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98-459: Development of the A-5 had started in 1954 as a private venture by NAA, who sought to produce a capable supersonic long-distance bomber as a successor to the abortive North American XA2J Super Savage . It was a large and complex aircraft that incorporated several innovative features, such as being the first bomber to feature a digital computer, while its ability to attain speeds of up to Mach 2 while carrying

196-498: A MiG-21 during Operation Linebacker II . Nine more RA-5Cs were lost in operational accidents while serving with Task Force 77 . Due, in part, to these combat losses, 36 additional RA-5C aircraft were built from 1968 to 1970 as attrition replacements. In 1968, Congress closed the aircraft's original operating base of Naval Air Station Sanford, Florida and transferred the parent wing, Reconnaissance Attack Wing One, all subordinate squadrons and all aircraft and personnel to Turner AFB ,

294-557: A Strategic Air Command (SAC) Boeing B-52 Stratofortress and Boeing KC-135 base in Albany, Georgia. The tenant SAC bomb wing was then inactivated and control of Turner AFB was transferred from the Air Force to the Navy with the installation renamed Naval Air Station Albany. In 1974, after barely six years of service as a naval air station , Congress opted to close Naval Air Station Albany as part of

392-416: A head-up display ("Pilot's Projected Display Indicator" (PPDI), one of the first), multi-mode radar , radar-equipped inertial navigation system (REINS, based on technologies developed for North American's Navaho missile ), closed-circuit television camera under the nose, and an early digital computer known as " Versatile Digital Analyzer " (VERDAN) to operate it all. According to Gunston and Gilchrist,

490-476: A hydraulically -driven emergency supply generated by a ram air turbine was also installed. The electronics of the Vigilante were relatively advanced and complex at the time of its entry to service. It incorporated one of the first " fly-by-wire " systems on an operational aircraft, along with mechanical/hydraulic backup. Other elements of its avionics include a computerized AN/ASB-12 nav/attack system incorporating

588-509: A radar -operated tail turret designed by Westinghouse, soon removed in favor of electronic countermeasure equipment. Although some bombing missions would be carried out early in the Vietnam War , most bombing would be carried out by more manoeuvrable aircraft, and the Skywarrior would serve mostly as a tanker and electronic warfare support aircraft. Prior to the initial operational capability of

686-403: A US Air Force program decided to modify an A-3 for F-15 radar tests, and the only available airframe was stored at Naval Air Station Alameda since the fleet shutdown. Hughes added that aircraft to the bailment, and ferried the aircraft to Van Nuys for modifications. An entire nose section was removed from a stricken F-15B at AMARC at Davis-Monthan AFB , Arizona and grafted onto the front of

784-545: A contract for the production of two flight-capable prototypes and a single static airframe to the company. Douglas sourced significant portions of the aircraft, including responsibility for the turbojet engines, radar , tail-mounted turret , electrical generators and various other secondary systems, from the Westinghouse Electric Corporation ; this heavy reliance on Westinghouse allegedly caused some discomfort to Douglas. In particular, development of

882-466: A former A-3 bombardier/navigator himself, made the final decision to retire the type. Being the heaviest aircraft to take off from a carrier, the Skywarrior was prone to accidents. "Ultimately, of 283 Skywarriors of various models built, around 120 (42%) were destroyed or crippled in accidents and combat. In 67% of accidents, at least one crew member died." Of these losses, 7 were in Vietnam, of which 2 were

980-591: A high workload during carrier landings. Designated A3J-1 , the Vigilante first entered service with Heavy Attack Squadron Three (VAH-3) in June 1961 at Naval Air Station Sanford , Florida, replacing the Douglas A-3 Skywarrior in the heavy attack, e.g., "strategic nuclear strike" role. All variants of the Vigilante were built at North American Aviation's facility at Port Columbus Airport in Columbus, Ohio, alongside

1078-486: A new generation of aircraft. During early 1954, the company embarked on a private study into a conceptual carrier-based , long-range, all-weather strike bomber, that would be capable of supersonic speeds while carrying a sizable payload. This aircraft was envisioned as a successor to the abortive North American XA2J Super Savage . Much of this early work was undertaken by NAA's recently acquired Columbus division, overseen by chief of preliminary design Frank G Compton. During

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1176-458: A nuclear strike payload was also relatively ambitious for the era. The US Navy saw the value of such a bomber, leading to a contract for its full development and production being issued to the firm on 29 August 1956. The type performed its first flight just over two years later, on 31 August 1958. The Vigilante was introduced by the US Navy during June 1961; it succeeded the Douglas A-3 Skywarrior as

1274-523: A number of engine-related mishaps, the XA2J project was abandoned and the second prototype was never flown. General characteristics Performance Armament Related development Douglas A-3 Skywarrior The Douglas A-3 Skywarrior is a jet-powered strategic bomber that was developed and produced by the Douglas Aircraft Company . It was designed by Douglas on behalf of

1372-399: A post-Vietnam force reduction, transferring all RA-5C units and personnel to Naval Air Station Key West , Florida. Despite the Vigilante's useful service, it was expensive and complex to operate and occupied significant amounts of precious flight deck and hangar deck space aboard both conventional and nuclear-powered aircraft carriers at a time when carrier air wings, with the introduction of

1470-519: A pronounced dorsal "hump"). In practice, these hardpoints were rarely used. Other improvements to the type included blown flaps on the leading edge of the wing and stronger landing gear . While designated by the US Navy as a "heavy" aircraft, the A-5 was surprisingly agile; without the drag of bombs or missiles, even escorting fighters found that the clean airframe and powerful engines made the Vigilante very fast at high and low altitudes. However, its high approach speed and high angle of attack contributed to

1568-540: A relatively large all-moving single vertical stabilizer. The use of aluminum-lithium alloy for wing skins and titanium for critical structures was also unusual for the era; other exotic materials included the use of a gold coating to reflect heat in key areas such as the bomb bay. The wings, vertical stabilizer and the nose radome all folded to enable easier stowage onboard aircraft carriers. Two widely spaced General Electric J79 turbojet engines were supplied with air through inlets with variable intake ramps . While

1666-483: A requirement to develop a long-range, carrier-based attack plane that could deliver either a 10,000 lb (4,500 kg) bomb load or a nuclear weapon . The envisioned aircraft was intended to be operated from the planned United States -class " supercarriers ," which were significantly larger than the USN's existing carriers, thus the specification set a target loaded weight of 100,000 lb (45,000 kg). Additionally,

1764-552: A shift in the US Navy's strategic focus that placed less value on manned bombers. The majority of Vigilantes were of a reconnaissance configuration, designated RA-5C . It had a slightly greater wing area and added a long canoe-shaped fairing under the fuselage for a multi-sensor reconnaissance pack, which housed an APD-7 side-looking airborne radar (SLAR), AAS-21 infrared line scanner , and camera packs, as well as improved electronic countermeasures. An AN/ALQ-61 electronic intelligence system could also be carried. The RA-5C retained

1862-479: A side-by-side arrangement with the pilot's station on the port side having full flight controls. On initial variants, a third crew member, who also acted as a gunner for the twin tail-mounted 20mm cannon that briefly equipped the original bomber version of the A3D/A-3A (removed and replaced by ECM equipment), sat behind the pilot in an aft-facing seat. The third crewman station had the sextant for celestial navigation and

1960-494: A similar mission. The EA-3B carried a crew of seven, with flight crew of three in the cockpit and an Electronic Warfare Officer and three electronic systems operators/evaluators in the converted weapons bay. It offered unique electronic reconnaissance capabilities in numerous Cold War-era conflicts and the Vietnam War. A handful of EA-3Bs remained in service long enough to participate in the first Gulf War in 1991 . The Skywarrior

2058-490: A small number of TA-3B aircraft for training Naval Flight Officers in the Vigilante's radar and navigation systems. The Skywarrior's strategic bombing role faded after 1964, briefly being complemented by the A3J Vigilante. Soon afterward, the Navy abandoned the concept of carrier-based strategic nuclear weaponry for the successful Polaris missile-equipped Fleet Ballistic Missile submarine program and all A-5As were converted to

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2156-414: A successor to the Douglas A-3 Skywarrior in the strategic nuclear attack role instead. Thus, the design team implemented a somewhat unorthodox bomb bay as to accommodate the stowage of a nuclear weapon , which was also designed to accommodate both fuel tanks and reconnaissance payloads. During the late 1950s and early 1960s, NAA worked on an improved bomber model, designated A-5B . This took advantage of

2254-559: The Nimitz -class aircraft carriers to the Atlantic, Mediterranean and Western Pacific. Eight of ten squadrons of RA-5C Vigilantes also saw extensive service in the Vietnam War starting in August 1964, carrying out hazardous medium-level post-strike reconnaissance missions. Although it proved fast and agile, 18 RA-5Cs were lost in combat: 14 to anti-aircraft fire, 3 to surface-to-air missiles, and 1 to

2352-479: The EKA-3B model could readily swing between performing strike, refuelling, and electronic warfare duties as required. Numerous other models of the type were developed, leading to the type being used for aerial reconnaissance and as a trainer aircraft as well. Production of the type ceased in 1961. The Skywarrior had a 36° degree swept wing and two Pratt & Whitney J57 turbojet engines. Early prototypes had used

2450-595: The F-14 Tomcat and S-3 Viking , were averaging 90 aircraft, many of which were larger than their predecessors. With the end of the Vietnam War, disestablishment of RVAH squadrons began in 1974, with the last Vigilante squadron, RVAH-7, completing its final deployment to the Western Pacific aboard USS Ranger in late 1979. The final flight by an RA-5C took place on 20 November 1979 when a Vigilante departed Naval Air Station Key West , Florida. Reconnaissance Attack Wing One

2548-617: The North American General Purpose Attack Weapon (NAGPAW) concept, was promptly evaluated by the United States Navy . The service produced numerous challenging demands, including the somewhat contradictory necessity of both a high speed of Mach 2 and the ability to take off from an aircraft carrier at maximum weight with no head-wind, also known as wind-over-the-deck, to assist the take-off. Compton's team were able to reconcile these performance requirements into

2646-754: The North American T-2 Buckeye , T-39 Sabreliner and OV-10 Bronco . Under the Tri-Services Designation plan implemented under Robert McNamara in September 1962, the Vigilante was redesignated A-5 , with the initial A3J-1 becoming A-5A and the updated A3J-2 becoming A-5B . The subsequent reconnaissance version, originally A3J-3P , became the RA-5C . The Vigilante's early service proved troublesome, with many teething problems for its advanced systems. Although these systems were highly sophisticated,

2744-682: The U.S. Navy's Polaris-armed Fleet Ballistic Missile submarines , the A-3 was the Navy's critical element in the U.S. nuclear deterrent. Squadrons were established in two Heavy Attack Wings (HATWINGs), with one wing initially established at Naval Air Station North Island , California before relocating to Naval Air Station Whidbey Island , Washington in December 1957 while the other wing was initially established at Naval Air Station Jacksonville , Florida before relocating to Naval Air Station Sanford , Florida. The wing at NAS Whidbey Island would disestablish in 1959 but

2842-417: The United States Navy , which sought a carrier -capable strategic bomber. In July 1949, Douglas was awarded the contract to produce its design, having bested eight other aircraft companies' submissions. Unlike rival designs, which had aimed for a 100,000 lb (45,000 kg) maximum take-off weight, the Skywarrior was developed for a 68,000 lb (31,000 kg) take-off weight, facilitating its use from

2940-570: The Westinghouse J40 engine proved to be incapable of meeting development schedules or performance promises; Heinemann later commented that "the first thing we learned was that the J40 was not powerful enough". Even prior to the first flight being conducted, Douglas was considering switching to rival manufacturer Pratt & Whitney 's J57 engine, which was heavier, but allowed the overall aircraft to be lighter as it used less fuel. On 28 October 1952,

3038-530: The strategic bombing mission. The USN had a growing awareness that it could operate in a broader role than had been previously possible, and that the strategic bomber fleet operated by the United States Air Force (USAF) was unable to reach large parts of the world, a lesser limitation to forward deployed USN aircraft carrier groups and their air wings. In January 1948, the Chief of Naval Operations issued

North American A-5 Vigilante - Misplaced Pages Continue

3136-412: The 1970s. During World War II , the United States Navy (USN) began to explore the concept of operating jet-powered aircraft from its aircraft carriers . Success encouraged further development of the concept; early in the post-war years, officials within the USN began to investigate the use of jet power as a potential means of operating larger carrier-based aircraft that would be capable of performing

3234-579: The A-3. ) In contrast, the US Air Force's B-66 Destroyer, not subject to the weight requirements for carrier operations, was equipped with ejection seats throughout its service life. The documented history of mechanical failures in the A3D/A-3 showed a rate well above average. Originally, the Skywarrior bombers were assigned to all attack carriers, which included the World War II-era Essex class and

3332-565: The AN/ASB-12 bombing system, and could, in theory, carry weapons, although it never did in service. Later-build RA-5Cs had more powerful J79-10 engines with afterburning thrust of 17,900 lbf (80 kN). The reconnaissance Vigilante weighed almost five tons more than the strike version with almost the same thrust and an only modestly enlarged wing, resulting in reduced acceleration and climb rate , though it remained fast in level flight. The Royal Australian Air Force (RAAF) considered acquiring

3430-517: The F-111C's protracted development, a team of RAAF officers advocated for an interim fleet of 36 Vigilantes to be acquired by the RAAF, having determined that the aircraft satisfied the service's requirements and could be delivered within a shorter time frame. The Australian Government rejected this advice and no such procurement occurred. The North American A-5 Vigilante was a supersonic carrier-based bomber. At

3528-536: The Navy's primary nuclear strike aircraft, but its service in this capacity was relatively brief due to the deemphasising of manned bombers in American nuclear strategy. A far larger quantity of the RA-5C tactical strike reconnaissance variant were also procured by the service, which saw extensive service during the Vietnam War . It also established several world records in both long-distance speed and altitude categories. During

3626-561: The RA-5C Vigilante reconnaissance variant. Many A-3Bs were converted to a combination tanker-electronic warfare aircraft. Skywarriors saw some use in the conventional bombing and mine-laying role (A-3B) during the Vietnam War from 1964 through 1967, often to deliver Mk84 2,000 pounds (910 kg) bombs. The A-3 found subsequent service in the tanker (KA-3B), photographic reconnaissance (RA-3B), electronic reconnaissance (EA-3B), and electronic warfare (ERA-3B, EKA-3B) roles. For most of

3724-624: The RA-5C as its principal bomber to succeed its fleet of English Electric Canberras . Various other aircraft, such as the McDonnell F-4C/RF-4C, Dassault Mirage IV A, and the BAC TSR-2 were also considered for the role. However, the General Dynamics F-111C , a variant of the TFX (F-111) tailored to fulfil the requirements of the RAAF, was procured to meet the service's needs instead. Due to

3822-467: The Skywarrior entered squadron service with the Navy. Initially used in the nuclear-armed strategic bomber role, the emergence of effective ballistic missiles led to this mission being deprioritized by the early 1960s. Throughout the majority of its later service life, the Skywarrior was tasked with various secondary missions which included use as an electronic warfare platform, tactical reconnaissance aircraft, and high-capacity aerial refueling tanker. It

3920-445: The Skywarrior had been designed to carry larger and bulkier bombs than it ever would in service due to the rapid improvements made in weapons technology. Despite this, at the Navy's insistence, the aircraft was qualified for an 'overload' payload capacity of 84,000 lb (38,000 kg), the testing of which would establish a weight-related record for carrier operations. Because of its cumbersome size, and less-than-slender profile, it

4018-399: The Skywarrior was designated A3D (third Attack aircraft from Douglas Aircraft). In September 1962, the new Tri-Services designation system was implemented and the aircraft was redesignated A-3 . Where applicable, pre-1962 designations are listed first, post-1962 designations in parentheses. The U.S. Air Force ordered 294 examples of the derivative B-66 Destroyer, most of which were used in

North American A-5 Vigilante - Misplaced Pages Continue

4116-677: The Southeast Asia area. With 12 camera stations the RA-3B was well equipped to perform cartographic mapping of areas where no detail maps existed. With IR gear installed, the RA-3B was used at night to monitor the movement of troops down roads and trails in Laos. Other locations included Det Tango at Don Muang Royal Thai Air Force Base in Bangkok, Thailand, Det Southpaw at RAAF Base Townsville , Australia, as well as work out of Osan Air Base , South Korea. During

4214-593: The Thunderbird assets to the contract, prepping them for ferry at Deer Valley airport, and relocating them to Mojave, California and Tucson, Arizona for long-term storage. In December 1996, Raytheon bought the aerospace units of Hughes Aircraft Company. Hughes Aeronautical Operations, now a part of Raytheon Systems, continued to operate the A-3s from their base at Van Nuys Airport , California. These aircraft have participated in several military air shows, telling visitors that

4312-469: The US Navy decided to end logistic support for the civilian operated testbeds. Rather than abandon the A-3, Hughes, Westinghouse and Raytheon agreed to acquire the remaining A-3s and spares from the Navy, allowing their test fleets to continue to operate and saving the US Navy the cost of storage and disposal. As the plan matured, two other contractors, Thunderbird Aviation and CTAS also elected to participate in similar agreements, with eleven A-3s spread between

4410-607: The US Navy had a requirement for a long range reconnaissance aircraft, which could be met by the now-surplus Vigilante. As a result, in 1963, procurement of the A-5 was ended and the type was converted to the fast reconnaissance role. The first RA-5Cs were delivered to VAH-3, the A-5A and A-5B Replacement Air Group (RAG)/Fleet Replacement Squadron (FRS), subsequently redesignated as Reconnaissance Attack Squadron Three (RVAH-3), at Naval Air Station Sanford , Florida in July 1963. As they transitioned from

4508-406: The USN sought for this bomber to possess greater speed and range than its existing North American AJ Savage fleet. A total of eight aircraft manufacturers produced responses to the specification, but all except Douglas Aircraft Company and Curtiss-Wright would drop out, declaring that there was no means that the requirements could be met within the 100,000 lb weight limitation. Uncertainty over

4606-466: The USN's existing carriers. Heinemann had reasoned (correctly) that as technology developed, the size and weight of nuclear weapons would substantially decrease, which increased the rationale for designing a more compact bomber. However, figures such as USAF general Hoyt Vandenberg ridiculed Heinemann's proposal as "making irresponsible claims". During this period, the USN and USAF were vigorous rivals, each seeking to maintain funding for its projects at

4704-600: The Vietnam War, EA-3Bs of Fleet Air Reconnaissance Squadron 1 (VQ-1) flew from Da Nang Air Base in South Vietnam, providing continuous electronic reconnaissance capability over the area, including the Ho Chi Minh Trail and all the way north to Haiphong harbor. This was known as VQ-1 Det.B. The aircrew and ground support personnel were temporarily assigned from their home base at Naval Air Station Atsugi , Japan and after 1970, Naval Air Station Agana , Guam. After Det B

4802-546: The Vietnam War, the A-3 attack aircraft were modified to KA-3B tankers while some were modified into a multi-mission tanker variant, the EKA-3B, which was a real workhorse for the carrier air wing. Electronic jamming equipment was added without removing tanker capability so the EKA-3B could jam enemy radar while waiting to refuel tactical aircraft. Eventually, the EKA-3B was replaced by the smaller dedicated Grumman KA-6D Intruder tanker, which although it had less capacity and endurance,

4900-437: The Vigilante was the first bomber to feature a digital computer. It was operated by a crew of two, a pilot and a bombardier-navigator (BN), that were seated in tandem ; both were provided with North American HS-1A ejection seats . On the reconnaissance variant, the bombardier-navigator was replaced by a reconnaissance/attack navigator (RAN). Given its original design as a carrier-based, supersonic, nuclear heavy attack aircraft,

4998-511: The Vigilante's main armament was carried in an unusual "linear bomb bay" between the engines in the rear fuselage, which allowed the bomb to be dropped at supersonic speeds. The single nuclear weapon , commonly the Mk 28 bomb , was attached to two disposable fuel tanks in the cylindrical bay in an assembly known as the "stores train". A set of extendable fins was attached to the aft end of the most rearward fuel tank. These fuel tanks were to be emptied during

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5096-596: The Vigilante's role by providing detachments from the primary squadron to carrier air wings throughout the late 1970s and early-to-mid-1980s, until the transfer of the recon mission to the Navy's fighter squadron (VF) community operating the F-14 Tomcat. Select models of the F-14 Tomcat would eventually carry the multi-sensor Tactical Airborne Reconnaissance Pod System (TARPS) and the Digital Tactical Air Reconnaissance Pod (D-TARPS). Up to present day,

5194-450: The aircraft. Racks and equipment were installed in the cabin, and the aircraft was used by Hughes and the USAF for F-15 software development. In 1994, Westinghouse decided to terminate their agreement with the Navy, and Thunderbird added their aircraft to the Thunderbird bailment. In 1996, Thunderbird Aviation went into receivership, and Hughes, through mutual cost savings to the government, added

5292-674: The attack version to the reconnaissance version, all Vigilante squadrons were subsequently redesignated from VAH to RVAH. Under Commander, Reconnaissance Attack Wing One (COMRECONATKWING ONE), a total of 10 RA-5C squadrons were ultimately established. RVAH-3 continued to be responsible for the stateside-based RA-5C training mission of flight crews, maintenance and support personnel, while RVAH-1 , RVAH-5 , RVAH-6 , RVAH-7 , RVAH-9 , RVAH-11 , RVAH-12 , RVAH-13 and RVAH-14 routinely deployed aboard Forrestal , Saratoga , Ranger , Independence , Kitty Hawk , Constellation , Enterprise , America , John F. Kennedy and eventually

5390-536: The carrier-based reconnaissance role. The RF-8G version of the Vought F-8 Crusader , modified with internal cameras, had already been serving in two light photographic squadrons ( VFP-62 and VFP-63 ) since the early 1960s, operating from older aircraft carriers unable to support the Vigilante. The Marine Corps' sole photographic squadron ( VMFP-3 ) would also deploy aboard aircraft carriers during this period with RF-4B Phantom II aircraft. These squadrons superseded

5488-433: The defensive electronic counter measures equipment. Later electronic reconnaissance variants could accommodate a crew of seven with the flight crew consisting of a pilot, co-pilot and navigator plus four electronic systems operators occupying stations in the former bomb bay in the spacious fuselage. Efforts to reduce weight to make the aircraft suitable for carrier operations had led to the deletion of ejection seats during

5586-539: The design process for the Skywarrior, based on the assumption that most flights would be at high altitude. A similar arrangement with an escape tunnel had been used on the F3D Skyknight . Aircrews began joking morbidly that "A3D" stood for "All Three Dead". (In 1973, the widow of a Skywarrior crewman killed over Vietnam sued the McDonnell Douglas Aircraft Company for not providing ejection seats in

5684-415: The design. Following these changes, US Navy officials voiced their approval of the design and advocated for its procurement. During July 1955, an initial design contract, which included the production of a mockup, was issued to NAA. During September 1956, a follow-on contract for the production of a pair of flight-worthy prototypes, was awarded to the firm. On 31 August 1958, one of these prototypes performed

5782-477: The engine nacelles to ease storage aboard ship. It had a crew of three: pilot, co-pilot/bombardier, and gunner who sat in a pressurised cabin in the nose of the aircraft. Up to 10,500 lb (4,800 kg) of bombs could be carried in a large enclosed bomb-bay in the center fuselage, while the planned defensive armament was a remotely controlled tail turret with two 20 mm cannon. Construction of two prototypes started 1 October 1948, but due to delays developing

5880-429: The engines, lying almost flat, and its vertical stabilizer was hinged to starboard. Capacious internal fuel tanks provided long range. The early A-3 variants had a crew of three: pilot, bombardier/navigator (BN) and crewman/navigator (aka: third crewman). An unusual cockpit configuration was incorporated with the three crew sitting under a framed canopy. In the raised compartment, the pilot and bombardier/navigator sat in

5978-522: The engines, the first flight was not until 4 January 1952. The competing Douglas XA3D , the prototypes of which were ordered the year after construction had begun on the XA2J prototypes, first flew in October 1952. The A3D had far superior performance, which doomed the XA2J. The root cause for the failure of the XA2J was the protracted development and poor reliability of the Allison T40 engines. The T40 engine

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6076-501: The expense of the other in a time marked by drastically declining defense budgets; specifically, USAF officials frequently voiced their open opposition to the construction of the United States -class carriers. In late 1948, both Douglas and Curtiss-Wright were awarded preliminary design contracts to further develop and refine their proposals. While Douglas managed to maintain the take-off weight at 68,000 lb, Curtiss were unable to meet

6174-403: The first supersonic bomber to be designed with a slim forward fuselage, as well as being the first with fully-variable wedge-type side air intakes. The company's preliminary design studies had been typically centered around a twin vertical fin/rudder arrangement, but this was substituted for a single large all-moving vertical fin as design definition proceeded. This proposal, which was referred to

6272-499: The five operators. The fleet spares from ASO (Aviation Supply Office) were distributed between the contractors evenly, and warehouses were emptied all over the US. Due to misunderstandings and reorganizations within the US Navy, the worldwide ASO assets were scrapped, not getting to the contractors. In early 1993, CTAS decided that they no longer had use for their aircraft, and Hughes had several programs needing additional assets. In early 1994,

6370-434: The flight to the target and then jettisoned with the bomb by an explosive drogue gun. The stores train was propelled rearward at about 50 feet (15 m) per second (30 knots) relative to the aircraft. It then followed a ballistic path. In practice, the system was not reliable and no live weapons were ever carried in the linear bomb bay. In the RA-5C configuration, the bay was used solely to accommodate fuel. On three occasions,

6468-573: The helicopter crew was forced to jettison the aircraft from altitude. Data from North American Rockwell A3J (A-5) Vigilante , Aircraft engines of the World 1966/67 , Jane's all the World's Aircraft 1964–65 General characteristics Performance Armament Avionics Systems carried by A-5 or RA-5C Related development Aircraft of comparable role, configuration, and era Related lists North American XA2J Super Savage The North American Aviation XA2J "Super Savage"

6566-409: The immediate-postwar Midway class. The Skywarrior could carry up to 12,000 lb (5,400 kg) of weaponry in the fuselage bomb bay , which in later versions was used for sensor and camera equipment or additional fuel tanks. An AN/ASB-1A bomb-director system was initially installed, later replaced by a revised AN/ASB-7 with a slightly reshaped nose. Defensive armament was two 20mm cannons in

6664-424: The intended Westinghouse J40, a powerplant that proved to be disastrous and was subsequently canceled. The turbojets could be supplemented by a provision for twelve 4,500  lbf (20  kN ) thrust JATO bottles. The aircraft had a largely conventional semi- monocoque fuselage, with the engines in underwing nacelles. Flight controls were hydraulic, and for storage below deck, the A-3's wings folded outboard of

6762-605: The mid-1950s, the notion of a nuclear-armed aircraft capable of speeds of up to Mach 2 was considered to be quite ambitious, and only more so for that same aircraft to be operable under the unavoidable constraints imposed by aircraft carrier operations. In terms of its basic configuration, the conceptual aircraft featured twin-engines and high-mounted wing, as did the XA2J, but differed substantially by being highly swept and adopting jet propulsion . According to aviation authors Bill Gunston and Peter Gilchrist, NAA's design incorporated numerous advanced technology features, such as being

6860-485: The mid-1970s, the withdrawal of the type commenced after a relatively short service life, largely due to the aircraft being expensive and complex to operate, as well being a victim of post-Vietnam military cutbacks. The late 1940s and early 1950s were marked by a series of fast-paced advancements in the field of aviation. The aircraft manufacturer North American Aviation (NAA) was one of a large number of companies that sought to harness these recent innovations in developing

6958-431: The more generous 100,000 lb target during this phase, and thus were eliminated from consideration. During April 1949, the USN's critics succeeded in getting the United States -class carriers cancelled; this outcome validated Heinemann's decision to focus on a design that could operate from the navy's smaller Midway -class aircraft carriers . During July 1949, the USN, recognizing the suitability of Douglas' design, awarded

7056-411: The navy's existing Midway -class aircraft carriers . Large portions of the aircraft were produced by the Westinghouse Electric Corporation , including its early Westinghouse J40 turbojet engines, which failed to meet promises and were replaced by the rival Pratt & Whitney J57 engine by mid-1953. On 28 October 1952, the prototype XA3D-1 performed the type's maiden flight . On 31 March 1956,

7154-453: The performance and requirements of both engines and bombs were major contributing factors towards this climate of negativity. Ed Heinemann , Douglas' chief designer, later to win fame for the A-4 Skyhawk , fearing that the United States class was vulnerable to cancellation, proposed a significantly smaller aircraft of 68,000 lb (31,000 kg) loaded weight, capable of operating from

7252-424: The pilot simply released the controls and the aircraft regained control naturally as it descended back into the thicker air of the lower atmosphere. An additional example of an A-5A destined for restoration as a museum aircraft, BuNo 146698, was destroyed when it was being relocated by Army helicopter from Naval Air Engineering Station Lakehurst , New Jersey to a new location. When the A-5A became unstable in flight,

7350-478: The plane continued to be valuable for its load capacity compared to corporate jets, and its performance compared to small airliners. On 30 June 2011, the last flyable EA-3B, BuNo 144865 / FAA registration N875RS, a Raytheon aircraft, arrived at Naval Air Station Pensacola, Florida for retirement and display at the National Naval Aviation Museum . Note: under the original Navy designation scheme,

7448-421: The previous record by over 4 miles (6.4 km). This new record held for more than 13 years. The attempt was accomplished by reaching a speed of Mach 2.1, then pulling up to create a ballistic trajectory beyond the altitude at which its wings could continue to function. The engines flamed out in the thin atmosphere, and the aircraft rolled onto its back. This had already been experienced in previous flights, and so

7546-399: The prototype XA3D-1 performed the type's maiden flight ; flown by George Jansen , this initial test flight was carried out with a high degree of secrecy. Early on, the aircraft was found to handle particularly well in flight, in part due to the attention Heinemann and the design team had paid to the hydraulically -boosted control surfaces. On 16 October 1953, the first YA3D-1 , powered by

7644-499: The result of combat. The A-3 had been used as a civilian operated testbed for many years before the type's retirement from US Navy, with Hughes Aircraft Company using the type as a testbed for developing the weapons system for the General Dynamics–Grumman F-111B and Grumman F-14 Tomcat , with Westinghouse and Raytheon also using the A-3 as a testbed. On the retirement of the type from US Navy service in 1991,

7742-497: The rival J57 engine, made its first flight. Considerable development problems, largely associated with the original J40 engines, had delayed the introduction of the Skywarrior until 31 March 1956. The A-3 was, by far, the largest and heaviest aircraft ever designed for routine use on an aircraft carrier, though ironically it was the smallest proposal among other proposals that could only be deployed on even larger carriers not yet in service. As had been predicted by Heinemann early on,

7840-562: The same engine was used by several other US military aircraft, such as the Convair B-58 Hustler and the McDonnell Douglas F-4 Phantom II , the powerplants used on the A-5 differed in some ways, such as the use of a somewhat uncommon air-impingement starter along with a single igniter. Both engines were equipped with constant-speed drives for alternators to generate a steady 30kVA for the onboard electrical systems,

7938-504: The shock of the catapult launch caused the fuel cans to eject onto the deck; this phenomenon reportedly resulted in one aircraft loss. Early production Vigilante were outfitted with a pair of wing pylons, which were intended primarily for drop tanks . The second Vigilante variant, the A3J-2 ( A-5B ), featured two additional wing hardpoints, for a total of four, and also incorporated internal tanks for an additional 460 gallons of fuel (which added

8036-477: The squadrons which had made up the wing would later transition to the EKA-3B variant, eventually forming the nucleus for the Navy's Grumman EA-6B Prowler community, while the wing at NAS Sanford would convert to the A3J Vigilante (later A-5A) in the nuclear heavy attack mission, followed by conversion to the RA-5C and transition to the reconnaissance attack mission. The Vigilante wing would also continue to retain

8134-491: The technology was in its infancy and its reliability was poor. Although most of these reliability issues were eventually worked out as maintenance personnel gained greater experience with supporting these systems, the aircraft tended to remain a maintenance-intensive platform throughout its career. The A-5's service coincided with a major policy shift in the US Navy's strategic role, which switched to emphasize submarine-launched ballistic missiles rather than manned bombers, while

8232-439: The time of its introduction, the Vigilante was one of the largest and by far the most complex aircraft to operate from an aircraft carrier. It was furnished with a high-mounted swept wing with a boundary-layer control system (blown flaps) to improve low-speed lift. It lacked ailerons; instead, roll control was provided by spoilers in conjunction with differential deflection of the all-moving tail surfaces, which were paired with

8330-461: The type's maiden flight from Columbus, Ohio . By this point, the role envisioned for the aircraft within the US Navy had shifted somewhat. According to Gunston and Gilchrist, officials had viewed the aircraft through the lens of the Korean War and placed a high value on performing low-level conventionally-armed attack missions, but had subsequently shifted towards viewing the in-development bomber as

8428-425: The weight of carrier-based fighters such as the F-14 Tomcat and Boeing F/A-18E/F Super Hornet have evolved into the same 62,950 lb (28,550 kg) class as the Vigilante. On 13 December 1960, Navy Commander Leroy A. Heath (pilot) and Lieutenant Larry Monroe (bombardier/navigator) established a world altitude record of 91,450.8 feet (27,874.2 m) in an A3J Vigilante carrying a 1,000-kilogram payload, beating

8526-425: The zero-wind requirement's elimination to considerably increase the aircraft's maximum weight, the fuselage being redesigned with a hump back to accommodate additional fuel. The wings were also redesigned with enlarged trailing-edge flaps and fully-blown flaps; these changes, when carrying four external drop tanks , roughly doubled the bomber's range. Development was halted after only six A-5Bs had been completed due to

8624-625: Was a prototype carrier-based attack aircraft built in the early 1950s. It was developed by North American Aviation (NAA) from the smaller AJ Savage . The XA2J was intended to be a turboprop -powered derivative of the AJ Savage, with the design as initially proposed in December 1947 a simple modification of the Savage, with extensive use of components of the earlier aircraft. The design gradually evolved, however, to improve performance and increase compatibility with operations from aircraft carriers, as it

8722-428: Was among the longest serving carrier-based aircraft in history, having entered service during the mid-1950s and withdrawn from use in 1991. Throughout its service, the Skywarrior was the heaviest operational aircraft to operate from an aircraft carrier , which contributed to its nickname of " Whale ". The Skywarrior is one of only three U.S. Navy attack aircraft to enter service in the strategic bomber role. The first

8820-494: Was an ambitious engine design with two power sections, (the T38 was developed from the T40 to assist in its development, by using a single power section with extension shaft and gearbox), driving two large contra-rotating propellers through a combining gearbox. Both the engines and the gearbox proved to be unreliable. The T40 engine was also used in the developmental of other aircraft . After

8918-413: Was deployed in greater numbers within the carrier's air wing. Two additional Naval Reserve units were established in the early 1970s as air refueling squadrons, VAQ-208 and VAQ-308 , at Naval Air Station Alameda , California. Both units operated aircraft with electronic warfare equipment removed and were redesignated as KA-3Bs. VAK-208 and VAK-308 were decommissioned in the early 1990s. The EA-3 variant

9016-726: Was disestablished, VQ-1 provided detachments of two EA-3B aircraft that deployed with Western Pacific and Indian Ocean (WESTPAC/IO) bound aircraft carrier battle groups up until the late 1980s when it was replaced by the Lockheed ES-3A Shadow . In addition, a version of the A-3B was modified into the RA-3B and used in Vietnam as a photo reconnaissance aircraft. Heavy Photographic Squadron 61 (VAP-61) at Naval Air Station Agana, Guam and sister squadron VAP-62 at Naval Air Station Jacksonville, Florida furnished crews and flew out of Da Nang AB performing mapping and intelligence gathering flight over

9114-617: Was its predecessor, the North American AJ Savage . Its successor, the supersonic North American A-5 Vigilante initially supplanted the A-3 in the strategic bomber role (1961-1963) but was then converted to the tactical strike reconnaissance role. A modified derivative of the Skywarrior, the B-66 Destroyer , served in the United States Air Force , where it was operated as a tactical bomber, electronic warfare aircraft, and aerial reconnaissance platform up until its withdrawal during

9212-413: Was nicknamed "The Whale". By the end of the 1950s, it was becoming clear that the nuclear mission of the Skywarrior would be passed onto ballistic missiles ; however, its high weight clearance and size meant that the aircraft would be useful in various other capacities. Accordingly, large numbers of Skywarriors were retrofitted as aerial refuelling tankers or as electronic warfare platforms; notably,

9310-503: Was recognized that the AJ Savage was deficient in performance and was a less-than-satisfactory carrier aircraft. The A2J was essentially an enlarged AJ Savage with the two reciprocating engines replaced with two Allison T40 turboprop engines and removal of the tail-mounted turbojet . Like the AJ, it was a high-winged monoplane with unswept wings. The wings were fitted with leading edge slats and large trailing edge flaps, and folded outside of

9408-512: Was subsequently disestablished at Naval Air Station Key West in January 1980. The Vigilante did not end the career of the A-3 Skywarrior, which would carry on as photo reconnaissance aircraft, electronic warfare platforms, aerial refueling tankers, and executive transport aircraft designated as RA-3A/B, EA-3A/B, ERA-3B, EKA-3B, KA-3B, and VA-3B, into the early 1990s. Fighters replaced the RA-5C in

9506-460: Was used in critical electronic intelligence (ELINT) roles operating from aircraft carrier decks and ashore supplementing the larger Lockheed EP-3 . Its last service was as an ELINT platform during Desert Storm. The EA-3B variant was modified for electronic intelligence against the Warsaw Pact . Missions were flown around the globe beginning in 1956, with the U.S. Air Force EB-47 Stratojet flying

9604-442: Was withdrawn from USN service during September 1991, the last examples of the type being retired on 27 September 1991. U.S. Navy RDT&E units, notably Naval Air Systems Command ( NAVAIR ) activities at Naval Air Station Point Mugu and NAWS China Lake , attempted to retain their A-3 testbeds. These ambitions were ultimately unsuccessful when Vice Admiral Richard Dunleavy , as Deputy Chief of Naval Operations for Air Warfare and

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