1I1 we rook with us. ll

[practice

non-ejector

Multiple

Bomh

at it. The rules were don't go low in the daytime; it sounueu crazy to go low at night. But it was absolutely safer to go IowaI' night than in the daytime, i( you could overcome your (car o( the hills and the dark. Typically, I'u put my wingman at (our thousanu (eel', lights out, anu we'u always tank just before coasting in. I'd get on Route I, latl ahout five hundred feet, and rocket down the road with my wing down a little hit, anu just like that I could see trucks. They'u throw a little lead, so I woulu Jink, but the were lousy shots at night. ll

•

-

onh Vietnamese

But, as seemed to be the case throughout th war, A-4 pilots adapted to the situation and became quite adept at night operations, much to the chagrin of their A-6 night-attack brethren. I' the ame time, avy aircraft renewed their Barrel Roll efforts over Laos, but under a different name. Operation Steel Tiger designated the interdiction missions in the Laotian panhandle region outh of the I th parallel, while Banel Roll still referred to missions flown in the

2679-

The A-4B, although lacking the sophistication of the later Charlie and Echo models, flew several missions in and around the Haiphong area when deployed aboard USS Intrepid (CVA 111 in 1966. US Navy via author

735

SKYHAWKS AT WAR

SKYHAWKS AT WAR

Bullpups at the Tam Da Bridge One of the most interesting developments of the war was the gradual shift from an all 'dumb' bomb ordnance to a mix of 'smart bombs', One of these early smart bombs was the AGM-12 Bullpup made by Martin. Capt Otto Krueger, then a Commander flying Skyhawks with VA-94 aboard USS

Enterprise (CVAN 65!. tells about his two strikes against the Tam Da Bridge near Vinh: The Bullpup was a line-of-sight, rocket-propelled bomb controlled by a thumb toggle on the pilot's control stick. At launch, it would be ejected downward from the plane and initially would drop out of sight. We'd have to tug back on the knob to bring it up into view. The Bullpup had a flare on its tail that let us follow it down and control the trajectory to the target. Bullpup was a good idea, but first models were just not powerful enough. The -B, though, carried a punch and if you could get it on target you could do some real damage. The Bullpup was heavy, weighing about 2,OOOlb, and the sheer velocity of it would have done damage alone. But with the warhead addition, the Big Bullpup was a good weapon, in my opinion. To show how the weapons had progressed, in early 1965 we launched twocarrier Alpha strikes against the Tam Da Bridge south of Vinh. Maximum ordnance loads from two air wings missed the bridge in the morning, with the

Capt Otto E. Krueger, then a Commander with VA-94, flew a Skyhawk like this on his strike against the Tam Da Bridge. US Navy via author

same result in the afternoon, until the final four-plane division of A-4s from VA-94 dropped several spans. About a year later they asked me to lead another strike against the bridge which had been put back into use, this time with only two planes carrying the new Bullpup 'B'. I managed to hit the bridge abutment, dropping the remaining span and putting the bridge out of commission again. The RA-5C post-strike photos showed a big hole where the abutment had been. So instead of a two carrier, max-effort Alfa strike, it was now one plane, one Bullpup, one bridge! (We saved the second Bullpup for another target.1 The RF-8 reconnaissance photo in this insert shows the Tam Ho Bridge after Captain Krueger's Bullpup attack. The damage from the first strike several months earlier (the dropped spans) can also be seen.

Skyhawk road recce missions were flown from Dixie Station during 1966 by aircraft from USS Oriskany (CVA 34). Using flares and iron bombs, aviators flew 'in country' at night, releasing their flares then bombing North Vietnamese trucks travelling down the Ho Chi Minh Trail through laos. US Navy via author

A load of lAU-10/A 5in (12.7cm) Zuni rockets are fired against Viet Cong forces in South Vietnam.

The Bullpup was hailed as the first 'stand-off' weapon, but did not fully live up to designer's claims. To properly fire the rocket, the operator had to fly a

US Navy via author

straight attack trajectory that made him quite susceptible to enemy AAA and gun-fire. US Navy via author

136

137

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SKYHAWKS AT WAR

This photo recce BDA shot shows the damage that Krueger's Bullpup caused to the bridge. The bridge runs south (left) - north (right). The south abutment is destroyed. The 45-degree line down towards the abutment shows the flight path of Krueger's Bullpup. The downed spans (left and centre) from the initial 1965 Alpha strikes are still visible. Capt. Otto L. Krueger, USN(Ret.)

The end of 1967 saw the introduction of the Chance Vought A-7 Corsair II with VA-147 'Argonauts' aboard USS Ranger (CVA 61). The Corsair had prevailed against a souped-up Skyhawk in the 1963 LAV competition. The Corsair soon replaced the Skyhawk on all large-deck carriers and many Essex class carriers. us Navy via author

northern regions. Steel Tiger strike were co-ordinated by Air Force C-130 Airborne Command and Control Center (BC ) aircraft. Call signs for the A BCCC in the Steel Tiger region were Hill boro during the day and Moonbeam during the night. Also in April 1965, carrier aircraft from USS Coral Sea and Midway conducted strikes against VC po itions around the Black Mountains, supporting US ground for es in the area. It was at this time that attempt were made to establish what would eventually become an operational station off the southern coast of Vietnam. On 20 May, Dixie Station, located approximately 100 miles (160km) south-east of Cam Ranh Bay, came to life as Oris/
eral storage ranks were left ablaze. Any hope of this signalling a new direction for the air war were diminished, however, when a new peace offering was made, followed by a thirty-seven day bombing pause instigated by Washington. In eptember, Cdr James B. tockdale, CAG of CVW -16, was shot down by 57mm flak while leading a strike against the Thanh Hoa bridge. Stockdale, an F-8 pilot, who was on the scene at the time of the Gulf of Tonkin incident, was flying an A-4E at the time. He would become a POW and later receive the Medal of Honor for his leadership of prisoners in Hanoi. 1966 saw the air war increase with a sharp intensity after the bombing pau e was lifted in early February, although most targets were limited to the southern areas of orth Vietnam. Hanoi and Haiphong were absolutely off-limits. kyhawks were also encouraged to pick up the pace of their night-time, anti-truck patrols. Poor weather continued to hamper operations a the VC ontinued to expand its AM network and move supplies south over the Ho Chi Minh Trail. During January and February, fourteen were lost, seven of which were A-4s. Also during this period, avy planes flew nearly 1,400 sorties, the majority of which were over South Vietnam. At thi time, tactics were

now "on the list", we launched our strikes in Ie than 90 minute '. Washington would later complain that pilots had truck a Poli h merchant hip; the pilot contended that they had not, but that the Poli h ship wa shooting at them. An interdiction campaign began against trucks, roads, and bridges south of Hanoi, and, on 1 April, A-4s struck the Uong Bi plant for a second time. trikes against the Vinh-Ben Thuy complex that month cost the Yankee Station carriers twenty-one aircraft, including five Skyhawks. April also saw a devastating strike by eleven Skyhawk and four Crusaders from U S Ticonderoga's CVW-5 attacking a major highway bridge in Hanoi that connected the city with China. Approaching from behind a ridge, the A-4s flying clean-wings and with a single 2,0001b bomb dodged at least two AMs and AA from 37mm guns and downed five of the bridge's twenty-four spans. 29 June saw the first attacks against P L facilities at Haiphong and Hanoi. kyhawks from VA-55 and VA-146 aboard U S Ranger dropped 19 tons (11,582kg) of ordnance on the Haiphong plant while A-4s and A-6s from US Constellation struck Do on. The next day, A-4 from Constellation and Hancock struck the facilitie at Bac Giamg, de troying seven POL tanks and four support buildings. By August of 1966, the pace of strike operations had so picked up that Adm

beginning to change, as aircrews adapted to the pre ence of the AM and devised new ways ro counter the threat. For exampl , high and mid-altitude flight was prohibited in high A 1 areas. Of course, this placed the pilots 'down in the weeds', which subjected them to heavy small arms and AAA fire. Also plaguing pilots was the shortage of bombs, whi h the Department of Defense denied. In April 1966, the first AGM-45 Shrikes arrived in Vietnam, giving Iron Hand sections their first effective weapon against SA-2 sites. The first Shrike firing rook place on 25 April by pilots of VA23. At about the same time, the lpha strike concept was put into practice, with Alpha strikes now occurring inro RP VI. TF 77 pilots flew some 6,500 sorties over Vietnam in March, losing eleven air raft, ix of which were kyhawks. avy strikes from the carrier U Kitty Hawk hit the coal port of Cam Pha, some 35 mile (56km) from the Chinese border, dropping 50 rons (45,360kg) of ordnance on the city's rail yards, water pumping station, and coal treatment plant. Fires were started and smoke was een billowing to 2,000ft (6IOm). TF 77's Commander, Rear-Admiral J. R. Reedy, stated that the am Pha targets had been frequently requested by the TF for major strikes: 'When the word came that Cam Pha was

For part of 1968, attacks 'up north' focused on transportation systems immediately south of the Haiphong area in RP IV. Here, an Echo fires a Zuni rocket at a North Vietnamese train. Other photos in this series show that the last carriage to the right was struck by the rocket. us Navy via Boeing Historical Archives via Harry Gann

139

138 . e----

David McDonald, Chief of Naval Operations, modified the composition of navy carrier air wing ro add another VA squadron, taking the number of VF units down to two. At this point, at least on the larger deck carriers, some of the A-4s and the A-I kyraider were being replaced by

-

_

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..

-

the newer A-6A Intruder. For the remainder of the year the carriers focused on a number of the POL delivery systems throughout North Vietnam, triking rail junctions at Vinh, inh Binh, Thanh Hoa, and Phy Ly, and also earclling out and de troying depot, convoys, and barg s that might be carrying supplie to the VC and orth Vietname e Army ( VA) units in the South. eptember 1966 marked the beginning of a new interdiction phase against the I anoi/Haiphong area. After analyzing traffic patterns, strikes were organized against the infamous Thanh Hoa bridge, as well as rail yards around Nin Binh and Phy Ly. All bridges south of the Thanh Hoa were subsequently destroyed. Up to 1967, the majority of -4 strikes were conducted with Mk 80 series bombs, napalm (only in the south), Zuni rockets, and, as of mid-1966, hrike. For 'hard' targets, Mk 4 2,000lb bombs were used; however, Task Force Command permission was needed to use the larger bombs. For the most part, thi ordnance wa delivered from low altitude to avoid the A-2s, although opening the attacking pilots up ro heavy AAA from the orth Vietnamese 37, 57 and 5mm guns. The GM-12 Bullpup, although intended as a

SKYHAWKS

SKYHAWKS AT WAR

stand-off weapon, was not as useful as hoped, a it required a straight, predictable run at the target, thereby making the pilot a 'sitting duck' for enemy gunners. The Bullpup was used to some degree in the early days of the war, but later abandoned. The quest for a replacement for the Bullpup led to t e development of the AGM-65 Maveric . However, in Ma ch 1967, the avy received a new capab ity via the AGM-62 Walleye, which was I:) sed on the Mk- 4 bomb. This TV-guide glide bomb gave Skyhawk pilots a true stand-off weapon that could be launched from ranges up to II miles (18km). Carrying an 8251b (374kg) linear-shaped charge warhead, the AGM-62 required an optical lock before launch. The first Navy raid with the Walleye was made by Cdr Homer Smith's -4 E from VA -212 aboard the carrier USS Bon Homme Richard on II Mar h. The strike was conducted against orth Vietnamese barracks at am on. The pilot apparently sent the bomb directly through a window. The next Walleye strike occurred against the Phu Oicn Chaw highway bridge, with follow-up trike against the Sam on barracks. pril saw a wideni) g of the air war as major power plants) Haiphong and Hanoi were attacked. 2 April, two major Ipha strike did COl iderable damage to the powcr plant at ong Bi and Bac Giam. The Hanoi power plant was also struck by a Walleye launched by VA212's Cdr Homer Smith.

T WAR

An A-4C with empty Zuni pods returns to the USS Midway (CVA 41) during operations off Vietnam in 1965. During that cruise, light attack missions were flown by A-4Cs from VA-22 and A-4Es from VA-23. On 25 April 1965, VA-23 became the first squadron to fire an AGM-45 Shrike anti-radiation missile in combat. Lt Cdr Rick Burgess USN Reid \ ;he catapult just begins to take this A-4E down the deck. The squadron's 'Kiss of Death' emblem is plainly \visible on the fuselage. Robert F. Dorr

It wa 23 April when authority was finally given to trike at the orth Vietnamese MiG base at Kep. ituated in RP VI-A, this base had been the source of many of the MiG attacks against U forces as they struck targets in and around the Hanoi/Haiphong area. kyhawk from the carriers U S Kitt)' Hawk and Bon Homme Richard struck the ba c in two waves, damaging the runways and destroying several MiGs. It was also on

A VA-12 A-4E 'AB 407' with a Battle 'E' showing launches from the carrier's port bow catapult with two wing tanks. The outboard stations are empty which leads one to wonder whether this aviator is heading up to provide tanking services. The centreline station is obscured by steam. Vince McCarthy via Robert F. Dorr

this strike that the A-4 achieved its only M iG-ki II of the war. VA-76' Lt Cdr Theodore R. chwart:, a former F- pilot, had ju t descended on the runways in his A-4C when he received an alert from his wingman of a pair of MiGs on his tail. chwartz performed a quick roll manoeuvre and ended up with one of the MiGs in his sights. Firing three Zuni's, he hit the MiG, then turned for its wing. Had his cannon not failed, Schwartz

This A-4F from VA-212 climbs above USS Hancock in the late 1960s - early 1970s. US Navy via author

747

740

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KYHAWKS AT WAR

SKYHAWKS AT WAR

might well have had two kills. Controversy soon followed, as some accu ed him of saving his Zunis for MiGs that were suppa ed to be used as flak suppres ion. evertheless, it was a significant achievement for the Skyhawk community. On 19 May, three Walleyes were launched against the Thanh Hoa bridge, and despite direct hit, could not de troy the structure. Again, that strike was led by Cdr Smith. Overall, the Walleyes were regarded as accurate and effective against all but the most hardened targets. An improved Walleye II, with longer range, was deployed ncar the war's end. RearAdm Thomas J. Walker, Commander of Carrier Division Three, who oversaw the Walleye's introduction into combat, commented on the impact of this weapon, stating that: '... for the first time in the history of naval warfare, a combat commander could launch one aircraft carrying one weapon with a high degree of confidence that significant damage could be inflicted on a selected target'S4 The next day, however, Cdr Smith was shot down when his A-4E was hit by anti-aircraft fire while attacking a heavily defended thermal power plant. Smith escaped his plane but was captured and later died in captivity. For hi outstanding actions in combat and his extraordinary heroism, Cdr mith was posthumously promoted to Captain and awarded the avy's highe t combat award, the avy Cro s. A major follow-up strike on the Hanoi thermal plant facility was conducted in ovember, which Cdr Bryan W. Compton, who flew on this strike, described as follows:

simultaneous impact as possible.

ince we were

coming in essentially together, this requireJ somc careful aJjustment of speeJ anJ maneuvering. We were not using any flak suppression on thc strikc for thc final attack, so we rejecteJ the option of Jropping the weapons sequcntially. \6

Cdr Compton's plan was put into action on 21 November. On the morning of thc strikc, wc were up early for our last-minute briefing. ince we were only Jropping one Walleye each, we slickeJ up the airplancs. taking off thc 400-gallon center-I me auxiliary fuel lank> anJ the two triple ejector racks (TERs) on the inhoarJ wing stations. Since wc wanteJ to he toppeJ off (attain maximum fuel srate), we planneJ to refuel cn route to our c()a~t~in ("'oint. The only cover we

haJ was a Target Comhat Air Patrol (TARCA P) that went into our turn point south of Ilanoi anJ two Iron Hand aircraft JroppeJ off at the same haslc ro:,ition. ~i

All five of the Skyhawk on Compton's strike made hits on the power plant, with

A'Rampart Raider' from USS Hancock (CVA 19) departs with several Mk 831,OOOIb bombs on its centreline and two wing tanks. Robert F. Dorr

ompton's Walleye impacting directly through a window. 1967 was one of the most inten e periods of the war. V A-l13's cruise aboard SS Enter/Jrise is a testament to this fact, as it flew some 2,287 combat sorties and delivered over 2,450 tons (l,493,520kg) of ordnance. That year, the eleven carriers that served with TF 77 destroyed an estimated thirty AM sites, 1 7 AAA sites, 734 vehicles, 4,100 locomotives, and some 955 bridges. Another 1,5 6 bridges were damaged. All of this cost 133 aircraft, sixty-five of which were A-4 . That year also saw Oriskany' air wing suffer tremendous losses, as its kyhawks served 122 days 'on the line'. After 1967, more target restrictions were lifted, but any benefits were lost in November 196 when yet another bombing halt signalled the end of Rolling Thunder. In early 196 ,the weather played a major role in limiting trikes, as rain, storms, and low cloud limited visual strikes to about three days per month. evertheless, the weather did allow A-4s from

The Marine bases at Chu lai, South Vietnam had to be built from scratch. Navy Seabees quickly prepared a 4,OOOft (l,233m) aluminium Short Airfield for Tactical Support (SATSj and Marine A-4s began using the base within two months of arrival. This photo shows two A-4s on the runway and a third in a state of repair. US Marines Corps via author

We planneJ (0 coa,t in from the ,outh until we were ju,t \\'e,t of a line hetween Phu Ly anJ Hanlll anJ Just south of the range of HanOI's major SAM hatteries. From thiS point, we woulJ turn our A-4s north to Hanoi, fanning out ahoul 25 miles from the target, which wa, on the north-wcst eJge of the city. We planneJ for five Walleyc Jrops to exccute
~imlilranc()us network coming from the west

counter-c1ockwi,c

to

thc

south-ea,t.

We

thought this approach woulJ give each of us a chance to relea,e the wcapon on hIS inJiviJual alln point anJ ,till Jilutc the Jcfenccs hI' the ,imultaneity of the attack. 11 Even though the main part of the plant was large, we were concerneJ that ,moke anJ Just from the impact of thc first wcapon might Jecoy the others. We were anxioLis to get

a~

close to

One of VA-212's sister squadrons, a VA-216 A-4C launches from the port bow cat during operations in 1965. US Navy via author

143

142

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SKYHAWKS AT WAR

~K

; 1080

SKYHAWK

AT WAR

.

MAR1Nf5

A Marine pilot sits waiting, with bombs loaded, for a call from Marine or Army ground forces operating in South Vietnam.

Coral Sea ro mount yet another strike on the Thanh Hoa Bridge on 2 January, with forty-four aircraft dropping 2,0001b bombs against the structure. A Iso provid ing some distraction to Vietnam operations was the orth Korean seizure of SS Pueblo in international waters in early January. Two carriers were diverted from Yankee tation ro positions off orth Korea. everthele~s, A-4 squadrons did provide support trikes during the Tee Offensive and the siege of Khe Sanh. TF 77 flew II sorties in 'upport of the Marines during the siege of Khe Sanh in January followed by 1,500 in February and 1,600 in March. Later in the year, operations continued against targets in RPs II and III and in Laos. In 1969, fi ve of the seven carriers that served on Yankee tat ion were the small deck 27-Charlie 'Essex' carriers, three of which ( Bon Homme Richard, Hancock, and IntrelJid) had three squadrons of A-4s. Each air wing had at least one squadron with the newer -F model. Ranger, a 'Forrestal' class carrier, U was home to a unique combination of V s, with one squadron each of Intruders, Corsairs, and A-4F kyhawks. Air strikes during these years, excepting those of the Linebacker raids, were in the southern regions of orth Vietnam and were mainly Blue Tree flights. Interestingly, these flights, which had began in 1964 as single aircraft missions,

had grown inro large flights with fighters, flak suppressors and arrack aircraft to handle SAMs. Operation Linebacker I, whi h ran from 10 May until 22 Ocrober 1972 cost the avy sixty-one aircraft, including five kyhawk. During this time six carriers rotated in and out of Yankee Station, flying a total of 23,652 orties.

us Navy via

author

With the war now winding down, the A-4's presence diminished, with only three Skyhawk-operaring carriers on station in 1970, and two (USS Hancock and USS Bon Homme Richard) in 1971. That year Hancock and its A-4Fs from V s-55, -164 and -212 flew dozens of interdiction trikes in support of the outh Vietnamese Lam Son 719 offensive in

Jet Assisted Take-Oft (JATO) was used by Marine pilots at Chu lai to help take-ofts in high cross-winds. US Navy via author

Laos. Missions were carried out against truck convoys along the Ho Chi Minh Trail and in the mountain passes and A4Fs performed occasional strikes inro North Vietnam. uch mi siems were carried out against advancing orth Vietnamese units until the end of the involvement in the Vietnam War. Also significant in 1971 were the missions flown in support of Operation Proud Dee!J AIIJha, which commenced on 26 December 1971 and involved five days of bombing directed against orth Vietname e troops massing along the DMZ. Of the 1,025 sortie flown,40 were by aircraft operating from the carriers Constellation and U S oral Sea. Major change in the overall military strategy against North Vietnam, most of which had been advocated by avy planners since 1965, were now starting to have an effect on the war effort. Haiphong's harbours were now mined and major traffic centres bombed, severing Vietnam from its Chinese and Soviet supplier, and the troops in the field from their supply lines in the orth. MiG were no longer a threat, some seventy-five being downed in 1972. AAA and AM activity was also down, with reports showing that the

This A-4E based at Chu lai carries a Mk 11 gun pod on each in-board station and 5in (12.7cml Zuni pods on the outboard stations, with a centreline tank. This load was typical of the Marine close air support missions flown in support of I Corps. Boeing Historical Archives via Harry Gann

744

North Vietnamese were nearly out of munitions. Hancock served as the last carrier operating kyhawks in 1972 and 1973, with all three of it kyhawk squadrons flying A-4Fs. Following the war, A-4s made two more cruises aboard Hancock before being withdrawn from active Navy service. The last kyhawk squadrons were disestablished in December 1975.

Marine Corps Operations in Vietnam Although avy kyhawk had been engaged in the war sin e the initial Gulf of Tonkin reprisal arracks on 5 August 1964, Marine Corps A-4s did not join battle until early 1965 when the 9th Marine Expeditionary Brigade landed a Da Nang and established a base. At that time, Marine air units in Vietnam were organized under the 1st Marine ircraft Wing (I M W) based in Japan, which consi ted offour Marine Air Groups (MAGs). MAG-II pro ided fight r/attack aircraft and M G-12 provided the attack squadrons - then VMAs-211, -214, -225,

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and -311. M G-16 and MAG-36 were the helicopter groups and operated out of Marble Mountain east of Da Nang and at Ky Ha outh of Da ang, respectively. With all of the Marine tactical air operations basing out of Da ang, the facilities quickly became overloaded and a new air base location was thus sought out and found along the coast some 50 miles (80km) south of Da Nang at Chu Lai. This location was selected, in part, because it could be easily supplied by sea and easily defended. It also offered a good staging point for supporting ground units in and at out outh Vietnam, especially I Corps. Indeed, Chu Lai would in time become the most significant of all Marine Corps air bases and the primary operator of land-ba ed A-4 squadrons throughout the war. One problem with Chu Lai, however, was that it lacked any runway facilities, so the 'Sea bees' immediately II' nt to work constructi ng a Short Airfield for T actica I upport ( T) field which involved the laying of two 12ft (3.6m) sections of aluminium matting over levelled earth. To combat the shortened take-off distance, Sky hawks launching from the SATS field would rely on a carrier-like

SKYI-IAIVK

ATWAR SKYHAIVK ATWAR

approximately 160,0001b (72,640kg) of ordnance. VMA-223 also sent a fourplane Det. to U S Yorktown for the carrier's cruise with CVSG-55 (October 1964-May 1965). The H&M -15 Det's kyhawks were A-4C and those senr by VMA-223 were A-4Bs.

Tac Air Co-ordination Control of Marine air units was initially given to the Air Force, although precise control over which squadrons were available remained with the Marines. This, in turn, ensured that some Marine assets would always remain available to support Marine units in the field and that their close air support needs were met before offering the remaining aircraft to the Air Force for tasking. Operational air control wa routed through Da ang's Tactical Air Direction Center (TADC), which, at fi rst was compo ed of the Tactical Air Operations Center (TAOC) and Direct Air Support Center (DASC). These subunits governed air surveillance and air defence, respectively. U ing radar infor- Bombs are double-checked about this VMA-225 A-4C as it readies for strikes in support of Operation mation gathered from a variety of sources, Piranha In September 1965. US Navy via Boeing Historical Archives via Harry Gann operators would manually plot aircraft movements on a large board. unit could handle upwards of 250 aircraft During 1966 and early 1967, a many In 1967 a new computer-assisted tracks at any given time and eventually as five squadrons operated from hu Lai TAOC arrived, called the Marin Tacti- would grow to incorporate Air Force at anyone time, with full squadrons being cal Data ystem (MTDS). This was activity. Both the T ADC and the MTD rotated in and out. Due to the disruption similar to that used by the Navy but signif- were key in the Marine' usc of the TPQcaused by the replacement of combat icantly easier to operate. Established at 10 blind-bombing system used by A-4s veterans, a new policy wa adopted in Monkey Mountain near Da ang, this and other Marine attack jets. 1968, whereby aircraft and crews would

Two-seat TA-4Fs flew FAC and TACIA) missions supporting Marines on the ground as well as spotting missions for artillery and US naval gunners aboard USS New Jersey. The Sky hawk's speed, ruggedness, and warload made it a good choice for these missions. Lt Cdr Rick Burgess USN ReId

catapult sy tem or JATO hortles. Recoveries could also be accomplished by a system of carrier-like arresting wires, called MOREST. This ATS system, in fact, had been tested carl ier by the Marines during their operations at Taiwan in the late 195 s. On 31 May, just twentyfour days after they arrived, the' eabees' had completed a 4,000ft (1,215m) runway, some 70ft (2111') wide, complete with taxiways and parking ramps. Later th is runway was extended to 8,000ft (2,438m) of matting. On 1 June 1965, MAG-12's Commanding Officer, Col John D. oble, made the first SAT landing with a VMA-225 A-4 brought over from Da ang. Four more Skyhawks from VMA311 arrived larer that day and a VMA-225 A-4, led by its Commanding Officer, Lt Col Robert W. Baker, Aew the base's first operational sortie that afternoon. Work continued on the facilities and they were declared fully operational in July. A a testament to its contribution to the war effort, Chu Lai logged its lOO,OOOth A-4 mission on 7 December 1966. A 10,000ft (3,040m) concrete runway with a sociated taxiways was completed in 1966, eventually eliminating the need for using the AT or JATO. JATO had been used on occasion during extreme

cross-wind conditions on the long runway, as Col John Caldas, who Aew A-4Es with VMA-211 out of Chu Lai in 1966 and 1967, describes: 'We rarely used JATO at Chu Lai, but when we did it was because there was a severe cross-wind on the ,000 ft main runway (aluminum). The cross runway, as I recall, was less than 4,000 feet. Once the concrete runway was completed, we never again used JATO there'.58 According to Caldas, using JATO had its drawbacks, because 'if the bottles failed to ignite, we'd have bought the farm. Once you committed yourself for the take-off, there was nowhere to go, be ides cros ing a perimeter road that circled the inside of the ai r base'. hu Lai was the focus of a major VC effort to oust the Mari nes from 18-24 August. ode-named Operation StarUre, Marine A-4 , with F-4 from Da Nang, Aew around-the-clock missions in support of Marine ground units. Once the VC uprising was defeated, Chu Lai remained in U hands throughout the war. The Marine Skyhawk ' role in Vietnam was primarily one of close air support. vcr the course of the war, seven Marine A-4 squadrons would operate out of the Chu Lai base, including VMA -121, -211, -214, -223, -224, -225, and -311. Most of these Skyhawk were A-4Es, although

VMA-223 did operate a few -C models for a time. Chu Lai's close proximity to targets in I Corps meant that many of the Marine strikes were only minutes away. One Marine pilot from Chu Lai commented on this '... when we operated in ountry, we were rarely more than 1 -15 minute from our targets. On many occa ions, we'd raise the gear and climb to roll in altitudes to strike a target. This was not the case for strikes into Laos and Cambodia. Then, we were conserving our fuel's9 Indeed, Marine Skyhawks relied heavily on tanking from neighbouring KC-13 F from VMGR-15Z and later VMGR-352 operating out of Da ang. According to sources, while Marine Corps kyhawk pi lots were trained on aerial refuelling with the D-704 stores, it happened seldom, at least during the early year of the war.

be rotated on an individual basis. Thus, squadrons such as VMA-211, -214, and311 served at hu Lai for many years. VMA-311 eventually accumulated over 54,000 combat orties before it logged its last Aight in 1972. Colonel Caldas described ome of the mi sions flown by Chu Lai based Marine A-4s: During the tour al Chu Lai most missions were in direct support of U MC units and Army outposts in the highlands. Our missions were usually

Marine Skyhawks at Sea

four

plane

formatiOn>,

Marine ground crews prepare this VMA-311 A-4E Skyhawk for the lO,OOO'h combat sortie from Chu Lai. The original image is slightly lop-sided, but is reproduced in full here for completeness. Aerospace Publishing

146

147

--~-

and

Rarely did we attack without a clearance from

Two Marine A-4 quadrons sent dem hmenrs of A-4s to sea with Navy carriers during the war. H&MS-15 sent four Skyhawks to USS Midwa)', which were later transferred to Homer and its CV G-57 air group. During the squadron's two-month stint at sea, its four A-4s flew a total of 1 orties and delivered

- - -

two

controlled by ;lirborne FAC or ground FAC .

-

SKYHAWKS AT WAR

SKYHAWKS AT WAR

A Marine Corps TA-4F armed with Zuni rockets is being towed with crew embarked and ready for a mission over South Vietnam. These two-seat Skyhawks proved invaluable in the resupply efforts during the siege of Khe Sanh in 1968 by helping coordinate deliveries to outlying posts. Thomas H. Idema via Robert F. Dorr

some control agency - usually in the vicinity of the targets. If a target was resi Iient enough to warrant continuous attacks, we'd

~tay

on

s[ation (fuel pennirring) until we were relieved. We also used radar bombing with TPQ radar. A controller would control our drops from a radar ,ite. This was usually done at night or in conditions of bad wemher. As for TPQ, our recon or advanced ground troops would sometimes place a beacon in the field somewhere, and by triangulation our

area before the troop inserts. Then maintain a

Afler a few minutes the possible targets would

Marine support units would direct us m drop

presence or keep an area secure from intruding

be gone inm the jungle. 60

from those reference points. This wa, a method

troop . In the Sou th we did nor ha ve to worry

of area hombing. We could harass the NVA

about enemy air.

'md VC hI' bombing their known or suspected

On one occasion

I remember dropping

assembly points without them e\'er seemg us -

leaflets in the DMZ from jury rigged drop tanks.

or we them for that marrer. We usually bombed

We only did rim once, to my knowledge.

from 12 m 15 or 16,000 feet. We abo provided armeu escorts for heli-

On Illany occasions, we checked in with

According to Caldas, and other pilots, the kyhawk was ' an ideal close air support aircraft'. Col Caldas added: ... If we had any limitation,

Il

had to be the

controlle" after t/o and were adviseu to hold

I.mlteu load and/or time on srallon av<"lahle

copter a~saLJI[s - either site preparation or cover

while they tried to find us a mission(s). Several

for unit Inserts or med~Evacs. In major a~salllts,

to us. We normally carried ahout 4,000 [() 5,00

times I can recall sightmg what I (we) thought

pounds of expendahle ordnance. \Ve generally

we might have three or four dl\'I>iom (four

were VC and could not get clearance to arrack.

used a centerline drop rank, which left us with

aircraft) prepare concentrated allack~ on an

(our open wing station~. Our load:-, were typl-

C
O-series Snakeyes and napaIt""

(250/500 !,ounders and two napalm ranks); (2) rockers and hombs 12-250s or 6-500s (using 2.5 and 5 inch HVAR pods) or (3) two 1000 pounders for hunkering. [All flights carrieu

20l11m Cclnnon ammunition I. We sometimes used a MK 4 gun pod centerline. It wasn't [()o reliahle.'''1

Marine Corps strikes differed from avy strikes in size and composition. The avy tended to use Alpha strikes, featuring a large number of different aircraft directed at a large target uch as a marshalling yard or refinery. That' a coml ined effort of fighter-, ECM, flak uppressors, attack birds and post strike recon, added Caldas. 62 Marine strikes were often in

A 1.000lb Mk 83 has just been released by this VA-23 Skyhawk during an attack on Viet Cong positions in South Vietnam. us Navy via Robert F. Dorr

This photo shows a Marine Corps A-4E with a sampling of the stores available to it by the mid-1960s. From left to right are: Zuni rocket pods, Mk 77 napalm, Mk 81 and 82 Snakeye retarded bombs. a Mk 831.000lb slick bomb. a 150 US gallon {567litrel drop tank. a 2.000lb Mk 84 bomb. a HiPeg gun pod. a 1.000lb Bullpup B. the smaller 250lb Bullpup A. an AGM-45 Shrike. and a Mk 20 Rockeye II cluster bomb unit. US Navy via Boeing Historical Archives via Harry Gann

148

149

-----

KYHAWKSATWAR

SKYI-IAWKS AT WAR

A heavy load of Snakeyes on this VMA-211 A-4E meant more close air support for the Marines. Skyhawks such as this one flew hundreds of missions supporting the siege of Khe Sahn in January 1968. Boeing Historical Archives via Harry Gann

smaller sections or fl ights and were oriented toward ground upport. Air operations intensified as 1967 began, with MAG-12 Skyhawks providing 24-hour support for US Marine, rmyand South Vietnamese ground forces. To keep pace, A-4s at Chu Lai often sat fully loaded on the ramps with pilots on standby in what was termed 'hot pad' alert, awaiting a call to scramble. 1968's Tee Offensive laun hed by orth Vietnam on 30 January saw a further increase in Skyhawk operations, as MAG12 units provided much needed air cover for the be ieged Marines at Khe anh. Code named Operation iagara, the air effort in defence of Khe Sanh wa joined by all services, with Marine performing close air up port and radar-guided attacks and Air Force B-52 Arc Lighe trikes. Coordination of all aircraft was handled by a Ta tical Air Controller (Airborne) or TAC(A), who sometimes complained that there were simply too many strike sorties hoveri ng overhead. Indeed, reports would later show that an average of 300 sorti s p r day were directed at Khe anh and over 35,000 tons (21,336,000kg) of ordnance delivered. Some of the Khe

anh strikes were handled with the TPQI radar system, which proved particularly effective and saved many a crew from the heavy barrage of orth Vietnamese AAA in the area. This system was used to control both A-4 and F-4 units. It was during th is battle that the SU/Jer Gaggle concept was developed, a means by which outposts were r -supplied in the hills surrounding Khe anh by a combination of A-4s and Marine helicopters. The first such operation took place on 24 February 196 , when twelve Skyhawks escorted a large contingency of CH-46 transports. Four UE-I E gunships also flew cover, with a single T A-4F providing the overall tactical co-ordination for the mission. Once the aircraft and hel icopters had launched, all would gather in the vicinity of Khe anh and await instructions from the T A-4F. When word was given, the A-4s would then charge down and 'sanitize' the area with cannon fire, rockets, and napalm, after which the CH-46s would land and unload their supplies. mazingly, many of these unloads took no longer than five minutes to accomplish, although it certainly must have

seemed longer to the crews. The UH-IE gunships would follow the CH-46s to pick up any crew that may have been shot down or become stranded. Following the Khe anh defence, air control of Marine units fell under the 7th Air Force under the so-called 'single management doctrine'. Marine units now had to detail their assets' availability daily and the Air Force, not the Marines, had complete tasking control. Air Force officials claimed that the Khe Sanh operations confirmed the efficiency of such a sy tem, but the Marines never fully accepted it, arguing that the ir Force simply did not understand the Marine air role.

Fast FAC Skyhawks One of the interesting developments of the war occurred with the innovative use of two- eat jets as forward air control aircraft, observation, and escorts for hel icopter transports. Given their range, speed, and weapons-carriage, the jets were perfect for these roles and the added set of 'eyes' further enhanced their value for low-level operations. Beginning in 1966, H&M -13 based at Oa ang had been

750

".

VMA-223 flew sorties from Chu lai from late 1965 until early 1968 and again from May 1968 until early 1970. Pictured here is an A-4C with its pilot. Notice the dark colouring around the 20mm cannon barrel indicating heavy use. Defense Department via Robert F. Dorr

operating the Grumman TF-9J ougar in the Forward Air Controller (F ) role (called Tactical Air Control (Airborne) or TAC(A)) supporting both MAG-II and MAG-12. These FAC aircraft carried the standard 20mm ammunition and also rockets for both attack and for target designation. As the ougars began showing their age, the two-seat T -4F became available and Marine units eized upon the opportunity to grab a few of the e for the FAC role. Originally designed to operate as a trainer for advanced jet units in the tates, the e two-seaters retained the single-seat A-4s full combat operational capability. Only range was limited by the addition of the second cockpit, which was eldom a problem because of aerial refuelling. T A4Fs served with H&M -II at Oa ang, and H&M -12 and -13 at Chu Lai - and performed out tandingly in this capacity. Missions included the tradi ional FAC role, observation, and spotting for both Marine artillery and naval guns from U S

ew Jersey (BB 62), which patrolled off North Vietnamese shores during a portion of 1968.

The End Draws Near Early 1969 saw Marine Skyhawks supporting Operation Dewey Canyon in the A Shau Valley in north-west South Vietnam, which ran from 22 January until I March. These operations, which were ome of the mo I' successful by Marine ground force, aimed to infiltrate VC camps in Laos and to interdict the upply lines from orth Vietnam. Marine kyhawk activity began to wind down in mid-1969 with Pre ident Nixon's decision to phase-out troops in Vietnam, and in early 1970, VMA-211 and VMA-223 left hu Lai for the U . Many of the MAGs lost combat squadrons and MAG- 13, still ba ed at Chu Lai, was down to one A-4 squadron, VMA-311. otable also were several Marine orp F-4 squadrons taken from Oa Nang. Later

757 ------_.

that year, in July, Skyhawks from VMA31 1 were transferred to MAG-II at Oa Nang where they operated against targets along the Ho Chi Minh Trail. hu Lai was then transferred to the Army. VMA311 A-4s also flew strikes in support of the South Vietnamese offensive, Lam Son 7 J 9, launched into VC staging areas in Lao during early 1971. All Marine air units had left Vietnam by mid-I971. However, that departure soon proved premature, as the orth Vietnamese launched a major invasion across the DMZ into South Vietnam on 30 March 1972. force again scrambled to deploy support unit and air power to the region, as only two carriers and variou Thailandbased ir Force units remained. As part of the effort, three Marine fighter squadrons and two VMA squadrons were ordered to return to South Vietnam. A-4Es of VMA-211 and VM -31/ deployed to Bien Hoa air base, 15 miles (25km) northeast of aigon, arriving on 17 May. Both squadrons immediately began flying sorties

SKYHAWKS AT WAR

SKYHAWKSATW R

A-4 SQUADRON CARRIER DEPLOYMENTS IN VIETNAM

1964 Carrier/Air Wing

A-4 Squadrons

Variant Used

Tail Code/ Modex

Deployment Dates

Days on the Line

Comblt Loss.

USS Bon Homme Richard (CVW-19)

VA-192 VA-195

A-4C A-4C

NM 2xx NM 5xx

28 Jan 1964 to 21 Nov 1964

39

o o

USS Constellation (CVW-14)

VA-144 VA-146

A-4C A-4C

NK 4xx NK 6xx

05 May 1964 to 01 Feb 1965

68

VA-153 VA-155

A-4C A-4E

NL 3xx NL 5xx

07 Dec 1964 to 01 Nov 1965

USS Hancock (CVW-21)

VA-212 VA-216

A-4E A-4C

NP 2xx NP 6xx

21 Oct 1964 to 29 May 1965

82

USS Ticonderoga ICVW-5)

VA-55 VA-56

A-4E A-4E

NF 5xx NF 4xx

14 Apr 1964 to 15 Dec 1964

61

USS Kearsage ICVSG-53)

VA-153 Del. R

A-4B

n/k

19 Jun 1964 to 16 Dec 1964

58

USS Ranger (CVW-9)

VA-93 VA-94

A-4C A-4C

NG 3xx NG 4xx

5 Aug 1964 to 6 May 1965

103

o o o o

USS Yorktown ICVSG-551

VMA-223 Del. T

A-4C

WP xx

23 Oct 1964 to 16 May 1965

57

o

Carrier/Air Wing

A-4 Squadrons

Variant Used

Tail Code/ Modex

Deployment Dates

Days on the Line

Combat Losses

USS Bon Homme Richard (CVW-19)

VA-192 VA-l95

A-4C A-4C

NM 2xx NM 5xx

21 Apr 1965 to 13 Jan 1966

136

USS Enterprise ICVW-91

VA-36 VA-76 VA-93 VA-94

A-4C A-4C A-4C A-4C

NG NG NG NG

26 Dct 1965 to 21 Jun 1966

131

USS Independence ICVW-7)

VA-72 VA-86

A-4E A-4E

AG 3xx AG 4xx

10 May 1965 to 13 Dec 1965

100

2 1

USS Kitty Hawk ICVW-11)

VA-113

A-4C

NH 3xx

19 Oct 1965 to 13 Jun 1966

122

2

USS Midway (CVW-2)

VA-22 VA-23

A-4C A-4E

NE 2xx NE 3xx

06 Mar 1965 to 23 Nov 1965

144

4 4

USS Oriskany (CVW-16)

VA-163 VA-164

A-4E A-4E

AH 3xx AH4xx

05 Apr 1965 to 16 Dec 1965

141

4 2

USS Ranger (CVW-14)

VA-55 VA-146

A-4E A-4C

NK 4xx NK 6xx

10 Dec 1965 to 25 Aug 1966

137

8 2

USS Ticonderoga (CVW-51

VA-56 VA-144

A-4E A-4C

NF 4xx NF 5xx

28 Sep 1965 to 13 May 1966

112

2 4

USS Bennington ICVSG-591

VA-113 Del. Q

A-4B

n/k

22 May 1965 to 07 Oct 1965

34

o

USS Hornet ICVSG-57)

H&MS-15 Del. N

A-4C

YV 8x

12 Aug 1965 to 23 Mar 1966

80

o

Carrier/Air Wing

A-4 Squadrons

Variant Used

Tail Code/ Modex

Deployment Dates

Days on the Line

Combat Losses

USS Constellation ICVW-15)

VA-153 VA-155

A-4C A-4E

NL 3xx NL 5xx

12 May 1966 to 03 Dec 1966

111

3 4

USS Coral Sea (CVW-21

VA-22 VA-23

A-4C A-4E

NE 2xx NE 3xx

29 Jul 1966 to 23 Feb 1967

109

4 3

USS Coral Sea (CVW-15)

1

o 167

6 5

1965

An A-4E armed with four Mk 77 napalm bombs taxies under the guidance of a plane handler prior to a mission in South Vietnam. Boeing Historical Archives via Harry Gann

along the Cambodian and Laotian borders attempting to interdict the flow of troops and supplie inro the south. Again, Colonel CalJas flew some of these mi ions with VMA-311 a it Commanding Officer: Targcts in amhodia wcrc usually along the '1-10 Chi Minh' Trail. Occasionally wc caught thcm transporting cquipmcnt passing through clcarings, ctc. BUI most of thc timc wc droppcd bombs in trce lines. All drops wcre controllcd hy airbornc FAC , usually in Ocs [0-1 Bird Dogsl or Oys -little puddlc jumpcrs. ometimcs we relicvcd prcssure on combat basc unJcr "c~e, using apalm or high drag ( nakeyes) bombs - 250 or 5 pounders (113 or 227kg). This could get intcresting if operating under a

low overcast and funning in towards the hills ,

where you'd he rccovering on thc climb our flying through thc soup. \'Vc also acted as cover for in~crtions and extraction;; of Recoil

troops or rccovcry of crews from downcd helicopters. VMA-211 and -311 flcw only daytime strikcs from Bicn Hoa. Wc supportcd ARV I [South Victnamese Army] units and occasionally tcamcd up with ohscrvation aircnlft (rom thc Air Cav and 20'h Tactical Air Support quad ron (20'h TA -U AF) for strikcs in II and IV Corps.l>!

Finally, on 2 january 1973, a division of A-4Es from VMA-311 delivered the final kyhawk warload of the war during a mission over Cambodia. Both VMA-211

and VMA-311 left Bien Hoa for Iwakuni, japan, on 29 january 1973. These were the last two fixed-wing squadrons to depart Vietnam. The Vietnam War came to a close on 23 january 1973, with an armistice signed. egotiations resulted in POWs being released by 29 March. While all air activity over the North was done, strikes continued in Laos and Cambodia unril all U forces in south-east Asia were stood down on 15 August 1973. In the nine years from 5 Augu t 1964 to Augu t 1973, over 6.2 millions tons of ordnance wa dropped over Vietnam, Laos, and Cambodia, and some 3.5 million sortie flown, during which 3,720 fixed-wing aircraft were lost, including 266 kyhawks.

753

--

._---------------

-

4

3

o 4

1966

752

--

7xx 5xx 3xx 4xx

---=-.;

........ - -

SKYHAWKS AT WAR

SKYHAWKS AT WAR

Carrier/Air Wing

A-4 Squadrons

Variant Used

Tail Code/ Modex

Deployment Dates

Days on the Line

Combat Losses

Carrier/Air Wing

A-4 Squadrons

Variant Used

Tail Code/ Modex

Deployment Dates

Days on the Line

Combat Losses

USS Hancock (CVW-21)

VA-212 VA-216

A-4E A-4C

NP 2xx NP 6xx

10 Nov 1965 to 01 Aug 1966

143

2 4

USS Intrepid (CVW-1 0)

a

AK 3xx AK 5xx

04 Apr 1966 to 21 Nov 1966

AK 5xx AK 3xx AK 2xx

106

A-4B A-4B

A-4C A-4C A-4E

04 Jun 1968 to 08 Feb 1969

VA-15 VA-95

VA-36 VA-66 VA-106

VA-ll2 VA-144

A-4C A-4C

NH 4xx NH 3xx

05 Nov 1966 to 20 Jun 1967

149

26 May 1966 to 16 Nov 1966

87 95

USS Intrepid (CVW-1 0) USS Kitty Hawk (CVW-11) USS Oriskany (CVW-16)

VA-163 VA-164

A-4E A-4E

AH 3xx AH 4xx

USS Roosevelt (CVW-1)

VA-12 VA-72 VA-l72

A-4E A-4E A-4C

AB 4xx AB 5xx AB 3xx

21 Jun 1966 to 21 Feb 1967

VA-192 VA-195

A-4E A-4C

NM 2xx NM 5xx

15 Oct 1966 to 29 May 1967

USS Ticonderoga ICVW-19)

103

a a

USS Kitty Hawk (CVW-11)

A-4C A-4E

NH 4xx NH 3xx

18 Nov 1968 to 28 Jun 1968

125

2 2

VA-ll2 VA-144

1 3

USS Ranger (CVW-2)

VA-155

A-4F

N E 4xx

26 Oct 1968 to 17 May 1969

91

a

Carrier/Air Wing

A-4 Squadrons

Variant Used

Tail Code/ Modex

Deployment Dates

Days on the Line

Combat Losses

USS Bon Homme Richard (CVW-5)

VA-22 VA-94 VA-144

A-4F A-4E A-4E

NF 3xx NF 4xx NF 5xx

18 Mar 1969 to 29 Oct 1969

97

a a

VA-55 VA-164 VA-212

A-4F A-4F A-4F

NP 5xx NP 4xx NP 3xx

02 Aug 1969 to 15 Apr 1970

VA-23 VA-192 VA-195

A-4F A-4F A-4E

NM 3xx NM 4xx NM 5xx

16 Apr 1969 to 17 Nov 1969

VA-112

A-4C

AH 4xx

Carrier/Air Wing

A-4 Squadrons

Variant Used

USS Bon Homme Richard (CVW -5)

VA-22 VA-94 VA-144

USS Hancock (CVW-21)

USS Shangri-La (CVW-8)

a 4 4

34

1 2

1969

USS Hancock ICVW-21)

1967 Carrier/Air Wing

A-4 Squadrons

Variant Used

Tail Code/ Modex

Deployment Dates

Days on the Line

Combat Losses

USS Bon Homme Richard (CVW-21)

VA-76 VA-212

A-4C A-4E

NP 6xx NP 2xx

26 Jan 1967 to 25 Aug 1967

112

4 6

USS Constellation (CVW-14)

VA-55 VA-146

A-4C A-4C

NK 5xx NK 6xx

29 Apr 1967 to 04 Dec 1967

121

a

VA-153 VA-155

A-4E A-4E

NL 3xx NL 5xx

26 Jul 1967 to 06 Apr 1968

USS Coral Sea (CVW-15)

132 132

2 3 1 2

VA-56 VA-113

A-4C A-4C

NG 4xx NG 3xx

19 Nov 1966 to 06 Jul 1967

USS Forrestal (CVW-17)

VA-46 VA-106

A-4E A-4E

AA 4xx AA 3xx

06 Jun 1967 to 14 Sep 1967

USS Hancock (CVW-51

VA-93 VA-94

A-4E A-4C

NF 3xx NF 4xx

05 Jan 1967 to 22 Jul 1967

102

USS Intrepid ICVW-lO)

VSF-3 VA-15 VA-34

A-4B A-4C A-4C

AK 1xx AK 2xx AK 3xx

11 May 1967 to 30 Dec 1967

103

USS Oriskany (CVW-161

VA-163 VA-164

A-4E A-4E

AH 3xx AH 4xx

16 Jun 1967 to 31 Jan 1968

122

10 10

USS Ranger (CVW-2)

VA-22

A-4C

NE 2xx

04 Nov 1967 to 25 May 1968

88

USS Ticonderoga (CVW-19)

VA-23 VA-192 VA-195

A-4F A-4F A-4C

NM 3xx NM 2xx NM 5xx

27 Dec 1967 to 17 Aug 1968

212

a a

113

1

a 1 116

1

01 Feb 1969 to 11 Sep 1969

97

a a a

Tail Code/ Modex

Deployment Dates

Days on the Line

Combat Losses

A-4F A-4E A-4F

NF 3xx NF 4xx NF 5xx

02 Apr 1970 to 12 Nov 1970

101

VA-55 VA-164 VA-212

A-4F A-4F A-4F

NP 5xx NP 4xx NP 3xx

22 Oct 1970 to 02 Jun 1971

110

VA-12 VA-152 VA-l72

A-4C A-4E A-4C

AJ 4xx AJ 5xx AJ 3xx

05 Mar 1970 to 17 Dec 1970

120

a a a a a a a a

Carrier/Air Wing

A-4 Squadrons

Variant Used

Tail Code/ Modex

Deployment Dates

Days on the Line

USS Hancock (CVW-2l)

VA-55 VA-164 VA-212

A-4F A-4F A-4F

NP 5xx NP 4xx NP 3xx

07 Jan 1972 to 03 Oct 1972

165

Carrier/Air Wing

A-4 Squadrons

Variant Used

Tail Code/ Modex

Deployment Dates

Days on the Line

Combat Losses

USS Hancock (CVW-21)

VA-55 VA-164 VA-212

A-4F A-4F A-4F

NP 5xx NP 4xx NP 3xx

08 May 1973 to 08 Jan 1974

28

a a a

USS Oriskany (CVW-19)

USS Ticonderoga (CVW-16)

a a 5 1

1970

2 5 4

7 1

Carrier/Air Wing

A-4 Squadrons

Variant Used

Tail Code/ Modex

Deployment Dates

Days on the Line

USS Bon Homme Richard (CVW-5)

VA-93 VA-94 VA-212

A-4F A-4E A-4F

NF 3xx NF 4xx NF 5xx

27 Jan 1968 to 10 Oct 1968

135

VA-153 VA-216

A-4F A-4C

NL 3xx NL 6xx

07 Sep 1968 to 18 Apr 1969

USS Enterprise (CVW-9)

VA-56 VA-113

A-4E A-4F

NG 4xx NG 3xx

03 Jan 1968 to 18 Jul 1968

100

USS Hancock (CVW-21)

VA-55 VA-163 VA-164

A-4F A-4E A-4E

NP 5xx NP 3xx NP 4xx

18 Jul 1968 to 03 Mar 1969

107

Combat Losses

4

a a 3

2 2

Combat Losses

3

a 2

1973

2 110

1

1972

1968

154

1

2

USS Enterprise (CVW-9)

USS Coral Sea (CVW-15)

1 1

2

a 1

155

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SKYHAWKS IN FOREIGN SERVICE

Argentina became the first purchaser of A-4s when it bought fifty surplus A-4Bs. The photo shows these refurbished Skyhawks on the line at the Douglas plant at Tulsa. Boeing Historical Archives via Harry Gann

CHAPTER FIVE

Skyhawks in Foreign Service Although it took over ten years and some 2,000 A-4s to be produced before any orders were placed, the -4 Skyhawk became one of the most successfu I export aircraft in US history. With its low cost, high degree of reliability, and low maintenance requirements, not to mention its proven track record with US forces in Vietnam, foreign countries became interested in the Skyhawk to modernize their frontline air forces. Some have attributed this long delay to the fact that no twoseat version was available for pilot training: there may be some merit to that claim, since the export sales began about the same time as the two-seat T A-4E/F was developed. Most foreign purchases consisted of refurbished models, with only 277, less than 10 per cent of all built, consisting of new builds. Of the foreign sales, only Australia, Israel, Kuwait and New Zealand received new builds. Argentina, Malaysia, and Singapore would receive reworked

and refurbished models, with Indonesia purchasing a batch of A-4Es from Israel and Brazil buying twenty-three A-4s from Kuwait. Certainly, the new builds offered many advantages to the US military. Building export models permitted Douglas to keep its production line open longer, thereby helping to contain manufacturing costs for the US models, such as the -F and -M. Sales of new and refurbished Skyhawks also gave US all ies, such as Israel and Australia, current-generation hardware and pO'mitted some level of standardization of weapons and stores. At one point in 1958, Douglas identified an export aircraft, called the DA-101, based on the A4D-2. These were to come from surplus Skyhawks and were priced at $35,000. However, with the Vietnam War heating up in 1964, these A4D-2s were needed for Reserve and non-deploying Fleet squadrons. Douglas later considered a special export Sky hawk, designated CA-

4E for the single-scat, and CA-4F for the two-seat variant, that offered many of the added capabi lities developed over the years. An advanced trainer version, the TCA-4F, was also offered. Based on the A-4F model but stripped of its weapons, the TCA-4F was powered by the 9,3001b (4,222kg) thrust J52-P-8A, although other options were provided, including the 12,0001b (5,448kg) thrust Rolls-Royce RB 168 Spey and the 1l,6501b (5,290kg) thrust General Electric non-afterburning

]79. The following review looks at each foreign user in order of purchase, beginning with Argentina in 1965.

Argentina Entering into a 7.1 million contract in 1965, the Argenti ne Air Force (Fuerza Aerea Argentine or FAA) became the first foreign buyer of the A-4, with an initial purchase of fifty surplus A-4Bs to replace their ageing Gloster Meteors and orth American F-86 fighters. Argentina's Skyhawks were refurbished to the new standards at the Douglas plant in Tulsa, Oklahoma, and, following the initial flight on 31 December 1965, were delivered in two batches. The first, consisting of twenty-five A-4Bs, redesignated as A-4Ps, were delivered in June 1966. The delay resulted from initial crew training in the US.

Douglas introduced the designations CA-4E (singleseat) and CA-4F (two-seat) to identify export variants based on the US Navy A-4F. A third export designation. CTA-4F. was used for the advanced two-seat trainer variant. Douglas Aircraft Co. via Aerospace Publishing

156

The second batch, also of twenty-five aircraft, was delayed until 1970 due to Congressional concerns that the sale would deplete the number of aircraft available to aval and Marine Corps Res rve units and force them to rely on the outdated A4D-l model All A-4Ps relied on the 7,7001b (3,495kg) thrust J65-W16A engi ne and none were fi tted for Sidewinder carriage or loft bombing. These Skyhawks featured the Escapac I ejection seat with the Stencil modification and were equipped with the lift spoiler introduced in the A-4F model Visibly, they di{fered from US models by the addition of a ADF aerial 'blister' on the top fuselage and a 'ring' type antenna on the tailfin In 197 J, the Argentine aval Air Arm (Comando de Aviacion aval Argentina or CA A) decided to equip its avy's sole carrier, the J 6,000 ton ARA 25 Veinccino De Mayo (the ex-British light carrier HMS Venerable), with Skyhawks and acquired sixteen refurbished A-4Bs, redesignated as A-4Q. These models were updated by Lockheed Martin Air Services at Ontario, California. Unlike the A-4P, this variant used the 8,4001b (3,815kg) thrust J65- W -20 engine. Th is variant, too, as with American models, was equipped to carry the AIM-9 Sidewinder. Having had success in operating the Skyhawk,

Argentina again turned to the US in 1976 to purchase another twenty-five A-4s, this time a refurbished A-4C variant. The A-4Ps, still called the A-4B by Argentinians, served with ] and Il Escuadrones from Grupo 5 de Caza of V Brigada era. These units were based at General Pringle's Air Base at Villa Reynolds. The A-4Cs were stationed at Commandate Espora Naval Air Station and were assigned to I Escaudrone of IV Aerea Brigada's Grupo 4 de Caza. Today, A-4s all operate with Grupo 5 de Caza, with III Escuadron operating the remaining A-4Cs, and I and Ii Escuadron operating the new A-4AR.

The Falklands War The most recent test of the A-4 Skyhawk at war came in April 1982 when Argentine military forces invaded the Falkland Islands. At the outset, Argentina had a total of forty-eight Skyhawks of various models; twenty-six of these were A-4Bs, twelve were A-4Cs and ten were A-4Qs belonging to the CANA. When the invasion began, the ten A-4Qs aboard the ARA Veintcino De Mayo were ready to provide cover for advancing Argentine troops. But because British {orces offered no air opposition, these kyhawks were not called into action and were subse-

157

quently returned to their shore base for additional training. Within days of their return, however, the carrier and its air group, as a part of Task Force 79, were back at sea to conduct further training in anticipation of hattie with the British carriers HMS Hermes and HMS Invincible which it foresaw developing as early as 30 April By 2 May, the two opposing carrier groups were only 150 miles (245km) apart and reports state that the Argentines were close to launching a strike against the British carriers using all eight Skyhawks equipped with six Mk 2 Snakeye iron bombs. One A-4 was reported to have been configured for air defence with A[M-9 Sidewinders. This strike was apparently abandoned due to unusually light winds that hampered take-off in the maximum weight configuration, which was needed to reach the British fleet. Later that morning, the S-2E Tracker shadowing the British carrier group lost contact and, following the sinking of ARA General Be/grano by a shadowing British submarine that afternoon, the Veinccino De Mayo returned to port on 5 May. Although that battle never occurred, one wonders how it would have impacted the war effort had Argentina succeeded in damaging or sinking one of the Bri tish carriers. Shortly after the occupation began, Grupo 4 moved its twelve A-4Cs (nine of which were operational) to San Julian; Grupo 5 moved its twelve A-4Bs to Rio Gallegos. No real combat occurred until [2 May when HMS Glasgow and HMS Brilliant were attacked by Skyhawks from Grupo 5 de Caza. Glasgow, a Type 42 destroyer, was hit, although two 500lb bombs failed to detonate and passed through the ship. Four attacking Skyhawks were lost, although Argentina considered it a success - it believed it had sunk Brilliant and damaged Glasgow. Interestingly, after this attack, Argentina re-evaluated its attack tactics and determ ined that it would conduct all future anti-ship attacks from abeam. Tanking would also be used for future missions.

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SKYH

Argentine A-4 losses in the Falklands War

Forty-eight Skyhawks were deployed for combat operations during the conflict, with twenty-two lost. Eight losses were at the hands of British Sea

Harrier pilots, seven were due to sea-launched SAMs, and four were downed by ground-fire.

Date 9 May 9 May 12 May

Aircraft A-4C/C-313 A-4C/C-303 A-4B/C-246

Date 24 May

Aircraft A-4C/C-305

25 May

A-4B/C-244

12 May

A-4B/C-208

25 May

A-4C/C-319

12 May

A-4B/C-206

25 May

A-4C/C-304

12 May

A-4B/C-248

27 May

A-4B/C-215

21 May

A-4C/C-325

30 May

A-4C/C-301

30 May

A-4C/C-310

8 June

A-4B/C-226

8 June

A-4B/C-228

8 June

A-4B/C-204

21 May

A-4C/C-309

21 May

A-4QJA-307

21 May

A-4QJA-314

21 May

A-4QJA-312

23 May

A-4B/C-242

Details Grupo IV de Caza Grupo IV de Caza Grupo V de Caza - lost to Sea Wolf from HMS Brilliant near Port Stanley Grupo Vde Caza - lost to Sea Wolf from HMS Brilliant near Port Stanley Grupo Vde Caza - crashed avoiding Sea Wolf from HMS Glasgow Grupo Vde Caza - mistakenly shot down by Argentine 35mm AA fire over Goose Green Grupo IV de Caza - lost to Sea Harrier flown by Lt Cdr Blissett over West Falkland Grupo IV de Caza - lost to Sea Harrier flown by Lt Cdr Thomas over West Falkland III Eslla 0660 - lost to Sea Harrier flown by Lt Morrell over Falkland Sound after attack on HMS Ardent III Eslla 0667 - lost to Sea Harrier flown by Fit Lt Leeming over Falkland Sound III Eslla 0665 - damaged by Sea Harrier flown by Lt Morrell and downed by Argentine AA over Port Stanley Grupo Vde Caza - downed by AANSAM over San Carlos Water

Details Grupo IV de Caza - downed by AAA over St. George Bay Grupo Vde Caza - downed by Sea Dart from HMS Coventry north of Pebble Island Grupo IV de Caza - downed by AAA and SAM over San Carlos Water Grupo IV de Caza - downed by Sea Dart from HMS Coventry north of Pebble Island Grupo Vde Caza - downed by 40mm Bofors from HMS Fearless Grupo IV de Caza - downed by Sea Dart from HMS Exeter east of Falklands Grupo IV de Caza - downed by Sea Dart from HMS Exeter east of Falklands Grupo Vde Caza - downed by Sea Harrier flown by Fit Lt Morgan over Choiseul Sound Grupo Vde Caza - downed by Sea Harrier flown by Fit Lt Morgan over Choiseul Sound Grupo Vde Caza - downed by Sea Harrier flown by Lt Smith over Choiseul Sound

Reproduced with the permission of Aerospace Publishing

Argentina's attacks on British shipping continued on 21 May at what is now call d th Battle of San arlos Water. There, Skyhawks damaged rhe frigate HMS Argonaut as it steamed unescorted off Fanning Head and put it out of action for the remainder of the war. Two flighrs of rhree -4s put rwo 1,0001b bombs inro rgonaut, although neirher exploded. That same day, H I Ardent became the next vicrim, as it rook hit from a Grupo 6 'Dagger' and ubsequent strikes of rwo SOOlb Mk 2 bomb from three A-4Q from III Escuadrilla. HM Antelope fell victim on 23 May ro rwo ucce sive flighrs of Grupo 5 de Caza Skyhawks.

On 21 May 1982, Argentinian Skyhawks from Grupo IV, and later, III Eslila, attacked and sunk HMS Ardent during the Falklands War. Royal Navy, SMH via Aerospace Publications

158

These bomb, which hit the forward and aft part of rhe ship, failed to explode on impa t. During rhe night, rhough, rhe afr bomb detonated causing a vicious fire that ultimarely caused rhe hip to explode and break in two. Another mission was mounred by III Escuadrilla on 23 May direcred against 'any suitable target in San Carlos Warer'. While warship were found and attack runs made, ar leasr one of the Skyhawks' bombs failed to release. By rhis rime in the war, Argentina's Grupo 4 and 5 had made several changes in their overall tactics based on lessons learned. For example, radler rhan launch in fl igh rs of two, fl ights were now launched in two groups of three, wirh ea h 'wave' a few minutes apart. In-flighr refuelling was also made a parr of missions, especially those ro San Carlos Warer. Missions were also ofren accompanied by a 'spare', which would then depart afrer conclusion of rhe in-flight refuelling segment. The anri-ship campaign conrinued on 25 May, Argenrina's ational Day, wirh an arrack on HM Coventry and HM Broadsw01'd, which had been providing British units with excellent radar coverage from a picket position some 15 mile (24km) north of Pebble Island. Two flights ofGrupo 5 aircraft, call-signs 'Vulcan' and 'Zeus', rook off that day carrying an unusually large load of three 1,0001b bombs. This wa permirred only because of rhe shorrer range involved and rhe usc of refue II ing. In rhe acrion, Broadsword was hir bur only lighdy damaged, while Coventry took rhree direcr hits, exploded, and sank in jusr over an hour. On 30 Maya major efforr was underraken by borh rhe FAA and ANA ro sink rhe Brirish carriers. Four A-4 s from Grupo 4 armed wirh rwo 5001b bombs each were chosen for rhe arrack, which was ro be in conjuncrion wirh an Exocerrouring Das ualr uper Erendard. The arrack was ulrimately unsuccessful as the uper Etendard mi took the Type 21 class frigate HM Avenger for the carrier HM Invincible, which was some 20 miles (33km) ro the north. One of rhe A-4s was hot down and the remaining three missed their target. Following rhis, a period of aim resulted as poor weather hampered air operations and Argenrine inrelligence sour es failed ro locate any British shipping. This came to a rarher abrupr end on 8 june wh n five Argenrine Skyhawks from Grupo 5 artacked two British landing

WKS IN FOREIGI SERVICE

, .....

The A-4P and A-4Q provided the bulk of Argentina's strike assets during the Falklands War. Boeing Historical Archives via Harry Gann

ships unloading the Welsh Guards near Fitzroy. Perhap lulled by a relatively long period of Argenrine air inactivity, the British arrempted ro land a large part of its 5th Infantry Brigade ar Port Pleasant. Led by Primer Tenienre Cahon, Argentine Skyhawks scored three hits on RFA Sir Galahad and two on RFA Sir Tristram, alrhough the latter bombs failed to explode. Sir Galahad was nor so lucky and caught fire after ammunition aboard was ser aflame. The ship burned for a week and eventually 'unk; fifty-one were killed and sixry-four injured, rhe worst singleincidenr loss of life in the campaign for the British. On june, CA A's III Escuadrilla, down ro its last rwo serviceable kyhawks and unable ro launch a trike since 23 May, ent these two A-4Qs against suspected Bri rish posi tions on Broken Island. A similar strike was conducted by two A-4Qs on J 2 june, which was foiled by the presence of Briti h ea Harriers, and the CA A wa e sentially out of the war. During the war, III Escuardilla de Caza y Ataque flew thirry-four operational sorties and lost three aircraft (3-A-307, -312, -314) to combat operations.

159

just days later, on 13 june, the FAA mounted its last arrack, and its only CAS mission of the war. Two Grupo 5 kyhawks, launched against a concentration of British troops and an HQ unit near Two Sisters, succeeded in reaching the target without inrerfcrence from Brirish Harriers. One of the A-4s dropped its warload while the other strafed with its 20mm cannon. everal vehicles and helicopters were destroyed, bur only light damage was done to the overall facilities. The next day the Argentine force' on rhe Falklands surrendered. Inrere tingly, MajGen jeremy Moore, Commander of the British force, was at the HQ unir which had been arracked at Two isrers. From an operarional 'tandpoint, ir \\'a clear thar rhe Argenrine kyhawks were on their la r leg, suffering from shortages of 'pare, bartle damage, and component failure. Had the war lasted much longer it is doubtful what role the A-4 could have continued to play. in total,S 5 sorties were flown from Argentine land bases, with 149 of those by A-4Bs and 106 by A-4Cs. Of these sorties, the -Bs flew 133 operational missions (eighry-six in com bar) and the

SKYHAWKS IN FOREIGN SERVICE

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SKYHAWKS IN FOREIGN SERVICE

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Argentina's Air Force received a considerable upgrade by purchasing thirty-six A-4M and five OA-4M Skyhawks formerly operated by the US Marine Corps. These Skyhawks have been substantially reworked with new avionics. and have been redesignated as A-4AR Fightinghawks. This photo shows four singleseat and one two-seater lined-up for testing. Conversions were performed by lockheed Martin Aerospace Services. Denny Lombard

A-4Cs flew eighty-six operational missions (forty-one in combat). Ten A-4Bs and nine A-4 Cs were lost, most coming from Grupo 4 de Caza. [n exchange for the destroyer, landing ship, and two frigates sunk, the Argentines lost twenty-two Skyhawks and fifteen pilots. Of these aircraft losses, ight were the result of ea Harrier engagements, and seven were from shipborne SAMs. Four resulted from ground-based AAA/SAMs and one was due to friendly fire. Despite the rather high loss rate, A-4s performed well considering everything that was stacked against them. First, those A-4Bs operating out of Rio Gallegos were approximately 482 miles (780km) from the Port Stanley area; the A-4C and A-4Q Skyhawks flying from Rio Grande were 437 miles (700km) from the theatre of operations. With a shortage of refuelling aircraft,

A-4s had little time over the target and were on ly able to make one pass before fuel supplies dictated that they return to base. A Iso aggravating the situation were the older electronics and navigational equipment, plus the complete failure of some of the Argentine bombs to explode, thereby limiting the damage even when a strike resulted. Argentine Skyhawks also suffered from the lack of any real co-ordinated air plan or air control. In December 1983, the FAA consolidated its A-4s, with Grupo 4 transferring its seven remaining -Cs to Grupo 5 de Caza and re-equipping itself with exIsraeli Mirage Ills. The twelve A-4Bs and four A-4Cs remaining in the mid-1990s were phased out and replaced by the newer A-4AR, based on the US Marine Corps A-4M. The last A-4Q flew in April [988.

760

New S/?yhawks for Argentina In 1993, the embargo prohibiting sales of A-4 spares to Argentina was lifted and immediately negotiations began on acquiring replacements for the losses sustained in the Falklands War. Previously, Argentina had tried to purchase twenty-four ex-Israeli Skyhawks, but the US protested and was generally against any such purchases until 1993. In 1994, Argentina entereu into a $208 million contract with Lockheed Martin to modify and convert thirty-six surplus A-4Ms and another five surplus OA-4Ms for the FAA. Requiring extensive avionics and airframe upgrades, this new purchase was designated as the A-4AR Fightinghawk. Modifications to the A-4AR included incorporating an ARG-I radar (a modified

version of the Westinghouse APG-66 used by the F-16), and adding the ALR93V(l) RWR, a av-attack system, the Sextant Smart HUD, a chaff and flare system, and Hands-On-Throttle-And-Stick (HOTAS) configuration. An On-Board Oxygen Generating System (OBOGS) was also added. The cockpit was further modified by adding two AlliedSignals CRT panels, a military stanuardl553 electrical bus, and a state-of-the-art mission planner with a data link ground control capabili ty. Excluded from th is dea I, however, was the Hughes ARBS system used by Marine Corps A-4Ms. These units were apparently removed and reinserted into the AV-8B programme. Two dual-seat T A-4 Rs were also in the deal as well as several airframes for spares and other contract provisions for service, manuals, and crew and maintenance training. Argentina plans to continue to upgrade these variants by incorporating advanced A ir-to-A ir Missile (AAM), laser/tv-guided weaponry, and Maverick. The first of these improved A-4s (BuNo. 158161) flew on 17 July 1997, with Lockheed Martin test pilot Kirk Kalstad at the controls. Although the first nine -4ARs were built in the US at Lockheed Martin's Ontario and Palmdale facilities, Lockheed opened a new factory in Cordoba, under the name of Lockheed Aircraft Argentina, outh America (LAAS), where the remaining twentyseven will be built. The first five A-4ARs were delivered on 12 December 1997 to Grupo 5 de Caza at Villa Reynolds AB. Further deliveries took place in June 1998, with the first local-built deliveries commencing on 22 July 1998. Sources say that the A-4AR will be used to enhance Argentina's air-to-air defensive role. Argentina's avy now flies the Dassault Super Etendard. Some discussion is presently underway for the purchase by Argentina of an additional eighteen T A-4Js for use as advanced trainers.

Australia Australia became the next, albeit limited, purchaser, with initial deliveries of eight single-seat and two two-seat A-4s taking place in 1967. These Skyhawks, purchased at a cost of $18.5 million, were to fill the Royal Australian Navy's need for a fighter attack aircraft to replace the

This Australian A-4G sits on the deck of the RAN's sole carrier. HMAS Melbourne in July 1977. The RAN purchased sixteen A-4G and T4 A-4Gs. About half were lost to operational accidents and the remainder sold to the Royal New Zealand Air Force in the early 1980s where they were modified to the A-4G and TA4G standards. Peter Foster

outdated de Havilland Sea Venoms for their 16,000 ton class HMAS Melbourne (Ex-British HMS Majestic). Australia had recently purchased fourteen Grumman S-2 Trackers and was looking to operate both as an air group from Melbourne with its small contingent of Wessex ASW helicopters. Beginning in January 1967, pilots were sent from Australia to NAS Lemoore where they spent four months training with VA-125. These pilots, Lt Cdr John DaCosta and Lt Cdr Graham King, then returned to Australia to conduct the first RA conversion and operational flight courses and develop the training syllabus. As Lt Cdr DaCosta, later to become Commanuer of VF-805 anu of the air wing assigned to Melbourne, reported in a 1997 issue of the Skyhawk Association Newsletter, the time at VA-125 was well spent: Our A-4 RAG syllabus was entirely attack oriented and fully met our needs. Highlights were the 'Sand blower' low-level navigation exercises over much of Nevada and the weapons training deployment to NAS Fallon. At the latter place, I was snowed upon for the first time in my life, even though it was in a desert' Since there was no 'fighter' phase of the RAG syllahus, special arrangements were made for a one week A-4E(fA-4E deployment to

767

MCAS Yuma for air-to-air gun attacks on a towed banner target, GCI (Ground Controlled Interception) training and Sidewinder firings against parachute Aarc targcrs. 64

Although DaCosta reported that they experienced problems wi th the Sidewinder firings at MCAS Yuma, later live-firings resolved these with the RA using a heatsource target towed by a drone. Once established in Australia, the training programme took place with o. 724 Squadron over a six-month period, where new pilots flew an average of 110 hours on both the A-4G and T A-4G. [t took about five fl ight hours before a student could fly 'solo', and about twentyfive hours before the conversion to the new aircraft was considered complete. The remaining flight time was spent in advanced training for operational flight refuelling, tactics, bombing - and in carrier qualifi ation. New or conversion pilots were given approximately 100 'looks' at the practice landing field at NAS Nowra before qualifications took place aboard Melbourne. Unlike Argentina's Skyhawks, Australia's were new builds and ultimately were the equivalent of the US Navy A-4F and T A-4F, but without the aft avionics hump. Originally, the contract

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KYH

SKYI-IAWKS I 'FOREIGN SERVICE

Australian A-4 Skyhawk Losses Of the twenty Skyhawks purchased by Australia, ten were lost in operational accidents. Interestingly, the first A-4 crash did not occur until 1973, five and a

half years after the aircraft entered RAN service. Two of the losses were twoseat TA-4Gs. The following shows the losses in chronological order:

Date

Details

Date

Details

5 June 1973

No. 873/Nl3-155060. Suffered engine failure near Williamtown, NSW. No. 889/Nl3-15491O. Lost following catapult failure after launch from HMAS Melbourne near Singapore. No. 879/N13-154648. TA-4G crashed into sea during mock attack on HMAS Melbourne near Nowra. No. 872/N13-155055. Collided with No. 870 while part of four-ship bombing run at Beecroft Head Firing Range, NSW. No. 870/N13-155051. Suffered turbine failure near Braidwood, NSW.

23 May 1979

No. 888/N13-154909. Rolled off edge of HMAS Melbourne after arrestor gear failure near Jervis Bay, NSW. No. 886/N13-154907. Slid off HMAS Melbourne when heavy seas unexpectedly shifted carrier 20 degrees to starboard. No. 878/N13-154647. TA-4G suffered engine failure near Nowra while landing. No. 875/N13-155062. Suffered engine failure following launch from HMAS Melbourne near Sumatra. 21 October 1980 No. 885/N13-154906. Crashed after catapult failure following launch from HMAS Melbourne west of Columbo.

8 November 1973

16 May 1974

17 July 1975

23 January 1979

24 September 1979

28 April 1980 2 October 1980

One of the A-4KU Skyhawks flown during the 1991 Persian Gulf War by the Free Kuwait Air Force (FKAFI is being inspected. Boeing Historical Archives via Harry Gann

762

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had called for A-4Es; however, during the course of procurement, the production changed to the -F and the contract was modified. Australia's A-4Gs were especially modified for the air defence role and carried hardware for mounting up to four AIM-9 Sidewinders. A limited ground attack capability was retained, although they could not deliver nuclear weapons. avy -F, the A-4G wa Like the powered by the Pratt & Whitney 9,3001b (4,222kg) thrust Js2-P- A axial flow turbine engine and wa fitted with the wing lift spoiler and nose-wheel steering. These kyhawks would be designated by the ustralians as Nos. 882-889 for the fighters and Nos. 8 0 and 88\ for the twoseat tra iners. Redesignated for Australia as the -4G and T A-4G respectively, the kyhawks' first flights occurred on 19 July and 7 August 1967. Both were conducted by tegman. 1n October test pilot Jim 1967, the ten Skyhawks were loaded rlborlrd the crlrrier Melbourne from AS orth Island and arrived in Sydovember 1967. ney, Australia, on 22 Operations began aboard Melbourne in February 1968 with no operational losses occurring until 1973, when N13-lss060 crashed over water. As a ide note, while Melbourne wa undergoing it refit to accommodate the new kyhawks and was, therefore, not ready to receive the newly trained aviators, the Australian gov rnment made an offer of its yet-to-be-carrier-qualifi d A-4 pilots to the US to supplement shorebased USMC A-4 squadrons operating in Vietnam. This offer was accepted by the U and the Australian unit received pares and other equipment needed for operational use. However, before this agreement could come to fruition, the U began its de-escalation of the air war and the Australian A-4s II' re not called into service. Eight additional refurbished A-4Fs and two TA-4Fs were purchased on 10 March 1970 to supplement anticipated operational losses and to allow a more flexible rotation of airframes. To make these common with earlier A-4Gs, the dorsal hump wa removed at the avy's aval Air Rework Facility ( ARF) in Pensacola. The e aircraft were coded 70- 77 for the fighters and the T A-4G were as igned 7 and 79. This batch of A-4s was picked up by HMAS Sydney and transported to Australia in May 1971.

WKS IN FOREIGN

ERVICE

Kuwait purchased thirty single-seat Skyhawks, designated A-4KU, and six two-seat variants, TA-4KU, in 1974 which were based on the A-4M and OA-4M models operated by the US Marines. This shot shows several on the production assembly line at Palmdale. One features the Kuwaiti two-tone paint scheme but wears the US insignia. Approximately twenty of these survived the 1991 Gulf War and were later sold to Brazil and now operate with VFA-1 of the Brazilian Air Force. Boeing Historical Archives via Harry Gann

From an operational perspective, the kyhawks performed well and proved to be effective as ground attack aircraft as well as providing limited air defence capability. Illustrative of the latter is the fact that an A-4G with two AIM-9B idewinders and two 300 U gallon (1,136 litre) external tanks could tay on-station for up to three hours at a combat radiu of2 7 miles (463km). Only the ingle-seat models were flown from Melbourne due to its short (70ft/213m) flight deck, which was accentuated by the slightly heavy centre of gravity of the T A4G which prevented the aircraft from lifting its nose-wheel from the deck in time during a 'bolter'. Australia's Skyhawks operated with OS quadron (later VF-80s) as fighter bomber and with 724 quad ron (later VC-724), the RA ' training squadron, at RA A owra in New outh Wale. VF-8 5, with its roots dating back to World War II, wa re-commi sioned as an A-4G squadron at HMAS Albatross on 10 January 1968. An exceptionally high operational loss rate plagued Austral ian

763

kyhawks and rendered them basically impotent as a force factor, leading to the demise of Melbourne and disbanding of VF-80s in \982. At that time, all remaining Skyhawks were transferred to the training squadron. Only ten Skyhawks remained operational, with four serving a target tow (trainers 80 and 1, and fighter 3 and 4) and six kept in ell' storage until all ten were sold to Zealand in June 1984 for an amazi ng price of 2 .2 million.

Kuwait This small Arab nation was one of the few foreign purchasers interested in new builds. Impressed by the uccess of Israeli models in the 1973 war, Kuwait eventually cho e the A-4 over the Vought A-7. On 7 ovember 1974, Kuwait contracted for the purchase of thirty -4M and six T A-4s. pare parts, training for personnel, and various support equipment were also covered by this 250 million contract. Training would later be conducted at

SKYI-IAWKS IN FOREIGN SERVICE

Israel Unquestionably the large t purchaser of kyhawks was Israel, who bought a total of 355 new and used A-4s between 1966 and \976. Intere tingly, these sales almost did not take place. During the early 1960 , Israel approached the U intending to purchase a large upply of refurbished A-4Bs for their air force, the Heyl Ha' Avir. But the political climate of the day and the d sire to maintain tability in the Middle East led merican officials to reject the offer in 1965. Yet, one year later, the issue was back on the table following a US sale of urplus Air Force Lockheed F-I04 Starfighters to jordan, one of Israel's foes. To restore the balance of power, Israel's purchase was finalized in August 1966, but with a much more potent variant of the kyhawk, the A-4F. The Israel Air Defence/Air Forces (lAD/AF) operated three A-4 variants: the AH (a modified A-4F), the AA (a modified A-4M), and the TA-4H (a modified T A-4j). Of these, some 217 were new builds (ninety A-4H, 117 A-4 , ten

T A-4H). Approximately forry-six A-4Es (some ources claim as many a sixty) were purchased from U avy and Marine Corp stock between 1967 and 1973 to replace those kyhawks lost in Israel's wars with yria and Egypt. ource also claim that another seventeen T A-4j were purchased by Israel. Given I rael's ecrecy surrounding its air forces, the e numbers are difficult to confirm. The original order called for the production of forty-eight aircraft. Twentyfive T -4s were also purchased for training, with deliveries commencing in 1969. The first single-seat flight took pia e on 27 0 tober 1967 and the first twoseater flew on 15 April 1969. jon Lane piloted both fl igh ts. This new -H model was to serve in a tactical arrack role, replacing the Dassault Mirage. The Israeli A-4H, although ba ed on the U avy' -F, lacked the well-recognized aft hump, but added a squared-off vertical tail with the A /APX-46 IFF, and a drag chute for reducing landing rollout. It also fearured the DEFA 30mm cannon with 15 rounds each, which replaced the 2 mm cannon u ed by the

. De pite the higher ammunition capaci ty proposed by the (the 2 0 rounds of the A-4M model), the DEFA was chosen because it was believed to be more rei iable and accurate, and, ba cd on some of the report from S pilots during Vietnam, this seems to have been a wi e decision. The A-4E delivered by the U were later modified to reflect the Ie sons learned during the 1967 and 1973 wars, where a roral of approximately fifty Skyhawks were lost, most to fire from ground-based A7 IR missiles. A lengthened tailpipe was added to reduce the Skyhawk's IR signature and a chaff/flare device in tailed. By moving the exhaust further back, heat em issions were moved away from the aircraft. Electronic countermeasures were also added to increase effectiveness against radar-directed SAMs. Other modifications to all kyhawks aw the installation of dual-disc main-wheel brake, no e-wheel teering, and the Elliot H D ystem. The Israeli kyhawk performed well in comt at, flying the majority of mi sions in both the 1967 and 1973 war. In the 1967 fighting, Israeli Skyhawks downed two

The Israeli A-4N of No. 102 'Tiger' squadron seen in 1998. This model is also based on the Marines A-4M, but features two 30mm DEFA cannons with 150 rounds each and an extended tailpipe to reduce infra-red signature. Israel bought 117 of these, with deliveries commencing in 1972 replacing A-4E losses during the Yom Kippur War. Peter Foster

MCA Yuma. Designated as the A-4KU and T A-4K ,the Kuwaiti kyhawks have been described by some as the most capable of all the variants, The A-4KUs were based on the already -4M being produced at that succe ful time for the Marine orp. For the most part, the single-seat model remained the same as its American counterpart, although certain capabilities were deleted, uch as hrike, Walleye, and the nuclear delivery. The Hughes Angle-Rate Bombing et (ARBS) was added, however, and the Maverick capability retained. As for the T A-4K ,it was the sole two-seat variant produced with the up-rated 11,2001b

(5,0 5kg) thrustj52-P-4 engines.ltalso incorporated the aft avionics package of the OA-4M used by the Marines and retained an ordnance capability equal to that of the ingle-seat A-4K . Deliveries began in late 1976, following the A-4K 's fir t flight on 20 july 1976 and the TA-4K 's fir t flight on 14 December. McDonnell Douglas test pilot Fred Hamilton was at the controls for each flight. Nos 9 and 25 quadrons received these Skyhawks at Ahmad al-jabr. Kuwait -4s saw their 'baptism-by-fire' with the 2 August 1990 Iraqi invasion. Many A-4s were captured by the Iraqis, although twenty-four (mostly A-4KUs)

764

escaped to Saudi Arabia where they would later fly mis ions as the Free Kuwait Air Force (FKAF) from Dhahran Air Base, in upport of Operation Desert SlOrJn. During the course of the war, FKAF A-4 flew a total of 1,361 orties and lost only one aircraft. tandard warload for the Kuwaiti gallon kyhawks included two 450 ( 1,703 Iitre) tanks on the inboard station, and five Mk 7 dispensers for luster bombs or Mk 2 bombs (LDGP, nakeyes, or LDGPs with laisy-currer fuse extenders) on TERs. Following the war and the liberation of Kuwait, the Skyhawks were replaced by F/A-I Hornets and eventually purchased by Brazil.

Israel's initial purchases were the A-4F-derived A-4H. These models lacked the aft avionic hump, but added a brake chute and AN/APX-46 fin-tip IFF. Boeing Historical Archives via Harry Gann

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SK YHA WKS I

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SKYHAWKS IN FOREIGN SERVICE

In an effort to modernize its air force, New Zealand purchased fourteen A-4s in the late 1960s. Designated as the A-4K and TA-4K, the avionics hump featured only on the single-seat A-4K, but, in many cases was empty due to financial constraints that prohibited purchasing the standard electronics/avionics gear. The A-4Ks were assigned to No. 75 Squadron based at Ohakea, New Zealand. Boeing Co. via author

yrian fighrer ; one, a M iG-17, wirh rhe 30mm cannon, and rhe second, a MiG-19, wirh 2Yzin (6.35cm) air-ro-ground rocker. Over rhe course of rhe eighreen-day Ocrober 1973 Yom Kippur War, Israel is said ro have losr upwards of fifry -4s, alrhough precise numbers are nor available due ro rhe securiry surrounding I raeli operarions. Israel onrinued Aying rhe Skyhawk in an operarional role unril rhe mid-1990 , bur has since relegared rhe A-4 ro a rraining role. Many A-4s have been rerained, however, in war srorage and for possible sale ro foreign counrries (such as Indonesia in 1979). Israel also reporredly modified a small number of T A-4H Skyhawks ro serve in rhe EW role, adding jammer pods and an Elra chaff sysrem.

New Zealand

The A-4N cockpit features a combination of old and new technology, having gauges and the Elliot wideangle HUD. Boeing Historical Archives via Harry Gann

Anorher long-rerm eu ramer ha been ew Zealand. In an efforr ro modernize ir armed forces in rhe lare 1960s, rhe Royal ew Zealand Air Force (R ZAF) began exploring possible replacemenr for

'"

,- - ,

I

Three Israeli A-4Es drop napalm during the 1973 Arab-Israeli war. Aerospace Publishing

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I

Royal New Zealand Air Force A-4 Losses and Other Notables Serial No'/US BuNo.

Model

First Flight

NZ6201/157904 NZ6202/157905 NZ6203/157906 NZ6204/157907 NZ6205/157908 NZ6206/157909 NZ6207/157910 NZ6208/157911 NZ6209/157912 NZ621O/157913 NZ6211/154903

A-4K A-4K A-4K A-4K A-4K A-4K A-4K A-4K A-4K A-4K A-4G/K

10 Nov 1969 14 Feb 1970 19 Feb 1970 11 Mar 1970 6 Mar 1970 11 Mar 1970 unknown 6 Apr 1970 15 Apr 1970 unknown 15 Jul 1967

NZ6212/154904 NZ6213/154905 NZ6214/154908

A-4G/K A-4G/K A-4G/K

20 Jul 1967 26 Jul 1967 8 Aug 1967

NZ6215/155052

A-4F/G/K

26 Jun 1967

NZ6216/155061 NZ6217/155063

A-4F/G/K A-4F/G/K

31 Jul 1967 unknown

NZ6218/155069

A-4F/G/K

29 Jun 1967

NZ6251/157914 NZ6252/157915 NZ6253/157916 NZ6254/157917

TA-4K TA-4K TA-4K TA-4K

5 Dec 1969 24 Jan 1970 unknown 21 Feb 1970

NZ6255/154911

TA-4G/K

21 Jul 1967

NZ6256/154912

TA-4G/K

16 Aug 1967

26 June 1975 - Pilot jettisoned drop tanks during night flight in Australia after problem with hydraulics. 20 June 1996 - Crashed north of Ohakea due to loss of oil pressure. Pilot recovered. Prototype 'Kahu' single-seater 18 Oct 1974 - Crash near Ohakea caused by loss of pressure. Pilot recovered with broken leg. 23 July 1992 - Fuel-feed problems caused crash on coast of North Island. Pilot recovered. 24 Oct 1989 - Crashed in mid-air collision with NZ6211 during aerobatics practice. Pilot was killed. 24 Oct 1989 - Damaged in collision with NZ6210 during aerobatic practice. Repaired and returned to service 17 Nov 1990. 29 Jan 1986 - Lost canopy in flight. Date unknown - Successfully completed a wheels-up landing after losing a wheel during a touch and go on HMAS Melbourne. 26 Oct 1968 to 17 May 1969 - Deployed to Vietnam on USS Ranger with VA-155. 2 Aug 1969 to 15 Apr 1970 - Served on USS Hancock with VA-212. Same Vietnam deployment as above. 26 Oct 1968 to 17 May 1969 - On USS Ranger Vietnam deployment with VA-155. 2 Aug 1969 to 15 Apr 1970 - Served on USS Hancock with VA-55 during Vietnam deployment. Last A-4F built. 26 Oct 1968 to 17 May 1969 - Deployed to Vietnam with VA-155 on USS Ranger. 2 Jul 1969 - Severely damaged by a wire strike with the USN. 3 Jun 1985 - Rolled over during landing at RAAF Base Townsville while in service for RNZAF. Repaired and returned to service 29 Mar 1990. 5 Feb 1997 - Canopy inadvertently jettisoned during flight. Repaired and returned to service 14 Ju11997. 25 Mar 1981 - Crashed in the Ruahine Ranges. Pilot killed. 23 Mar 1994 - Prototype 'Kahu' two-seat variant damaged in heavy landing. Repaired and returned to service 1 Feb 1995. 14 Sep 1989 - Landed wheels-up after touching down short of the runway threshold and tearing off part of the main landing gear. Repaired and returned to service 12 Mar 1990. 1987 - Flew RNZAF fiftieth anniversary golden colour scheme.

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Examples of the vastly improved A-4K are seen here at NAS Nowra in Australia in current markings. The Kahu retrofit. initiated in the 1980s. put the A-4 on par with the F-16 in the close support/maritime interdiction role. Most of the upgrade focused on avionics and included the installation of an APG-66 derivative radar. Calum Gibson

its Canberras and de Havilland Vampire FB5s. Under consideration was the McDonnell F-4 Phantom II, the Norehrop F-5 Freedom Fighter, and an Australian vel' ion of the French Mirage. Impre sed with the A-4's performance in Vietnam, though, an R ZAF team visited Douglas in April 196 to evaluate the Skyhawk's potential as a strike platform. Impressions were favourable, and a 26 million contract was signed on 3 july 196 for the purchase of ten single-scat and two twoseat kyhawks, both ba ed on the A-4F model. Designated as the A-4K and T A-4K, the baseline A-4Fs were modified along the lines of the Israeli -4H and US Marine Corps -4Ms, with the addition of a 14ft (4.2m) drogue brake chute, an A / IFF mounted in the vertical tabiliser, modified VHF radio, and provisions for the AIM-9 idewinder on two of the five stations. The e were painted a four-colour camounage of shades of green, brown, and grey - the standard T.O-I 14 Asia Minor/SEA cheme. The first A-4K new on 1 ovember 1969, the first T A-4K on 5 December. Test pilots Walter Smith and john Lane were at the respective controls. \X!hile the remaining orders were filled, ten pilots and

forty-eight maintenance staff members trained on the A-4 with VA-44 at NA ecil Field. Interestingly, one of the kyhawks that ew Zealand pilots trained with (BuNo. 155069) was actually purchased by them in their 19 4 acquisition of A-4s from Australia. Delivery of the entire purchase was made in May 1970, with USS O/
px-n

.'

This Kahu A-4 sits with engine running as a groundsman makes final checks. Calum Gibson

168

on [ june. These kyhawks were assigned to 75 quadron at Ohakea, and went on to erve in the close air support, interdiction, anti-shipping, and limited air defence roles, with AIM-9G idewinder missiles. Other weapons included standard Mk 0 series bombs and 2Xin (6.9cm) rockets, and possibly also Sin (12.7cm) Zunis. ew Zealand's initial A-4 purchase was augmented in 19 4 when it acquired ten A-4Gs (eight single and two two- cat) from Australia. They arrived in july 1984. The co t of the purchase was AU 2.2 million Z 40 million. These kyhawks were immediately upgraded to the Kiwi standards by the addition of the drag chute and VHF radios. Following the sale, ustralia and New Zealand reached an accord whereby a small squadron of six -4Ks (with the newly re-established 2 quadron) would be stationed in ustralia at the Royal Australian aval Air Station (RAN S) at owra, ydney. These kyhawks routinely train with Australian F-III sand F/ -I s. The A-4s arc based at Nowra under the Nowra Agreement, which came into being in March 1991

when six A-4s and approximately fifty personnel set up there. The agreeme[)[ called for 1,0 hour per annum to be nown in support of the ustral ian Defence Force (mainly the RA ). This largely consists of training the crews and calibrating the weapons systems of ships just out of refit and new ships such as the A ZAC frigates entering service with the RAN and R Z . The rest of the nying time nown by the squadron (a total of 1,7 hI'S per aircraft) wa available for pilot conversion (all A-4 pilots graduated at 10wra , the final two in September 1999). Initially two, later three TA-4s were based in Australia. The squadron also undertook trials work on new equipment at 10wra. [n 1996, the Enhanced owra Agreement was signed, increasing support nying hours to [,35 hours, including the involvement of No.75 Squadron, and valid until 30 june 2001. [t has since been stated that the same agreement will continue with the F-16s (although nothing has been signed). The ew Zealand anti-nuclear policy has led to the su pension of the A ZU agreement (by the ), and direct exercises between the US and ew Zealand have nor taken place since 1984. On occasion, however, RNZAF A-4s and S / U MC aircraft have 'just happened to bump into each other' over Australia. I am informed that the Kiwis have 'won' a number of these unoffi ial encounters. lew Zealand A-4s often deploy to south-east Asia for exercises under the Five Power Defence Arrangement ( Z, Australia, the K, ingapore and Malay ia). Currently, the main annual exercise i Vanguard, which consists of everal phases. The most recent was winding-up in Malaysia at the time of the recent troubles in East Timor. Submarine exercises in 1997 included Thai-Kiwi (teaching the Thais maritime attack), and Flying Fish (air defence and anti-submarine warfare combined). In 1997, o. 75 quadron was the only unit involved (which included RAF Tornado F.3s, Royal Navy Sea Harriers, Singaporean A-4s, F-5s and F-16s, and Malaysian F-5s, Hawks and MiG-29 'Fulcrums') to achieve a 10 per cent sortie rate. Overseas deployments are supported by a P-3K Orion (at least) as navigation leader and AR support. The tranTasman leg requires topping-up from at least one buddy-tank-equipped A-4 which

ERVICE

A comparison between the pre- and post-Kahu upgrade. The latter incorporates the Ferranti 4510 wideangle HUD and Vintan airborne video recording system. plus an ALR-66 RWR pre-Kahu (top) and post-Kahu (bottom). Troy Campbell

169

ERVICE

SKYIIA\ KS IN FOREIGN ERVICE

The Westinghouse APG-66NZ, a specially modified variant of the radar used by US Air Force F-16s, was added to the A-4K Kahu for an enhanced maritime mode capability. Troy Campbell

then turns back. The leg from Townsville to ingapore is usually supported by RAAF 707 tankers. ources indicate that the new F-16s will be able to make it to Townsville and then Malaysia without AAR, which i good, because they will not be able to use the drogue equipment. Shortly after this purcha e, New Zealand military officials began a sweeping review of their air for e capabilitie and requirement. Particular attention was given to the upgrading of their air defence and strike assets, especially in the maritim and CAS roles. In due course, consideration was given to acquiring US Air Force F-16 Fighting Falcons, US avy F/A-I Hornet, the F-20 Tiger Shark, and the Briti h Aerospace Harrier Mk II. Financial constraints, however led to the eventual decision that a retrofit of the existing twenty-two -4 could provide the same capabilities at a fraction of the cost. This retrofit, concentrating on avionics, navigation, and weapons systems, would ee the A-4K's capabilities match tho e of the F-16 but at 1/ 16th of the cost. Known as Project Kahu (Maori for 'Hawk'), the retrofit began in 19 6 and lasted for five years. Included in this $92 million programme were the complete rewiring, re-winging, and removal of the -F's standard aft avionics hump. For air defence and ground attack, the AN/ PG66NZ ( imilar to the tandard -66, but optimized for maritime mission) was in tailed and the cockpit completely redesigned to give the modern 'glass'

cockpit, with HOTA and a Ferranti 4510 wide-angle H D. A MiI- td 1553 digital data bus and Litton ring la er gyro were also included in the package. The Vinten airborne videotape recording system was installed to enhance surveillance, and countermeasures were enhanced by the addition of the Tracor ALE-39 chaff/flare system and the General Electric ALR-66 RWR. Weapons upgrades gave the kyhawks an AIM-9L, Maverick, and GBU-16 laser-guided bomb delivery capability. The original Mk 12 20mm cannons were retained. Mavericks used by ew Zealand were purchased from Jordanian stocks (apparently the same batch that the U have recently discovered don't work!), AGM-65B Scene Mag TV-guided and AGM-65G IR versions. Before the Kahu programme began, the A-4s were repainted in 'European One' wrap-around camouflage. ILS aerial on the fin and a raked-back aerial behind the cockpit identified those aircraft that went through the programme. The humps, which had alway been empty in R ZAF aircraft except for storage, were removed before the Kahu programme began. More recently, some of the A-4s have been repainted green. The first Kahu Skyhawk flew in June 19 , with the last rejoining active service in March of 1991. Ithough the Kahu upgrade was planned to take the kyhawk well into the 21" century, and a followup Kahu II upgrade had been proposed, plans have recently been announced for

170

the R ZAF to purchase or lease (in two five-year batches with an option to purchase after that) twenty-eight Block 15 OCU F-16s (originally intended for sale to Pakistan) to replace the A-4s. Sources expect this move to save approximately 29 million, with the longer-ranged, antiship mi sile and FUR planned for the Kahu II migrating to the F-16 programme after it enter service in mid-2002. Kahu II was going to include a selfdesignating capability for the LGBs, a new anti-ship missile, and a new ejection seat. Studies into the ejection seat and a lifeof-type study involving an instrumented A-4 had begun when the F-161ea e deal was announced. The I raeli Litening pod has been chosen. The New Zealand government has high hopes of selling the A-4s to another customer. In September 1999, officials stated that consultants Ernst and Young had been contracted to begin a marketing campaign. 'More than fifteen but less than twenty' Asian and outh American countries have had information forwarded to them. The Defen e Minister had said in December 1998 that selling the A-4s would raise Z 50 million, although the ew Zealand Ministry of Defence expects to get much more than that. Flight magazine reported in late eptember 1999 that the Philippines were interested in them.

Singapore Beginning in 1972, the Republic of Singapore Air Force (R AF) purchased forty-seven refurbished A-4s (forty A-4B and sev n T A-4s),which were redesignated as the A-4S and T A-4S respectively. Unlike the U two-seat variants, the Singapore 'T's contained two separate canopies rather than the larger single 'clam-shell' canopy seen on other T A-4s. This was the brain-child of Lockheed Martin Air Services of Ontario, California, who had been awarded the refurbishment contract.

Singapore's TA-4SU is one of the rarer dual-seat Skyhawks. It features two separate canopies, a creation of Lockheed Martin who handled the refurbishing. This TA-4SU is former US Navy BuNo. 142814. Singapore Super Skyhawks feature twin 30mm ADEN cannons, enhanced avionics, and the non-afterburning GE F404GE-l00D 10,800lb (4,905kg) thrust turbofan. Rate-of-climb is said to reach 18,50Oft (5.460ml per minute.

Peter Foster

Central to the Singapore A-4B model upgrade was the ,4001b (3,815kg) thrust Curtis )65-W-20 engine, which provided a 20 per cent improvement in power over the -W -16A. A Iso incorporated were the lift spoilers of the A-4F variant. avigation and communications sy tems were modified with solid-state electronics. Also added were a drag chute and a Ferranti I IS 0-101 lead-computing optical sight. The Mk 12 cannon was replaced with a 30mm Aden cannon. Two additional wing stations and wiring for AIM-9 idewi nder capabil ity were also added. The arrestor hook wa retained for operations on SATS-equipped airfields. Reflecting ingapore's need for compatibility with the remaining Hawker

Hunters in its air force, most of the upgrade equipment was of British, rather than American, origin. AI 0 problematic for the RSAF was an American embargo on sophisticated electronics, that ould otherwise be obtained from Britain or internally. Eight of the A-4Bs were refurbished in the , with the remaining thirty-two reconditioned by Lockheed Air Services, Singapore. Delivery of the initial eight conversions took place at NAS Lemoore on 14 July 1973, where R AF pilot were undergoing training with VA-125. The T A-4 , were al 0 conversions from - B model, with a 27in (68.6cm) plug added. Operationally, these retained that same tacti al capabilities as the single-seaters.

171

Initially, Skyhawk were assigned to two squadrons, No. 142 'Gryphon' in 1974, and No. 143 'Phoenix' in 1975 as an advanced training unit. Both squadrons were based at Tengah. A third kyhawk squadron, o. 145 'Hornets', would later form at T engah, with subsequent purchases of ex- avy A-4Cs in 1982. A few A-4s also flew with the 'Hunter' squadron, No. IAI. ingapore's experience was so positive that an additional seventy airframes were purchased in 1980 and modified to the same A-4S standards as the initial purchase. Only the 2 mm cannon was retained. This purchase, however, con isted of surplus A-4 s, with the straight refuelling probe. An additional sixteen

SKYHAWKS IN FOREIG

SERVICE

A trio of A-4SUs of No. 145 Squadron sit at Kuantan. Notice the camouflage extending to the fuel tanks. Also notable is the windshield wiper. a remnant of the US Navy A-4C. Peter Foster

A-4Bs were also purchased and converted into eight T A-4 . Over the year, ingapore's kyhawk underwent two major upgrades. The first, called Pha e One, and falling under the designation A-4S-I, rook place in 196 and involved re-engining the fleet with the non-afterburning GE F404-GE-1 000. Offering a 27 per cent increase in power, this engine was rated at I ,8 Olb (4,9 Okg) thru t and was considerably more fuel-efficient than its predece sor. This, in turn, brought about an increase in range and a reduction in the man-hours necessary to keep the Skyhawks flying (ten man-hours per fI ight hour). The A-4S-1 first flew on 19 eptember 19 6 and a rotal of forty single-seaters were converted, plus ten dual-sear. Initial deliverie were to o. 143 squadron on I March 19 9. The up-rated engines brought an improvement ro the Skyhawk's performance. Most significantly however, maximum take-off weight was increased by per cent ro 24,50 Ib (I I, I 13kg) and payload increased by 23 per cent to 13,95 Ib (6,32 kg). Rate-of-c1imb increa ed by a phenomenal 131 per cent ro 18,500ft

(5,625m) per minute and thrust CO weight ratio increased from .75 ro l. 2. The added fuel efficiency also increased endurance without external ranks from 3.5 ro 4.3 hours. The second phase of the Singapore upgrade programme began in 1985 and was more avionics-oriented and involved the incorporation of a Maverick missile int rface, a monochrome head-down display with FUR, a GEC Marconi 4150 HUD and a new HOD. The Litron L 93 laser I was added as was a 1553B

Mil standard data bus, the Bendix fI ight data computer and the A /AAS-35 Pave Penny laser tracker pod. This upgrade wa referenced as the A-4 . Visi~ Iy, the A-4S differed by the addition of a large VHF/UHF aerial behind the cockpit and on the nose-wheel door and a longer tailpipe. Production of the uper Skyhawk began in earnest in mid-1987. Six A-4 U were sub equently selected for the R AF's flight demon tration team, the 'Black Knight " when it re-formed in 19 9. Thi became the first unit CO operate the improved uper Skyhawk. o. 145 became operational as an A-4SU squadron on 24 February 1992, with os 142 and 143 receiving them as they became available. A-4 may be fitted with the LA 10 or Alkan Triple-Ejection-Racks (TER ) and can carry the UU-23 2 mm gun pods, -40/A flare dispensers, AGM65B/E Maverick, and SNEB 6 mm rockets. Future upgrades under consideration include addition of laser range-finders and the GE Avionic Atlantic FUR for allweather navigation and targeting. In]uneand]ulyofI99 ,a mallderachment of eighteen Super kyhawks (from the disestablished No. 143 quadron) and

Malaysia purchased several former US Navy A-4C and A-4l airframes and converted them to A-4PTM (Particular to Malaysial standards. adding two additional wing stations (total fivel, an enlarged cockpit canopy (similar to the A-4Ml, and drag chute. Provisions were also included to carry AIM-9 Sidewinder and AGM-65 Maverick weapons. The A-4PTMs were withdrawn from active service in 1994 and replaced by the BAe Hawk Mk 208. Six Malaysian A-4s remained as fleet tankers using the D-704 buddy-store. Peter Foster

approximately 2 maintenance personnel deployed to Cazaux Air Base in France. The pilots underwent advanced jet training, taking advantage of the good weather and excellent training facilities at Cazaux and the M ranges over the t1antic. This deployment followed the signing of the French/ ingapore Defense ooperation and tatus of Forces Agreemenr.

Indonesia The Indonesian A rmed Forces - Air Force (Tentara a ional Indone ia - Angkacon dara or T I-A ) received support in 1979 for the purchase of fourteen A-4E and two T A-4H kyhawks from Israel at a price of 25.8 million. Israel, now looking co reduce its stocks of A-4E Skyhawks, was actively engaged in providing refurbished version of its older aircraft co other third world nations as it modernized it own air fleer. The purchase also reflected the Indonesian decision co re-equip its armed forces with Western technology rath r

One of the Skyhawks sold to Malaysia undergoing refurbishment.

772

than the oviet-provided equipment it had been using before 1974. Indonesia later purchased another sixteen A-4Es directly from the S, although the refurbishing was handled by Indonesia. This 27 million contract came about in late 19 J. The Skyhawk became operational in 19 5 and were as igned ro II and 12 Squadrons based at Iswahyudi (later Ha anuddin) and Pekanbaru. Both units have seen action in anti-guerrilla operations in East Timor and Papua, New Guinea. Two T A-4Js have been under rework by SAFE Air at Woodbourne for the T AU/. They are 154315 and IS 454 ex /DMAFB. It seems this is not a major upgrade but it has caused some fuss because of A-4 use over East Timor.

Malaysia Malaysia signed a 12 million contract on 15 December 19 2 for the purcha e of eighty-eight kyhawks for its air force, the

773

Tentra dara Diraja Malaysia (TUDM). Of these eighty-eight, fifty-four aircraft were ro be single-seat and fourteen twoseat trainers, all with updated avionics and weapons sy tems. Despite the large purchase, only forty of these were actually intended for operational use, with the remainder relegated to pare part cannibalization. Twenty-five of the kyhawk were to come from surplus avy A-4Cs, with sixty-three from the A-4L srocks. At the time of the purchase, all of the earmarked Skyhawks were resting at Davis-Monthan AFB in Arizona with an e timated fourteen years of service life remaining. Due ro problems with the U government, a temporary hold was placed on the sale, with Malaysia receiving only forty of the planned purchase. Once delivered, the T A-4PTMs were assigned numbers M32I - M32-06, with A-4PTM assigned M32-07 - 4 . Modifications were carried out by Grumman Aerospace at their t Augustine plant in Florida. Redesignated as the

SKYI-IAWKS IN FOREIG

SERVICE

SKYHAWKS I 'FOREIGN SERVICE

carriers Foell and Ctemenceau in eptember 1972. Both carriers wer approximately the same size as the US Navy's 'Essex' class, which had successfully operated the kyhawk off of Vietnam. Catapult incompatibility problems oon developed and the tests were can clled. Rather than fix the problem by strengthening and extending the French catapults, a decision was made to purchase the Dassault uper Etendard. ome, however, speculate that the true reason for the decision not Other Foreign Sales to procure the kyhawks was political, in that the French were already operating Considered, But -built F- Crusaders and the presence Not Fulfilled of two foreign aircraft types on a French Several other countries considered the carrier would do little for the morale of the A-4, but for various reasons did not pro- French aviation business. Brazil and Columbia, both of whom ceed to purchase. One of these was France, wanted to upgrade their ageing air forces who initially evaluated the A-4M for its

When operational, these kyhawks will operate from the 19,890 ton carrier Minas Gerais (A-II), formerly the British HMS Vengeance. Intere tingly, this carrier wa built in 1945 and holds the distinction of being the olde t carrier in active service. Current plans are for some level of upgrade to these kyhawks in the early 2000s.

This VMA-214 'Blacksheep' A-4M was used for the French Navy's carrier evaluation in 1973. The Skyhawk lis were not selected by the French, but would have given them a credible strike platform. Stephen H. Miller via Lt Cdr Rick Burgess USN Retd

A-4PTM (Particular To Malaysia), these kyhawks would ee the installation of new wiring and th addition of two new wing stations rated at 1,0001b each. This gave the A-4PTMs an appearance similar to that of the A-4E, but with greater carriage capability. everal 0-704 buddystores were also included in the Malaysian purchase. For the A-4Cs, aft avionics humps were added to complete the A-4L-type upgrade. From an avioni standpoint, an A / AR -118 TACAN was install d as was a Saab RGS-2A lead computing weapons sight, the Lear Seigler altitude heading reference system, and the A /ARC-154 UHF radio. The A-4PTM's cockpit wa also modified to A-4M standards with a 'bubble' canopy. A drag chute was added and the aircraft given AIM-9J and AGM65A capabilities. As with the U avy T A-4 model, the fuselage was stretched by 28in (78cm) to accommodate the TA4PTM's second seat. The first A-4PTM flew in pril 1984, with RMAF pilots undergoing training for

their soon-to-be instructor role shortly thereafter. Flight training was included in the contract. Del iveries to Malaysia commenced in 1985 and were completed in February 1986. Two squadrons were operational with the 0 6' aga' and No.9 'Jebat' quadrons at Kuanton. In 1994, the A-4PTM wa withdrawn from service (ah ad of its planned retirement in 1995) and replaced by the BAe Hawk Mk 208. ix A-4s were retained for in-flight refuelling services.

Brazil The most recent purchaser of A-4s is Brazil, who, in September 1998, received twenty-three kyhawks from Kuwait. Twenty of these are the single-seat A4KU models and three are T A-4K s. Brazi I has redesignated these as the AF-1 and AF-I A for the single-seat and twoseat version respectively, and assigned the erial numbers 11001 - 1020 to the AFI and 1021-N1023 to the AF-IAs.

174

These are called 'Falcoes', which means 'Hawks' in Portuguese. Brazil is reported to have selected the Kuwaiti Scooters because of their relatively low flight time and excellent condition. The particular of the Brazilian purchase date back to December 1997, when a contract wa signed totall ing 3 million. Included in th package w re approximately 65,000 spare parts and nineteen spare J52-P-40 A engines. The Kuwaiti kyhawks were modifi d (essentially overhauled) by Boeing in Kuwait and delivered to Brazil on 5 eptember 199 . After a three-day road trip from port to their new base at aval Air Station ao Pedro d'Aldeia near Rio de Janeiro, the Skyhawk were commis ioned as 1 Esquadro de Avioes de Interceptacao e Ataque (Fighter/Attack quadron One or VFA-l). They were then officially inducted into the Brazilian Navy on 2 October and will be kept in storage until the flight crews complete their training with VT-7 at A Meridian. These A4s becam op rational in September 1999.

175

with the new A-4M, al 0 made inquirie during the mid-to-Iate 1960s. Both gestures were quashed, however, by US concerns over possible instability that might be created in the region as a result of the introduction of the newer generation airframes. Dougla also offered the A-4 to various ATO countries, including Greece, the Netherlands, Italy, and Belgium, to fill the role of a close air support/reconnaissance air raft. The Indian Navy was also a potential buyer. Some of these countries, namely Belgium, and the etherlands would eventually purchase the F- I6 Fighting Falcon. At the time of writing, Bolivia was al 0 considering a purchase of eighteen T A-4Js for its air force, with the ultimate goal of having twelve operational trainers.

21 June 1952 26 July 1952 13 October 1952 February 1954

APPENDIX I

APPE DIX"

Significant Skyhawk Milestones

Variant Specifications and Details

Douglas awarded initial contract

US A-4 Variant Summary

Work begins on preliminary designs for avy authorizes further development X 40-1 rolled out of EI Segundo plant

kyhawk

22 June 1954 14 August 1954 Ocrober 1954 eptember 1955 15 Ocrober 1955

Douglas test pilot R.O. Rahn conducts first Aight in X 40-1 prototype Fir t production A4D-I (A-4A) Aight Authori:ation given to begin work on A4D-2 (A-4B)

26 March 1956 9 eptember 1956 26 Ocrober 1956 November 1956

irst Aight of A40-2 (A-4B) Initial Aeet delivery begins to VA-72 A-4 declared operational

January 1957 eptember 1957 21 August 195 30 July 1959 February 196 July 1961 12 July 1961 December 1962 8 October 1963 July 1964 5 Augu t 1964 30 June J965 19 lay 1966 31 August 1966 I May 1967 June 1967 19 December 196 15 April 1969 21 August 1969 I April 1970 16 April 1971 25 September 1972 September 1973 December 1975 27 February 1979 August 1994 Septem ber J 999

uccessfully complete initial carrier qualifications aboard Ticonderoga Lt Gordon Gray ets world peed record for 5 0 kilometre closed-circuit course at 695.163mph (I,II.7km/h)

First factory-to-Aeet delivery of A4D-I (A4-A) to VA-72 First operational -4 SMC unit - VMA-224 uthority given to proceed with A4D-2 (A-4C) First Aight of A40-2 (A-4C) uthori:ation given to proceed with A-4E 4D-2N (A-4C) become operational 1000,h Skyhawk produced (an 40-2 /A-4 First A-4E Aight A-4E became operational with VA-23 First -4 trans- t1antic Aight Authorization to proceed with T A-4E A-4s from carriers U Ticonderoga and First T A-4E Aight First factory-to-Aeet delivery of T A-4(E)F First Aight of A-4F

Constellation conduct first strikes against

Lt Cdr T.R. wartz becomes first A-4 pilot ro down a MiG Fleet deliveries of A-4F begin Authorization to proceed with T A-4J First factory-to-Aeet T A-4J del ivery First Aight of -4L First Aight of A-4M First delivery of A-4M ro VM

-324

Last Vietnam cruise for A-4 squadrons aboard U Hancock -4F selected for 'Blue Angels' demon tration team Last US A-4 quadran dise tat Ii hed ast -4 delivered, Bu o. 2960

orth Vietnam

A-4F

A-4B

A-4C

A-4E

J65-W-4

J65-W-16A J65-W-20

J65-W-16A J65-W-20

J52-P-6A, 6B J52-P-8A, 8B J52-P-6A, 6B J52-P-6A, 6B J65-W-20 J52-P-8A, 8B J52-P-408 J52-P-8A, 8B J52-P-8A, 8B

J52-P-408

Thrust

7,700

7,700 8,400

7,700 8,400

8,500 9,300

9,300 11,200

8,500 9,300

8,500 9,300

8,400

11,200

Fuselage Fueling Probe Air Refueling Intake Ducts

NO NO FLUSH

YES YES FLUSH

YES YES FLUSH

YES YES SEPARATED

YES YES SEPARATED

YES YES SEPARATED

YES YES SEPARATED

YES YES SEPARATED

YES YES SEPARATED

Upper Avionics Compartment

NO

NO

NO

SOME

YES

NO

NO

YES

YES

AFCS

NO

NO

YES

YES

YES

YES

YES

YES

YES

RADAR

NO

NO

AN/APG-53A AN/APG-53A AN/APG-53A AN/APG-53A NO

AN/APG-53A AN/APG-53A PROVISIONS ONLY

VIDED IP-936/AXQ

NO

NO

NO

NAVIGATIDN COMPUTER

NONE

LABS CP-741/A

PROVo ONLY

TA-4J

A-4L

SOME

NO

PROVo ONLY

AN/ASN-19A AN/ASN-19A AN/ASN-19A AN/ASN-41 (EARLY A-4E) AN/ASN-41

AN/ASN-41

PROVo ONLY

AN/ASN-19A AN/ASN-41 PROVISIONS ONLY

AERO 18B

AERO 18B

AN/AJB-3

AN/AJB-3 AN/AJB-3A

AN/AJB-3A

AN/AJB-3A

PROVo ONLY (WIRING)

AN/AJB-3A

AN/AJB-3A

NO

NO

NO

YES

YES

YES

PROVo ONLY

YES

YES

PROVo ONLY

OXYGEN SYSTEM

5 LITRE

5 LITRE

10 LITRE

10 LITRE

10 LITRE

10 LITRE

10 LITRE

10 LITRE

10 LITRE

EXTENDABLE CONTROL STICK

YES

YES

NO

NO

NO

NO

NO

NO

NO

1 PROBE 2 PROBE YES

1 PROBE 2 PROBE YES

1 PROBE 6 PROBE YES

1 PROBE 6 PROBE YES

1 PROBE 6 PROBE YES

1 PRO BEE 6 PROB YES

1 PROBE 6 PROBE YES

1 PROBE 6 PROBE YES

1 PROBE 6 PROBE YES

FUSELAGE FUEL CELL CAPACITY

1600lb

1600lb

1600lb

1600lb

1600lb

700lb

700lb

1600lb

1600lb

ELEVATOR

BOOSTED

POWERED

POWERED

POWERED

POWERED

POWERED

POWERED

POWERED

POWERED

YES

NO

NO

NO

NO

NO

NO

NO

NO

YES

YES

NO

NO

NO

YES

NO

NO

NO

NO

YES

YES

YES

NO

YES

3

3

3

5

5

FUEL GAUGING Fuselage Wing Drop Tanks

ttl

STABILIZER TRIM 12 Degrees Noseup 1 Degree Nosedown 11 Degrees Noseup 1 Degree Nosedown 121. Degrees Noseup 1 Degree Nosedown WING STATIONS

NO

Last operational USMC Reserve A-4 (VMA-131)retired VT-7 says goodbye to TA-4J in TRACOM

176

PROVo ONLY

TA-4F

A-4M tt

A-4A Engine

177

YES NO

5

3

VARIANT SPECIFICATIONS A 0 DETAILS

VARIANT SPECIFICATIONS A '0 DETAILS

US A-4 Variant Summary (continued)

EJECTION SEAT

Foreign A-4 Variant Summary A-4B

A-4C

A-4E

A-4F

TA-4F

TA-4J

A-4L

A-4M

ESCAPAC 1

ESCAPAC 1 STENCEL MOO

ESCAPAC 1 STENCEL MOO

ESCAPAC 1 STENCEL MOD

ESCAPAC IC 3

ESCAPAC 1C-3

ESCAPAC 1C-3 1F-3

ESCAPAC 1 STENCEL MOD

ESCAPAC 1C-3 1F-3

NOSEWHEEL STEERING

NO

NO

NO

NO

YES

YES

YES

NO

YES

SPOILERS

NO

NO

NO

NOt

YES

YES

YES

YES

YES

DRAG CHUTE

NO

NO

NO

NO

NO

NO

NO

NO

YES

COMMUNICATIONS

RT-355/ RT-355/ RT-355/* RT-355/* AN/ARC-51 A AN/ARC 51A AN/ARC-51A ASQ-17 ASQ-17 ASQ-17 ASQ-17 AN/ARR-69 AN/ARR-69 AN/ARR-69 (AN/ARC-27A) (AN/ARC-27A) (AN/ARC-27A) (AN/ARC-27A)

RADAR IDENTIFICATION (IFF) APC AN/ASN-54 DOPPLER AN/APN-153

tt

A-4A

AN/ARC-51 A AN/ARC-51 A AN/ARR-69 AN/ARR-69 AN/ARR-114 (VHF-FM)

RT-354/ RT-354/ RT-354/* RT-354/ AN/APX-64(V) AN/APX-64(V) AN/APX-64(V) AN/APX-64(V) AN/APX-72(V) (AN/APX-6B) (AN/APX-6B) (AN/APX-6B) (AN/APX-6BI* AN/APX-72 ASQ-17 ASQ-17 ASQ-17 ASQ-17 NO

NO

NO NO

YES NO

YES

YES

SOME

YES

TA-4G

A-4G

J-65-W-20

J-65-W-20

J52-P-8A, 8B

9,300

9,300

11,200

8,400

8,400

9,300

Fuselage Fueling Probe Air Refueling Intake Ducts

YES YES SEPARATED

YES YES SEPARATED

YES YES SEPARATED

YES YES SEPARATED

YES YES SEPARATED

YES YES SEPARATED

YES NO FLUSH

YES

YES YES SEPARATED

Upper Avionics Compartment

NO

PROVISIONS NO ONLY

YES

NO

YES

NO

NO

PROVISIONS ONLY

AFCS

YES

YES

YES

YES

YES

NO

NO

YES

RADAR

AN/APG-53A AN/APG-53A AN/APG-53A AN/APG-53A AN/APG-53A AN/APQ-145

NO

NO

AN/APG-53A

VIDEO IP-936/AXQ

NO

NO

NO

NO

PROV ONLY

NO

NO

NO

NAVIGATION COMPUTER

AN/ASN-41

AN/ASN-41

YES

NO FLUSH

PROVISIONS PROVISIONS YES ONLY ONLY

PROVISIONS ONLY

AN/ASN-41

AN/ANS-41

AN/ASN-41

AN/ASN-41

AN/ASN-19A AN/ASN-19A AN/ASN-41

LABS

PROVo ONLY (WIRING)

PROVo ONLY

NO

NO

NO

PROVISIONS ONLY

PROVo ONLY (WIRING)

PROVo ONLY

YES

PROVo ONLY (WIRING)

PROVo ONLY (WIRINGI

CP-741/A

NO

NO

NO

PROVo ONLY

OXYGEN SYSTEM

10 LITRE

HI PRESSURE HI PRESSURE 10 LITRE GASEOUS GASEOUS

EXTENDABLE CONTROL STICK

NO

NO

NO

1 PROBE 6 PROBE YES

1 PROBE 6 PROBE YES

PROVISIONS NO ONLY

PROVo ONLY

NO

NO

NO

NO

10 LITRE

10 LITRE

5 LITRE

5 LITRE

10 LITRE

NO

NO

NO

YES

YES

NO

1 PROBE 6 PROBE YES

1 PROBE 6 PROBE YES

1 PROBE 6 PROBE YES

1 PROBE 6 PROBE YES

1 PROBE 2 PROBE YES

1 PROBE 2 PROBE YES

1 PROBE 6 PROBE YES

1600lb

700lb

1600lb

700lb

1600lb

1600lb

1600lb

1600lb

POWERED

POWERED

POWERED

POWERED

POWERED

POWERED

POWERED

POWERED

POWERED

NO

NO

NO

NO

NO

NO

NO

NO

NO

NO

NO

NO

NO

NO

NO

YES

YES

NO

YES

YES

YES

YES

YES

YES

NO

NO

YES

3

3

EJECTION SEAT

ESCAPAC 1C-3

ESCAPAC 1C-3

ESCAPAC 1C-3

ESCAPAC 1C-3

ESCAPAC 1C-3

ESCAPAC 1C-3

ESCAPAC 1 STENCEL MOD

ESCAPAC 1 STENCEL MOD

ESCAPAC 1C-3

NO

NO

NO

NO

JATO

NO

NO

SOME SOME PARTIAL PARTIAL PARTIAL SOME COMPLETE PROVISIONS PROVISIONS PROVISIONS PROVISIONS PROVISIONS PROVISIONS PROVISIONS ONLY ONLY ONLY

FUSELAGE FUEL CELL CAPACITY

700lb

ELEVATOR

AN/ARA-50

NO

AN/ARA-50

NO

AN/ARA-50

NO

FUEL GAUGING Fuselage Wing Drop Tanks

RADAR ALTIMETER

NO

AN APN-141

AN/APN-141

AIMS

NO

NO

PROVISIONS* PROVISIONS* PARTIAL PARTIAL PARTIAL PROVISIONS PROVISIONS AFC-482 AFC-482 PROVISIONS PROVISIONS PROVISIONS AFC-482 ONLY

ECM

NO

NO

PROVISIONS PROVISIONS PROVISIONS SOME ONLY ONLY ONLY

NO

PROVISIONS PROVISIONS ONLY ONLY

SPECIAL WEAPON

YES

YES

YES

YES

YES

YES

NO

YES

YES

STABILIZER TRIM 12 Degrees Noseup 1 degree Nosedown 11 Degrees Noseup 1 Degree Nosedown 121. Degrees Noseup 1 Degree Nosedown

SIDEWINDER

NO

NO

SOME AFC-203A

NO

TWO

NO

NO

SOME AFC-203A

NO

WING STATIONS

AN/APN-141

AN/APN-141

STATION BY AFC

AN/APN-141

AN/APN-141 AN/APN 194

BULLPUP

NO

PROVISIONS PROVISIONS PROVISIONS PROVISIONS PROVISIONS NO ONLY ONLY ONLY ONLY ONLY

PROVISIONS PROVISIONS ONLY ONLY

GCBS

NO

SOME PROVISIONS PROVISIONS PROVISIONS PROVISIONS NO PROVISIONS ONLY ONLY ONLY ONLY ONLY

PROVISIONS YES ONLY

SHRIKE

NO

NO

LIMITED SHRIKE

YES

WALLEYE

NO

NO

NO

PROVISIONS PROVISIONS PROVISIONS NO ONLY ONLY ONLY/SOME

PROVISIONS PROVISIONS ONLY ONLY

GUNS

20 MM 200 RDS

20MM 200RDS

20 MM 200 RDS

20 MM 200 RDS

20MM 200 RDS

YES

20 MM 200 RDS

PROVISIONS YES ONLY

20MM 200 RDS

* AFC 482 UPDATES A-4C/E AVIONICS TO A-4F CONFIGURATIONS I AFC 442 INC SPOILERS It The OA-4M was similar except for certain communications gear: ARC-159, KY-28 secure voice. subsequent modules were tandems.

178

A-4Q ARG Navy

9,300

ILS

20 MM 200 RDS

A-4P ARG AF

9,300

AN/ARA-50

YES

A-4N

J52-P-8A, 8B J52-P-8A, 8B J52-P-8A, 8B J52-P-8A, 8B J52-P-8A, 8B J52-P-408

AM-l260/ AM 1260/ AM-l260/* AM 1260/* AN/ARA-50 ASQ-17 ASQ-17 ASQ-17 ASQ-17 (AN-ARA-25) (AN/ARA-25) (AN/ARA-25) (AN/ARA-25)

AN/APN-141

TA-4K

9,300

ADF

AN/APN-141

A-4K

Thrust

AN/ARN-210 AN/ARN-210 AN/ARN-21 D* AN/ARN-21 D* AN/ARN-52(V) AN/ARN-52(VI AN/ARN-52(V) (EARLY A-4E) AN/ARN-84 AN/ARN-52(V) AN/ARN-52(VI ARN-52(V) AN/ARN-84

AN/ARA-63

TA-4H

Engine

TACAN

NO

A-4H

Itt

YES

20MM 400 RDS

Only the A4-A had single aileron all

Itl

5

NOSEWHEEL STEERING

YES

YES

YES

YES

YES

YES

NO

NO

YES

SPOILERS

YES

YES

YES

YES

YES

YES

YES

YES

YES

DRAG CHUTE

NO

YES

YES

YES

YES

YES

NO

NO

NO

COMMUNICATIONS

AN/ARC-51A AN/ARR-69

DUAL AN/ARC-51A AN/ARR-69

DUAL AN/ARC-51A AN/ARR-69

AN/ARC-51A AN/ARC-115 (VHF-AM) AN/ARR-69

AN/ARC-51A AN/ARC-115 (VHF-AM) AN/ARR-69

DUAL ARC-109 UHF ARC-109 UHF AN/ARC-51A AN/ARC-51A 618M-2D VHF 618M-2D VHF AN/ARR-69 AN/ARR-69

RADAR IDENTIFICATION (IFF)

AN/APX-64(V) AN/APX-46

AN/APX-46

AN/APX-72(V) AN/APX-72(VI AN/APX-72(V) AN APX-72

APC AN/ASN-54

NO

NO

NO

NO

NO

NO

DOPPLER AN/APN-153

YES

YES

YES

YES

YES

YES

TACAN

AN/ARN-52(V) NO

NO

AN/ARN-52(V) AN/ARN-52(V) NO

179

AN APX-72

AN/APX-64(V)

NO

NO

NO

NO

NO

YES

AN/ARN-21D AN/ARN-21 D AN/ARN-52(V)

VARIANT SPECIFICATIONS A 'D DETAILS

Foreign A-4 Variant Summary (continued)

ADF

TA-4G

A-4H

TA-4H

A-4K

TA-4K

A-4N

A-4P ARG AF

A-4Q ARG Navy

A-4G

AN/ARA-50

AN/ARA-50

AN/ARA-50

AN/ARA-50

AN/ARA-50

AN/ARA-50

DFA-73

DF-203

AN/ARA-50

NO

NO

NO

NO

NO

51RV-1

51RV-1

NO

NO

PARTIAL PROVISIONS

ILS

NO

JATO

PARTIAL PARTIAL PARTIAL PARTIAL PARTIAL PARTIAL NO PROVISIONS PROVISIONS PROVISIONS PROVISIONS PROVISIONS PROVISIONS

RADAR ALTIMETER

AN/APN-141

AN/APN-141

AN/APN-141

AN/APN-141

AN/APN-141

AN/APN-194

AIMS

NO

NO

NO

NO

NO

PROVISIONS NO EXCEPT KIT/T SEC

NO

NO

ECM

NO

NO

NO

PROVISIONS NO ONLY

PROVISIONS NO ONLY

NO

NO

NO

NO

APPE DIX III

A-4 Production History

PROVISIONS PROVISIONS AN/APN-114 ONLY ONLY

A-4 Skyhawks were manufactured by Douglas Aircraft Company (a division of McDonnell Douglas, now Boeing) at the EI Segundo and Long Beach, California plants. A total of 2,960 A-4s were built in seventeen different models over a production span of twenty-five years. Of those 2,960, 555 were produced as two-seat models, and 277 were original-builds for foreign countries. The list below is a best estimate based on numerous Douglas and Grumman documents, and lists compiled by others.

SPECIAL WEAPON

NO

NO

NO

NO

NO

NO

NO

SIDEWINDER

FOUR STATIONS

FOUR STATIONS

FOUR STATIONS

TWO STATIONS

NO

FOUR STATIONS

PROVISIONS PROVISIONS FOUR ONLY ONLY STATIONS

BULLPUP

PROVISIONS NO ONLY

NO

PROVISIONS PROVISIONS PROVISIONS NO ONLY ONLY ONLY

NO

PROVISIONS ONLY

US NAVY AND MARINE CORPS PRODUCTION

GCBS

NO

NO

NO

NO

NO

NO

NO

NO

Model

SHRIKE

NO

NO

NO

PROVISIONS PROVISIONS YES ONLY ONLY

NO

NO

NO

XA4D-1

WALLEYE

NO

NO

NO

NO

NO

YES

NO

NO

NO

GUNS

20MM 200ROS

20MM 200RDS 30MM 300RDS

20MM 200 ROS

20MM 200 ROS

20MM 200 RDS

30MM 300 RDS

20 MM 200 RDS

20 MM 200 RDS

20MM 200 RDS

NO

11

The OA-4M was similar except for the following communications gear:

111

19 52 94 165

A4D-2 (later redesignated A-4Bl

60 8 280 194 -542

Only the -A had single aileron all subsequent modules were

A4D-3 A4D-2N (later redesignated A-4C)

Bureau Numbers 137812

A4D-1 (later redesignated A-4Al

* AFC 482 UPDATES A-4C/E AVIONICS TO A-4F CONFIGURATION I AFC 442 INC SPOILERS tandems.

Number

137813 to 137831 139919 to 139970 142142 to 142235

142082 142416 142674 144868

to to to to

142141 142423 142953 145061

145147 to 145156 cancelled 85 0 181 14 178 160 20 638

145062 146460 147669 148304 148435 149487 150581

to to to to to to to

145146 146693 cancelled 147849 148317 148612 149646 150600

2 20 180 180 0 118 500

148613 149647 149959 151022 151202 151984

to to to to to to

148614 149666 150138 151201 151261 cancelled 152101

A4D-4 (cancelled) A4D-5 (later redesignated A-4E)

A4D-6 (VAL competition proposal - cancelled)

780

787

A-4 PRODUCTIO

HISTORY

A-4 PRODUCTION HISTORY

Model

Number

Bureau Numbers

Model

Number

Bureau Numbers

A-4F

1 46 100 146 + 1 conversion

152101 (converted from A-4E) 154172 to 154217 154970 to 155069

A-4M

2 49 24 20 4 13 24 24 158 + 2 conversions

155042, 155049 (converted from A-4Fs) 158148 to 158196 158412 to 158435 159470 to 159489 159490 to 159493 159778 to 159790 160022 to 160045 160241 to 160264

TA-4E (later converted to TA-4Fs)

TA-4F

TA-4J (159 TA-4Js were converted from TA-4Fs - see below)

2 33 31 73 57 44 1 241 + 2 conversions

1

48 60 75 75 12

6

152102 to 152103

152846 153660 153459 154287 154614 155071

155070 155072 156891 158073 158453 158712 159090

to to to to to

152878 153690 153531 154343 154657

to to to to to to

155119 156950 158147 158527 158723 159104

OA-4M (23 conversions from TA-4Fsl

152856, 153527, 154306, 154335, 154624, 154638,

A-4A to TA-4A (known redesignations)

137813, 142149

145065, 145076, 145077, 145078, 145092, 145101, 145103,145114,145117,145119,145121,145122, 145128,145133,145141,147669,147671,147690, 147703,147706,147708,147717,147723,147727, 147736,147750,147754,147761,147768,147772, 147780,147782,147787,147793,147796,147798, 147802, 147807, 147815, 147825, 147827, 147836, 147843, 148306, 148307, 148316, 148436, 148446, 148453, 148479, 148487, 148490, 148498, 148505, 148530, 148538, 148555. 148578, 148581. 148586, 148588,148600,148602.148611,149497.149500, 149502. 149506, 149508. 149516, 149518, 149531, 149532, 149536, 149539, 149540. 149551, 149555, 149556,149569,149573,149579,149583,149591, 149593, 149595. 149604, 149607, 149608, 149620, 149623, 149626. 149630, 149633, 149635, 149640, 149646, 150586, 150593, 150598

182

153510, 154294, 154333, 154623, 154633,

142103.142111-113.142116,142118,142121-122, 142125, 142131, 142141.142220,142676.142679.142682-683,142687. 142709, 142717, 142726.142735.142741.142745-746,142764,142768. 142772, 142777, 142783,142788.142790.142800.142807,142809, 142815, 142818-819, 142821,142825.142829,142833-834,142837 (from NA-4B to TA-4Bl. 142842, 142849, 142865, 142868-869, 142873-874. 142876-877, 142879, 142881, 142890, 142892, 142895, 142897, 142900. 142905, 142908, 142913, 142920, 142922, 142929-930. 142934. 142937, 142942. 142946, 142948, 142953, 144870, 144872, 144874-875, 144878, 144882, 144884, 144889.144894,144901.144903,144913-915, 144917-919, 144924-926, 144929-930, 144932-933, 144937, 144940, 144943, 144947-948, 144954, 144956, 144964, 144966-967, 144972, 144974, 144983, 144985-986, 144988, 144994-996, 145000-001, 145004, 145008, 145010, 145012-013, 145022, 154024-025, 145029-031, 145033, 145035, 145038, 145047, 145050,145057,145059,145061

TA-4J conversions from TA-4F (These TA-4Fs were modified to the TA-4J configuration by removal of much of the weapons-orientated system.)

A-4L (100 conversions from A-4Csl

153507, 153531, 154328, 154340, 154630, 154651

A-4Bs to TA-4B (known redesignationsl

277

152103, 152847-850, 152853-855, 152858-859, 152861-864, 152867-868, 152870-872, 152875, 152878, 153409, 153460-469, 153471, 153473-479, 153482, 153486, 153490, 153492, 153495-498, 153500, 153502, 153512-513, 153515-518, 153521-522, 153524-526, 153528, 153530, 153661-664, 153667, 153669-672, 153674-681, 153683-685, 153687-690, 154287-293, 154295-300, 154303, 154305, 154310, 154312-315, 154317-319, 154322-323, 154327, 154330, 154332, 154338, 154341-343, 154614-619, 154626, 154631-632, 154634-636, 154649-650, 154653, 154656-657, 155072-095

152874, 153529, 154307, 154336, 154628, 154645,

EA-4F Electronic Aggressors

4

152852, 152869, 153481, 154655

A-4C proposed for US Army

2

148483, 148490

Blue Angels

8

Initial A-4Fs: 154176, 154177. 154179, 154975. 154983, 154984, 154986, 155029 Replacements: 154202, 154973, 155033. 155056. 154172. 154180. 154211.154217.154992,155000 TA-4J: 158722 Temporary: 153667. 153477, 1581 07

10

Miscellaneous BuNos

NA-4B 142837; NA-4C 145062/145063; NA-4E 148613/148614/150050; NA-4F 152101; YA-4F 150050; NTA-4F 152102,155049, NTA-4J 154332; NA-4M 155042, 155049.

183

A-4 PRODUCTION HISTORY

FOREIGN PRODUCTION/CONVERSIONS Model

A-4G

Model Number

Australia (Air Force)

8 2 1

Conversions from A-4Fs

A-4 PRODUCTION HISTORY

5

Bureau Numbers

154903 to 154910 155051 to 155052 155055 155060 to 155064

Number

Additional designated Malaysian purchases not delivered

48

145064,145131,147673,147675, 147696, 147722, 147726, 148500, 148502, 148509, 148573, 148575, 148576,148593,148597,149547, 149550, 149575, 149580, 149581, 149595, 149606, 149636, 150581, 150592 145076, 145128, 147669, 147671,147690,147754,147761, 147768,147793,147798,147815,147836,148307,148316,148446, 148581,148602,149500,149502,149540,149555, 149591, 149604, 149620

16

TA-4G Australia (Air Force)

2 2

154647 to 154648 154911 to 154912

4

A-4H

Israel (Air Force)

48 34

8

155242 to 155289 157395 to 157428 157918 to 157925

A-4SU

Singapore

38

142101,142119,142125,142131,142711,142746, 142751,142770,142771,142744/142774,142800, 142819, 142832,142840, 142850, 142870, 142876, 142882, 142908, 142942, 144874, 144926, 144971,144974,144980,145013, 145030, 145038, 145046, 145056, 145059,145110,147779,148521, 148526, 148603, 149498, 149537

TA-4S

Singapore

8

A-4P

Argentina lAir Force)

144979, 144894, 145021, 145043, 145047, 147742, 148525, 148483 142090,142098,142099,142102, 142104,142108, 142109,142110, 142110,142128,142129,142136, 142139,142171,142416,142421, 142684,142688, 142694,142701, 142728,142734,142736,142747, 142748,142749,142752,142757, 142760,142762, 142765,142773, 142784,142788,142796,142799, 142803,142830, 142838, 142855, 142859, 142862, 142866, 142883, 142893,142901, 142902, 142910, 142911, 142914

90

TA-4H Israel (Air Force)

A-4K

New Zealand (Air Force) Conversions from former Australian A-4Gs

6 4 11 4 25

10

8

157429 157926 159546 159795

to to to to

157434 157929 159556 159798

50

157904 to 157913 154903 to 154905, 154908, 155052,155061,155063,155069

18

TA-4K New Zealand (Air Force) Conversions from former Australian A-4Gs

4

157914 to 157917

2

154911, 15491 2

6 A-4KU

Kuwait (Air Force)

Conversions from A4D2N

30

160180 to 160209

6

160210 to 160215

Bureau Numbers

25

147714, 148438, 149526, 149618, 148562, 148435, 148452, 148612, 147747, 148450, 148517, 14776~ 150595,149564,148531,147806,147830,148556, 148533,149642,147741,149514,148467,148559,149585

75 TA-4KU Kuwait (Air Force)

A-4N

Israel (Air Force)

A-4PTM Malaysia

Conversions from A-4L

18 18 24 12 26 19 117

158726 159035 159075 159515 159799 159527

to to to to to to

158743 159052 159098 159526 159824 159545

8

145119,145141,148555,148588, 148611,149531,149626,154121

32

145065, 145078, 145092, 145101, 145103,145114,147703,147706, 147736,147780,147782,147796, 147798,147802,147807,147827, 148306,148436,148479,149497, 149506, 149518, 149536, 149551, 149753, 149583, 149594, 149607, 149608, 149630, 149633, 150593

184

A-4s bought as spares:

4

A-4Q Argentina (Navy)

16

144872, 144882, 144895, 144915, 144929, 144963, 144983,144988,144989,145001,145004,145010, 1450125, 14505~ 14503~ 145061

A-4Ms bought as spares

36

158161,158165,158167,158171,158417,158419, 158423, 158426, 158428, 158178, 158193, 158413, 158414,158429,159470,159471,159472, 159473, 159475, 159478, 159483, 159486, 159487, 159493, 159778, 159780, 159783, 160025, 160029, 160032, 160035, 160039, 16004~ 160042, 160043, 160045

OA-4Ms were also bought as spares

5

14489~

144932, 145017, 145053

153531, 154294, 154328, 154645, 154651

A-4Ms

158170, 158184

OA-4Ms - stored at AMARC and designated for Argentina.

152874, 154306

185

A-4 SQUADRONS

APPENDIX IV

A-4 Squadrons US Navy

US Marine Corps

FLEET SQUADRONS

RESERVE SQUADRONS

COMPOSITE SQUADRONS

REGULAR

VA-12 VA-15 VA-22 VA-23 VA-34 VA-36 VA-43 VA-44 VA-45 VA-46 VA-55 VA-56 VA-64 VA-66 VA-72 VA-76 VA-Bl VA-B3 VA-86 VA-93 VA-94 VA-95 VA-l06 VA-112 VA-113 VA-125 VA-126 VA-l27 VA-133 VA-134 VA-144 VA-146 VA-152 VA-153 VA-155 VA-163 VA-164 VA-l72 VA-192 VA-195 VA-212 VA-216

VA-203 VA-204 VA-205 VA-209 VA-21 0 VA-303 VA-202 VA-304 VA-305 VA-776 VA-B31 VA-B73 VA-B76 VSF-76 VSF-B6

VC-l VC-2 VC-5 VC-7 VC-B VC-l0 VC-12 VC-13

VMA-112 VMA-113 VMA-211 VMA-212 VMA-214 VMA-223 VMA-224 VMA-225 VMA-242 VMA-311 VMA-322 VMA-324 VMA-331 VMA-332 VMA-343

Flying Ubangis Valions Fighting Redcocks Black Knights Blue Blasters Road Runners Challengers Hornets Blackbirds Clansmen War Horses Champions Black Lancers Waldomen Blue Hawks Fighting Spirits Sunliners Rampagers Sidewinders Blue Blazers Mighty Shrikes Green Lizards Gladiators Bombing Broncos Stingers Rough Raiders Bandits Royal Blues Blue Knights Scorpions Roadrunners Blue Diamonds Mavericks Blue Tail Flies Silver Foxes Saints Ghost Riders Blue Bolts Golden Dragons Dambusters Rampart Raiders Black Diamonds

I-RAG EC-RAG I-RAG

Blue Dolpins Terci Pel os Green Falcons Air Barons Golden Hawks Firebirds Lobos

ADVERSARY SQUADRONS

Saints Gators

ANTI-SUBMARINE FIGHTER SQUADRONS VSF-l VSF-3

Warhawks Chessmen

TRAINING COMMAND SQUADRONS WC RAG I-RAG I-RAG

CNATRA Chief of Naval Training

VF-43 VF-126 VF-127 VFC-12 VFC-13 VF-l01KW VF-171KW

(Training Wing Two) Fighting Redhawks Golden Eagles Professionals

TW-3 (Training Wing Three) VT-24 Bobcats VT-25 Cougars TW-6 (Training Wing Six) VT-4 VT-86 Sabre Hawks NAS Pensacola, T, '23X'

786

Challengers Fighting Sea hawks Desert Bogies Fighting Omars Saints Grim Reapers

Cowboys Wake Island Avengers Devil Cats Black Sheep Bulldogs Bengals Vikings Tomcats Game Cocks Vagabonds Bumblebees

VMA-121 VMA-124 VMA-131 VMA-133 VMA-134 VMA-142

Green Knights Bantam Bombers Diamondbacks Dragons Skyhawks Flying Gators

TRAINING SQUADRONS VMTNMAT-l02 VMTNMAT-l03 VMTNMAT-203

Hawks

disestablished before converted to A-4

VMA-533 VMA-543

FLIGHT DEMONSTRATION TEAM 'Blue Angels'

ELECTRONIC AGGRESSORS VAQ-33

TW-l (Training Wing One) VT-7 Eagles TW-2 VT-21 VT-22 VT-23

Unique Antiquers/Blue Ali Usus Ubiques/Blue Falcons Checkertails Tally-Hoers Fireballers Proud Pelicans (at Gitmo) Fighting Omars Saints

RESERVE SQUADRONS

Firebirds

OTHER RVAH-3

Sea Dragons, Albany, GA

RAW (RESERVE AIR WING) RAW-67 RAW-70 RAW-74 RAW-81 RAW-82 RAW-87

NAS NAS NAS NAS NAS NAS

Atlanta, GA Dallas, TX Jacksonville, FL Minneapolis, MN New Orleans Alameda, CA

'7B' '7D' '6F' '7E' '7X' '6G'

787

HEADQUARTER/MAINTENANCE SQUADRONS/MALS H&MS-ll H&MS-12 H&MS-13 H&MS-15 H&MS-24 H&MS-31 H&MS-32 H&MS-33 H&MS-37 H&MS-42 H&MS-49

Outlaws Angels Aggressors Bulldogs

Notes I. 2.

Interview, Capt. Otto E. Krueger, (Ret.), 4 October 1999. Hallion, Richard 1'., The / aval Air War in Korea, p. 20 I.

49. 50.

51.

3.

Ibid

4.

Douglas Aircraft Division, Hiswry of the avy's Skyhatvks, p. 44, ( en'ice Infonnation Summary Jan-Feb 1963), quoting from Rahn Flight Log. Interview, Capt Otto E. Krueger, S (Ret.), 4 Octoher 1999.

55.

6. 7.

Ibid Ibid

56.

8.

Letter, Capt Walter E. Ohlrich, Jr., SN (Ret.), 4 October 1999. Interview, Capt Otto E. Krueger, USN (Ret.),4 October 1999.

5.

9.

10. II. 12. 13.

14. 15. 16. 17. I. 19.

20. 2 I. 22.

Ibid Ibid Ibid Ibid Ibid Ibid Ibid Chinnery, Philip D. FilII Throltle, p. II t. Martin's Paperback, 1988. Ibid ;H p. I 19. Interview, Capt Otto E. Krueger, SN (Ret.), 4 October 1999. Letter, Capt Thomas Mariner, U N (Ret.), Ocroher 1999. Interview, Capt Bob Arnold, (Ret.), II Ocroher 1999. Interview, Vice Admiral Anthony A. Less, 5 Ocrober 1999.

23. 24. 25. 26.

Ibid Ibid Ibid Ibid

27.

Kilduff, Perer, Douglas A-4 Skyhatvk, p. 39 (Osprey A ir Combat Serie", 1983) (quoted with permission of Osprey Press). Nichols, John B. and Barett Tillman. On Yankee StOlion: The No<'ai Air War Over Viel11am, p. 3, (Naval Institute Press, 1992). Foster, Capt Wynn F. Ca/nain /-look, p. 39 (Naval Institute Press, 1992). United Srates Naval Operations, Highlights, Fehruary 1966, p. 3. New York Times, 8 April 1971. Levinson, Jeffrey L., AI{rha Strike Viel11am,The Na"y'.1 Air War, 1'.75 (Presidio Press, 1989). Interview, Capt Boh Arnold, U N (Ret.), II Ocroher 1999. Levimon, at p. 80. Ibid at p. 71 Interview, Capt. Otto E. Krueger, US (Ret.), 4 Ocroher 1999. Interview, Capt Bob Arnold, US (Ret.), II Ocmber 1999. Interview, Capt. Otto E. Krueger, U (Ret.), 4 Octoher 1999. United tates aval Operations, Highlight" January 1966, p. I . Ibid at p. II etv York Times, April 1971. (Ret.), II Interview, Capt Bob Arnold, U Ocmber 1999.

2.

29. 30. 31.

32. 33. 34.

35. 36. 37. 3. 39.

4. 41. 42.

43. 44. 45. 46.

Ibid Ibid Ibid Ibid

47.

Letter, Harrison 13. Southworth, 10 December 1999. Foster, Capt Wynn F. Ca{rrain /-look, p. 168

48.

52. 53. 54.

57. 58.

59 60.

61. 62. 63 64.

( aval Institute Pres, 1992). Ibid at PI'. 60-61. Smith, John T, Rolling Thunder: The Strategic Bombing Campaign, onh Viernam, 19651968, p. 2 3 (Air Research Group, 1994). Letter, Vice-Admiral Paul Peck, U N (Ret.), 10 December 1999. Levinson, at p. 51. Levinson, at p. 2. Cagle, Vice Admiral Malcom W. Task Force 77 in Action Off Viel11am, p. 97. aval Institute Proceeding" May 1972. Kilduff, Peter. Douglas A-4 Sk)'hatvk, p. 104 (Osprey Air Comhat cries, 1983). Ibid at p. 108-109. Ibid at p. 109. Interviews, Col. John Caldas, USMC (Ret.), Aug-Sept 1999.

Ibid Ibid Ibid Ibid Ibid Skyhawk Association

ewsletter, spring 1997.

Bibliography

us

Lawson, R.L. (cd.), The /-liswry of o<'al Air Power (The Military Press, 1985) a,'y's Air Levinson, J., Alfa Strike Viernam, The l\'lar, 196410 1973 (Presidio Press, 19 9) Love, R.W., The /-liSW1)' of the US / avy: Vol. II 1942 - 1991 (Stackpole Books, 1992) Marolds, E.J., Carrier Operations: The Viel11am War. (Bantam Books 19 7) Mersky, 1'.13. Pol mar, ., The aval l\'lar in Viel11am (Kensington Books, 19 I) Mersky, 1'.13., U.S. Marine Corl>s A"iation, 19/210 the Prese," ( autical and Aviation Puhlishing, 1997) lichols, j.B. & Barrett T, On Yankee Srati01]; The Naml Air l'(Iar over Viel11am (Navallnstiture Press, 1987) Peacock, L., A-4 SkyllQwk (Osprey, 1987) McDonnell Douglas A-4 Skyhawk Variants (Aviation ews, 1987) Sharp, Adm USG., Strategy for Defea!: Viel11am in Pers/>ective (Presidio Press, 1998) Smith, JT., Rolling Thunder: The Strategic Bombing Cam/JaigJl, Nonh Viel11am 1965-1968 (Air Research Publications, 1995) Linebacker Raids (A ir Research Publications, 1999) Ward, R., McDonnell Douglas A-4A/L Skyhawk in US -US Marine Corps-Royal Australian avy Royal etv Zealand Air Force Service (Arco Publishing, 1971) Wilcox, R.K., Scream of Eagles (Pocket Books, 1990)

Books Berry, Fe., Strike Aircraf!: The I1hlSlrated HislOry of the Viel11am War (Bantam Books, 19 ) Burden, R A. et aI., Falklands: The Air War (British A viation Research Group, 19 6) Clancy, T, Carrier: A Guided Tour of an Aircraft Carrier (Berkeley Books, 199 ) Dorr, R.F, Air War /-Ianoi (Blandford Press, 19 ) Dorr, R.F & Bishop, e., Viel11am Air W/ar Debrief (Aerospace Publications, 1996) Dorr, R.F. & Ketchcll, R.D., Wings of Gold: Eaming YOllr avy Wings (Mororhooks, 1992) Drendel, L., A-4 Skyhatvk In Action (Squadron/Signal Publications, 1973) Air War over Southeasl Asia, Vol. I (Squadron/ Signal Publications, 1982) Foster, Capt W. F., Calrrain /-look: A Pilot's Tragedy and Trium/Jh in the Viel11am War ( II', 1992) Francillon, R., Tonhin Gi
us

788

Government Publications S avy NATOI' Manuals, A-4C/L, A-4E/F, A4M, TA-4FIJ S Navy Training Manuals, A4D-I, A4D-2, A4D2N

Glossary AlA

APQ

Air-to-Air Anti-Aircraft Artillery Air Force Base Air-ro-Ground Air-to-Ground Missile Air Intercept Missile Airborne, countermeasures, dispensables A irborne, radar, guidance aid A irborne, radar, navigational aid Airborne, radar, special purpose

1313 BDA 131 BuAer

Battleship Bomb Damage Assessment Board of Inspection and Surveys Bureau of Aeronautics

AAA AFB

AlG AGM AIM ALE APG APN

CAG Commander, Air Group Capt. aptain Cdr. Commander ClN PAC Commander in Chief, Pacific Fleet CINCLA T Commander in Chief, Atlantic Fleet Colonel Col. CVA Aircraft carrier, attack ircraft carrier, battle CVB Carrier Air Group CVG CVL A ircraft carrier, light Aircraft carrier, anti-submarine CV Aircraft carrier, anti-submarine Air CV G Group Carrier Air Wing CVW ECM

Electronic Counter Mea ures

HM HUD

Her Majesty' hip Head- I' Display

IFF

Identify, Friend or Foe

LDGP LGB Lt. Lr. Cdr Lr. Col. Lt(jg)

Low- Drag General Purpose Bomb Laser-Guided Bomb Lieutenant Lieutenant Commander Lieutenant Colonel Lieutenant (junior grade)

Mk

Mark

N

NVA

Newton. equal to 0.225 Ibs. of force Naval Air Facility aval Air ration aval Flight Officer orh Vietnamese regular Army

RAdm RHAW RWR

Rear Admiral Radar Homing And Warning System Radar Warning Receiver

Magazines

Air Combm Air Enlhusiast Air Fan Air Forces Monthly Air Inlemotional Air/Jower Air Progress Avimion Week Space Technology Combat Aircraft The Hook

AF A

Jane's Defence Weekly McDonnell DOtlglas SI>jril laval A,'iOlion News

NFO

(Ivai Review a,'Y Times The Proceedings Replica in Scale Skyhatvk AssociOlion ewslwer Wings of Fame Wings of Gold World Air Power JOllmal

AM SUU

Interviews Capt Bob Arnold, Col John J. Caldas, U Capt Ono E. Krueger, S Vice-Adm Anthony L. Les Capt W~lter Olhrich, US Rear-Adm Paul Peck, USN

Ret , US Ret Ret

1

Ret

TACA

TACtical Aid to

UHF USAF USMC US US

Itra-High Frequency United States Air Force nited States Marine Corps nited tates Ship nited States avy

VA VAdm

avy attack squadron (aircrafr) Vice Admiral avy electron ic warfare squadron (aircraft)

V Q Videos

The A-4 Skyha,vk Swry, Discovery Channel.

urface-to-Air Missile uspension Underwing Unit

VAW

avigation

Navy airborne warning squadron

(aircraft)

VF VHF V VT

avy fighter squadron Very-High Frequency avy anti-suhmarine squadron (aircraft) Navy training squadron (aircraft)

Index

°

A-4 by variant XMD-I 12,17,25,28, A4D 15, 16, 19, 20, 25, 26, 27 MD-I 27,28,29,30,31,34,35,36,37.3 64,1,105,157 MD-2 26,34,37,42,45,50,64.81,105,107, 156 A4D-2N 34,45,46,49,51,57,64,81 A4D-3 45,46,57 A4D-4 53, 56 A4D-5 56,57,58 MD-5T 84 A4D-6 58, 62, 65 A-4A 22, 73 A-4AR 83,157,160,161 A-4B 26,40,42,43,44,49,82,98, 10 , 109, 114-116, 135, 147, 156, 157, 159, 160, 165, 170, 172 A-4C 41,46,4,51,55,56,64,66,72, 3, 10,113,116, II ,125,12 ,132-135, 140-142,147,151,157,159,160,171,173 A-4E 51,56-5,64-66,6,70,81, 4, 5, 100-105,10 ,114,116,123,125,126, 129-131,133,134,13 ,140-142,144, 14 ,151,151,156,163,164-166,173,174 A-4F 1,51,57,62,64-68,70-72,74, 2, 3, 6,93,94, 10 102, 10 , 113, 114. 116, 125,134,140,144,145,156,157,161, 163,165,168,171 A-4G 161,163 A-4H 165, 16 A-4K 167, 16 , 170 A-4KU 1,162-164 A-4L 64,71-73,81,100,173,174 A-4M 12, I ,27, 30, 58, 72, 75-78,80- 4,92, 94,101,102,125,160,161,16 ,173-75 A-4N 164-66 A-4P 156, 157 A-4PTM 173 A-4Q 157-160 A-4S 91,170 A-4-SI 172 A-4SU 172

A-4Y

2

CA-4E 156 CA-4F 156 DA-IOI 156 OA-4M I, 93-96, 160, 163, 164 TA-4 40, 9 TA-4A 45,64 TA-4AR 161 TA-4B 45,64 TA-4E 67, 4, 6,90,93,101,156 TA-4F 70, ,1,85- ,90,93,94,96,10 I 16, 146, I 50, 151, 156, 161 TA-4G 161,163 TA-4H 165,166,173 TA-4J 1,70,74, 4, 7,89,91,92,94,95, 97-102, 165, 173, 175 TA-4K 167,16 TA-4K 164 TA-4PTM 173,174 TA-4S 170,171 TA-4SU 171 TCA-4F 156 YA-4E 57 AF-I 174 AF-IA 174

789

Aero I D fuel tanks 3, 125 150 gallon 34,39,42,50, 14 300 gallon 34,37,39,45,50,127,129 400 gallon 125,142 450 gallon rank 164 D-704 refuelling pod 146 aircraft by type AD, AD-I Skyraider 11,13,14,36,3,41,46, 96, 110, 114, 117, 139 AJ-I avage 11,46 A-2/XAZD-1 Skyshark II, 56 A3D, A-3 Skywarrior 10,12,14,19,37,41, 46,51,56,64,114,115,118 A-5 Vigilante 114 A-6lntruder 57,65,89,114,115,129,135, 139 A-7 Corsair II 48, 51,62,64,65,6 , 72,89, 102, 110,114,115,119,128,139,163 A-IOWarthog 53 A-20 Havoc II A-26 Invader II AV-8B H,lITier 27,81,83,161,170 13-47 II 13- 52 tra tofortress I I, I 50 C-130 13 D-55 -I kystreak 12 D-55 -2 Skyrocket 12 DT-I 10 E-2 Hawkeye 71 EA-4F 93,96-98 EA -6A Intruder I I, 96 EA-6B Prowler II. 9 ERA-3B 96 E -3A hadow 12 F2 H Banshee I I F3D Skyknight II F3H Demon I F-4 Phantom 1\ 12,41,67,6, 9, 110, 114, 115,119,125,131,133,150,16 F4D-1 Skyray 9, 15, 19,43 F4U Corsair 10, I I, 1 Fj-4 Fury 19,25,5,65,100 F-5E Tiger II 101,168,169 F-8 Crusader 12,15,41,44,71,110,114,116, 117,119,122,129,131-133,13 ,140,175 F9F Panther/Cougar 11, 14, 16, 17, 36, 81 F-14 Tomcat 69,71,89,102 F-15 Eagle 63, 100 F-16N Falcon 71,102,168-170,175 F-84F Thunderstreak 30 F-86 Sabre 14, 26, 106, 156 F/A-18 Hornet 27,49,63,70,81,89,100, 103, 164, 168, 170 F-20 170 F-104 165 F-III 168 G-91 53 Hawk Mk 20 173 Hunter 171 11-2 Beagle 107, 10 KA-3 119,120 KA-6D Intruder 41,119 KC-I 5 KC-I 30 tratoranker 146 Mirage 16 MiG-IS Fagot 11,14 MiG-1770, 103, 106, 166 MiG-19 Farmer 16,166 -156 53 C-I 2 I K Constellation 96 PBM (Martin) 10 P-3K Orion 169 1'-704 173 RA-3 133 RA-5C 114,115,137 RF-8A 55,121,133,137 SBD Dauntless 10

._~

I'DEX

INDEX

T-2 Buckeye 69 T-45 Goshawk 89,99 TA-7C 96 TBD Devastator TF-9 Cougar 54,89,94, 151 S- 3 Viking 89 Sca Harricr 159 aircrafr carricrs (US) America (CV 66) I 14 Bennington (CVS-20) 39, 10 Bon Homme Richard (CV 31) 57,10,110, 115,134, 140, 144 Cl!115lellation (CV 64) 114, 119, 132, 133, 135, 139, 145 Coral Sea (CV43) 110,116,121,134,135, 13 ,144,145 Enrerprise (CVN 65) 31,41,90,107,110, 113-116, 119, 132, 137, 138, 142 Essex-class 10,67, 122, 144 Essex (CV 9) 31,39,43, 56,86, 104-08, 110 Forreswl (CV 59) 56, 108 Franklin D. Roosevelt (CV 42) 32,48, 106, 110, 12 Hancock (CV 19) 50,67,71,93,106,10, 110, III, 113, 114, 134, 139, 140, 143-145 Homer (CV,-12) 39,123,146 Inde/Jendence ( V 62) 104,107,125,12,129 /nrre/Jid (CV,-II) 39,43,10,110,114,116, 119,123,126,135,144 John F. Kennedy (CV 67) 5 I, 73 Kearsage (CVS-33) 39,44,10,133 Kitt)'Hawk(CV63) 110,115,117, 11,121, 133, 138, 140 LexinglOn (CVS-16) 40,89,90, 106 Midway-class 10 Midway (CV 41) 65,100,106, III, 116, 125, 135,138,141,146 Oriskany (CV 34) 105,110, III, 116, 117, 119,127,129,136,142 Randolph (CVA-15) 56, I 7,109 Ranger(CV61) 41, 11,114,115,124,130, 131,133,134,139,144 Saratoga (CV 60) 41,56,104,107 Shangri-La (CV 3) 9,28,51,106,107, II III

Ticonderoga (CVA 14) 27,36,67,110,114, 120, 132, 133, 13 , 139 Unired Slates (CVA 58) II Valley Forge (CVA 45) 14 \'(/as/J (CV-18) 56,105 Yorktown (CVS-IO) 39,110,123,147 AirResearch Company 22, 25 alpha strikes 117,119,120,122,129,132,137, 13 , 140 Anri-Aircrafr Artillcry (AAA) 65,116,120,125, 131,13 ,139,142,145, ISO, 16 Argenrina 156 Comando dc Aviacion aval Argcnrina 157-159 Fucrza Aerea Argenrina 156 ships ARA General Belgrano 157 Veinrrino De Mayo I57 A Shau Val Icy 151 Australia 161 ships HMA Melhollme 161, 163 HMAS Sydney 163 squadrons 724 squadron 161, 163 OS squadron 163 VC-724 163 VF-' 5 161,163 avionics

AAU-19 counrcr-drum airspced V
AN/ARA-25 direcrion finder 32, 36 AN/APX-46 IFF 165 AN/APX-6B IFF 32, 36 AN/APX-72 IFF 168 AN/ARN-12 36,42 A /AP -141 radar alrimcrcr 49 AN/ASQ-17IEP 32,47 AN/ASN-19A dcad-rcckoning 38 A /APN-153(V) 57 A /ARA-50 dirccrion findcr 66 A /ARA-63 IL 66 ARB 82,94,161,164 A /ARR-69 aux. receiver 66 A /ASN-41 navigarion compurcr 66 Conrrol srick!> 63 Fcrranrill -D-IIOlsighr 171 GEC Avionic Arlanric FUR 172 HOTAS 63,161,170 LN-93 lascr INS 172 Mk 9 ross bomb sysrcm 57 Bay of Pigs 31, 107 Bicn Hoa 104, 151 BI 27 Bille Angels 1,67,69,70,97 homhs c1usrcr bomb unlr 123, 131 CB -59 APAM 36 CB -59/B 7, 164 CB -72 FAE 36 Mk 20 36, 123, 14 Mk serics 5, 123, 126 Mk 80 56,64 Mk 81 36, 50,123,128,148 Mk 82 34, 36, 50,93, 119, 123, 129, 133, 148, 158, 164 Mk 83 34, 36, S0, 93, 104, 105, 123, 143, 148, 149 Mk 4 34,36, S0, 123, 125, 139, 14 mulri-carriagc homh rack 62 napalm Mk 77 123, 152 nakeye 124, 131, 135, 149, IS0, 152, 164 spccial wcapons 16 B-43 36 B-57 36 B-61 36 Mk 8 34 Mk 9 57 MkI217,34,66 Mk 91 34 Boguc Field 77 Brazil 174 ships Minas Gerais 175 squadrons VFA-I 174 VT-7 174 Brirish ships HMS Anlelope IS HMS Ardenr IS HMS Argonaw 158 HMS Ark Royal 31 HMS Avenger 159 HMS Brillianr 157 HMS Broadsword 159 IIMS Covenrry 158, 159 HMS Exeter IS HMS Glasgow 157 HMS Hennes 157 HM Invincible 157,159 HMS Majeslic 161 HM Venerable 157 HM Vengeance 175 RFA Sir Galahad 159 RFA Sir Trislram 159

°

cameras

DBM-4A 16mm motion picture

190

66

KB-IOA srill picrurc 66,67 LB-18/A camcra pod 36 canrcd rcfuelling prohc 94 Carricr Air Groups (CVG) CVG-9 114 CVG-IO 107 CVSG-53 44 CVSG-55 147 CVSG-57 146 VSG-60 39 Carrier Air \XIing" (CV\XIs) CV\XI-I 48,110,114,12 CV\XI-2 65, 114 CV\XI-5 57, 10 CV\XI-7 129 CV\XIIII CV\XI-9 114-16 CV\XI-IO 39,108,126 CV\XI-I I 28, I I , 121 CV\XI-14 114, 119 CV\XI-16 116,117,129,138 CV\XI-19 67, 132 CV\XI-21 114 CV\XIR-20 73 Car Bi 120 China Lakc \XIC 76 Chu Lai 30, 50,93,104,143-147, ISO, 151 conrrol srick!> 63 crankcd prohe 2 Cuhan Missile Cri"is 31, I 7, I D-704 refuclling store 36,37,41,45 Da ang 93,104,145-147,151 Dixie Srarion 104, III, 112, 116, 117, 119,124, 138 drag chure 51,77,82,171,174 Douglas Aircrafr Company 10 ejection seats

Escapac I 18,35,157 lA-I 57 IG I AMC Type II engines

Anmtrong Siddeley Sapphire GE F404-GE-IOOD 172 GEj79 156 J52 45 J52-P-6 57,94 J52-P-408 67,69,72,75,82,96, 164, 174 J52-P-8A 86,93,94, 156 J65-\XI-2 16, 17,22 J65-\XI-4B 2 J65-\XI-16A 47,157,171 j65-\XI-1 3 J65-\XI-20 50,157,171 Rolls-Royce RB 16 5pey 156 TF-3 65 cxrernal power unir, RCPP-I OS 34 Falklands \XIar 157 Flccr Readincss Squadrons (FRS) see also RAG 27,31,54 flighr rcsr programmc 26 folding-wing A-4 33 Forward Air Conrrollcr (FAC) 1,84, 8,95, 117,149-151 France ships Foch 175 Cfemenceall I75 Gia Lam 120 Gulf of Tonkin 132-134, 138, 145 guns and gun pods Adcn cannon 171 Colr Mk 12 16, 33, 36, 171

Road I~ecce 135, 136 Sleel Tiger 117,135,138 TARCAP 119, 142 missilcs

DEFA cannon 164, 165 HiPcg 14 Mk436,125 Mk II 36,45, 144 Mk 12 36,45, 105 SUU-23 172

air~to~Clir

AIM-9 36,44,50,58,100,101,109,123, 157,163,168,170,171,174

Haiphong 111,120,125,132,133,138-140,145 Hanoi S0, II I, 116, 120, 125, 13 -140, 142 Head-Up-Display (HUD) 30, 2 Ellior 82,165,166 Fcrranti 45 I 169, 170 GEC larc
air~to~gn)und

AGM-12 Bullpup 39,50,56,64,110, III, 125, 137, 139, 140, 14 AG 1-45 Shrike 36,49, 125, 130, 131, 13 -141, 14 ,164 AGM-62 \XIalleyc 56,64, 119, 125, 140, 142, 164 AGlvl-65 Maverick 36, 76, 82, 161, 164, 170, 172 AGM-78 Standard 36, 125, 132 AGM-88 HARM 49 surfacc-ro-air 107,129,139,142,144,145,160 SA-2 39,116,121,125,131,138,157 SA-7 165 su,-facc-ro-su rfacc Exoccr 96 Silkworm 96 S-4 Sandal 107 S-5 kan I 7 Mongoosc 7, 72 Mulriplc Ejccrion Rack!> (MER) 124, 12 , 135 NAF EI Ccnrro 43, 100 AVPAC A /ARN-14E 36,42 Naval Fighrcr \XIeapons School 96, 100 Naval Air S[
Malaysia 173 Tentra Udara Diraja 173 "quadrom No.6 174 0.9 174 Marine Air Group" (MAG) MAG-3 3 MAG-II 145,151 MAG-12 145,146, ISO, 151 MAG-13 151 MAG-16 145 MAG-36 145 MAG-42 83 Marinc Corps Air Srations (MCA Beaufort 107 Cherry Point 5 I, 95, 96, 107 EI Toro 66,96 Iwakuni 96, 152 Kancohe Bay 10 Yuma 44, 164 Marine VMA carrier deployment"

o. 75

167

Orcration~

53

missions

Close Air SlIPlJOn 159 Iron Hand 64,110,119-23,125,129-132, 138, 142 nuclcar mission 35

Air Lighr I50 Barrel Roll 117, 133, 135 Blue Bar 31,104 Blue Tree 134, 144 Desen SlOnn 164 Dewey Canyon I 5I Endswee/J I I 3 Flaming Dan I34 Freedom Train I I3 Lam Son 7 I9 145, 151 Linebacker I I I, 128, 144 Niagara I SO O/J LA -34-A 132, 133 107 Op Plan 3/2 Pierce ATrOW 132-134 Piranila 147 Prolid Deep AI/Jha 145 Rolling Hlinder 111,116,119,134,142 Star/ite 146 Za/Jata 107 Paul Doumcr Bridgc Phuc Ycn III, 120

120

191

pcrsonaliric" Alvarez, Everc[[ J. 133 Arnold, Boh 129 Arthur, Stanley R. 89 Boyingrnn, Greg 81 Caldas, John 146, 147, 149, IS0, 152 Chcssman, Sam 120 Compton, Bryan \XI. 142 DaCosta, john 161 Dickson, E. A. 134 Esrocin, Mikc 132 Firch, H. \XI. 62 Fosrer, \XIynn F. 116,135 Heinemann, Ed 11,12,14-17,22,25,29,30, 37,65 Hollo\\'ay, Jamcs L. 105 joncs, Kcn 129 Klusman, Charlcs F. 133 Kruegcr, Otto E. 9, 35, 36,46,49, 120, 124, 125,137,138 Lcss, Anrhony A. 67, 68, 70 Leuc, David 135 Lcv, am 114 McCain, John S. 116 McDonald, David 139 Mc amara, Robcrt S. 133, 134 Mariner, Thom,,, 54 ichols, john 10, I 31 ohle, John D. 146 Ourla\\', Ed\\'ard C. 121 Peck, Paul 132 Rahn, BohO. 12,21,25,26,27,83 Rccdy, J. R. 138 Ricc, K. P. 62 Robcrgc, Francis D. 125 Schwarz, Thcodorc R. 140 Smirh, Homcr 140, 142 Smirh, John T. 132 Smirh, \XIalrcr 168 ourh\\'
120

radar

AN/APG-53 46,47,48,49,73,82 AN/APG-53A 48 AN/APG-53B 47 APG-66 161,168,170 ARG-I 160 TPQ-IO 147,149,150 radios A /AR -21 TACA A /ARC-27A HF 32,35, 36,47 A /ARCI54 UHF 174 ARC-5IA UHF 66 ARC-114/-114A VHF/FM 82,94 ARC-159(V) UHF 2,94 AR -52(V) TACA 57,66 AR -118(V)TACA 82,174 Julicr 28 49 KY-28 94 RAG 31,54,93,101,102 RATO/JATO 30, S0, 59,145,146 Rcservc Air \XI ing 64 RA\XI-67 64 RA \XI-70 64 RA \XI-74 64 RA \XI- I 64 RA\XI- 2 64 RA \XI- 7 64 rockcr" Aern6D 34,123 FFAR 123 HVAR 149 LAU-1036,136 LAU-61 36,123

INDEX

LA -6 36, 123 LA -69 36, 123 EB 6 mm 172 Zuni 5,63,74,122,131-133,135,136, 139-142,144,14 ,149 Route Packages III, 112, 119, 120, 13 , 14 , 144 an Carlos Water 159 Shorr Airficid for Tactical upporr( AT) 145,146,171 Singapore 170 Repuhlic of Singapore Air Force 170

143,

squadrons

No. 141 No.142 No. 143 No.145 squadrons (US)

171 171,172 171, 172 171

Navy

RVAH-7 114 RVAH-3 94 VA-12 38,42,45,48,51,106,110,114, 141 VA-IS 43,106,10,114 VA-2Z 10,141 VA-23 44,57,65,67,125,135,138,141, 149 VA-34 31,106 VA-36 10,115,119,133 VA-43 90,101,102 VA-44 31,54,64,93,16 VA-45 101,102 VA-46 50 VA-55 10,110,113,133,139,145 VA-56 133 VA-64 127 VA-66 II VA-72 27,36,51,64, II ,114,123,128, 129 VA-75 129 VA-76 114,140 VA- I 51 VA- 2 114 VA- 3 105,123 VA-86 104, 109, 114 VA-93 27,36,43,64,113,115,131 VA-94 46,50,57,108, liS, 131, 132, 137 VA-95 111,108,114 VA-106 106-108 VA-112 118,121 VA-113 28,142 VA-113Der.Q 39,108 VA-I22 102 VA-125 27,31,54,64,87,90,93,161,171 VA-126 90 VA-I27 54,91,94,101,103 VA-144 57,93,108,132,133 VA-145 133 VA-146 132,139 VA-147 114,139 VA-152 64 VA-153 134,135 VA-153Der.R 39,10 VA-ISS 134 VA-163 105,116,127-129,135 VA-164 65,93,110,127-129,145 VA-165 93 VA-I72 55,110,114 VA-I92 51,67,132 VA-195 64,93,120 VA-203 64, 72, 73

VA-204 64,66,72 VA-205 64, 72 VA-209 64, 72 VA-212 10, II ,134,140,142,145 VA-216 41,134,142 VA-303 64 VA-304 64 VA-305 64 VA-776 64 VA-831 64 VA- 73 64 VAH-4 114 VAQ 33,96-9 VAQ-34 98 VC-I 94,99,100,103 VC-2 94, 100 VC-5 94, 100 VC-7 94,100 VC-8 71,94,98,100 VC-IO 94,97,98 VC-12 100,103 VC-1387,103 VF-31 41 VF-43 70,94 VF-45 68, 7 , 94 VF-51 133 VF-IOI 102,103 VF-IOI Der. KW 103 VF-121 100 VF-126 67,70,71, 5,94,101,102 VF-127 67,71 VF-142 133 VF-143 133 VF-171 68,71,103 VF-171 KW 103 VFA-126 102 VFA-127 71,102, I VFC-12 70,103 VFC-13 70, 100, 103 VFP-62 56 VSF-I 39, liS VSF-3 39,10, liS, 116 VSF-76 100 VSF-86 100 VT-4 94 VT-7 84,89,90,94 VT-21 89,90, 92, 94 VT-2Z 89,92,94,99 VT-24 89,94 VT-25 89,94 VT-86 89,94,95 VX-5 62, 77, 124 Marine Corps H&MS-II 93,151 H&MS-12 93,96 H&M -13 93, lSI H&M -15 146,147 H&M -15 Der. 39 H&MS-24 7 H&M -31 ,100 H&M -32 95,96 VMA-41 I VMA-121 1,107,146 VMA-124 72, I VMA-131 26,27,59,79, I, 3 VMA-132 74 VMA-133 I VMA-142 72 VMA-211 34,36,45,63, I, 3, 145-147, 15 152 VMA-214 1,145-147

792

VMA-2Z3 146,147,151,151 V IA-2Z3 Ocr. T 39, 74, I V IA-2Z4 27, 1,146 V IA-2Z5 51,53, 1,145-147 V IA-242 107 V -IA-311 34, 1,145-147,151,152 VMA-322 I VMA-324 77, 2, I 7 VMA-331 I, 2,107 VMA-332 52, 1,10 VMA-343 I VMA-533 107 VMA-543 72, VMAT-101 54 VMAT-102 22,54,74,1,92,93 VMAT-103 81 VMGR-152 146 VMGR-352 146 VMT-102 I VMT-203 54,81 sugar scoop fairing 26 Super Echo 57 Super Fox 101 tah-pole rudder 26, 40 Tam Da Bridge 131,137 Task Force 77 I 10, 1I I, I 16, 121, 138, 142, 144, 148 TaskForce79 157 Tet Offensive 144, 150 Thanh Hoa Bridge 43, III, 119, 120, 13 -39, 142, 144 thermal shields 31,35 three-panel windshield 26, 30 Tonkin Gulf 132-33 Top Gun 67,70-72, 5, 100 towed decoys AQM-37A supersonic target 9 RQM-14 98 TBU-2ZB 99 TDU-IO I 3 TraCom 89 CNATRA 89 TraCom 3 9 TW 9 TW-I 89 TW-2 89 TW-3 89 TW-4 89 TW-5 89 TW-6 89 Triple Ejection Rack (TER) 124,12,129,142, 172 US ships U S Maddox 132, 133 USS elll Jersey 146, 151 S Pueblo 64, 144 USS Tumer Joy 132, 133 Whitcomb Btxlies 56 wing drop phenomenon

23, 26

VAL competition 59,62,65, 72 vortex generators 23, 26, 75 Yankee tation 104,111,112,116,117,119, 124,131,144 Yom Kippur War 164,166