Notes:
Originally designed in the wake of World War 2 as a dive bomber, the Skyraider
did not see any service in that war; however, it saw considerable use during the
Korean War. The Skyraider was
progressively upgraded between the late 1940s and early 1980s, despite questions
about how relevant the Skyraider was in modern air power.
The Skyraider, however, came into its own in the Vietnam war, where it’s
slow speed and long loitering capability, as well as its ability to haul heavy
loads, made the aircraft of choice as a “Sandy.”
Sandies gave cover to helicopter extraction missions, able to provide
accurate support due to its slow speed and the bravery of Sandy pilots in
dragging their aircraft in low.
Their heavy armament, including four 20mm wing cannons, proved invaluable.
In addition to US Air Force service, is was used by the Navy, Marine
corps, the VNAF, and RAF, Sweden (where they were only used as target tugs, with
armament and hardpoints removed), and the French Air Force.
A variety of Southeast Asian and African countries also procured retiring
Skyraiders. The A-1 continued to be used by the reunited Vietnam until the late
1980s. Though it is controversial
as to whether it is regarded to be a kill, four Skyraiders outmaneuvered and
shot down a MiG-19 in 1967. It
often took two or more MiGs to being down a Skyraider, due to the Skyraider’s
maneuverability and the low heat given off by its engine. Skyraiders were
involved in several – ah, unusual exploits, including the rescue of a Special
Forces trooper, with the Green Beret standing on the wing, and in 1965, the
dropping of a toilet on Viet Cong (commemorating the pilot’s 6 million pounds of
ordnance dropped).
AD-1
The original
production was designated AD-1; this designation was assigned before the joint
service common designation redesignation, and for the fact that the Skyraider
was originally a Naval aircraft.
242 were built. The AD-1 was powered by a 2500-horsepower Wright R-3350-24W
Duplex Cyclone Radial, with 18 cylinders.
The engine was canted slightly downward, reducing the need for trim
changes. It was a tail-dragger, and the main wheels rotated 90 degrees to lay
flush with the airframe when flying.
Being originally a Naval aircraft, the winds folded up near the middle.
Both the wings and tail carried ailerons and elevators, increasing
maneuverability, and had effective flaps and an undercarriage suitable for
rough-field operations. Weapon
carriage consisted of its internal armament of an M-3 20mm autocannon in each
wing. A centerline hardpoint, a hard point under each wing, six pylons under
each outer wing, for a total of 15 pylons – 1.63 tons on the centerline pylon,
each inboard pylon could handle 1.36 tons, and each outer wing pylons could
carry 225 kg each. However, the
outer wing in totality could not carry more than1.135 tons, and since the
hardpoints were tightly spaced, clearance issues resulted; while the outer wing
could handle 6 rockets, it could carry only 3 bombs on the outer wing.
Essentially, if loaded with more than 250 kg of weapons, the pilot may
load only every other of these hardpoints, as the heavier ordnance was literally
hooked to two hardpoints. (Most Sandies did in fact carry rockets underwing.
The centerline and inner wing pylons were wet; this was good, since the
AD-1 was not capable of aerial refueling.
Occasionally, an AD-1 was “bombed up,” overloaded with ordnance; these
configurations were not regarded as being a sane thing to do.
Along with bombs, napalm, and rockets, the AD-1 could carry torpedoes;
this was only done once, against a dam in North Korea.
The AD-1 had no ejection seat, and clearing the big tail could be a
problem in a bailout. The pilot
sits in an armored cockpit.
The AD-1Q was a
variant of the AD-1 that carried a second operator in the rear.
His cockpit could be charitably described as cozy; he entered through a
door on the right side below the canopy.
(In an emergency, this could be difficult to get out of quickly.) He had
limited view through the canopy, and his main window was on left side.
Under the right wing outboard was a jammer pod, and a chaff dispenser was
carried under the left wing outboard.
The other hardpoints were not occupied and could carry normal ordnance,
and the cannons remained. The AD-1Q had extra antennas for the ECM pod. In order
to not lose the fuel tankage, a spine ran down the fuselage to the tail.
AD-2/AD-3/AD-4
Some 156 AD-2s
were built, though some were converted to the variants below. The upgrades
included airframe strengthening, allowing for better maneuverability, an
increase in internal fuel, and the replacement of the engine by a later version,
the Wright 3350-26W, developing 3020 horsepower.
The AD-1 included doors for the main landing gear, something the AD-1 did
not have. The engine mounting was
improved and made more solid, and the cockpit arrangement was made more
intuitive. This version entered
service in 1948.
An AD-2Q was
also produced, similar to the AD-1Q, but with a jammer with more capability.
The AD-3 was
similar to the AD-2, had a further-strengthened airframe, lengthened main gear
struts, and an updated propeller.
The tailwheel was no longer retractable, the rudder was redesigned, and the
cockpit layout was further revised. The tail pitot tube was removed, replaced by
a simple inlet. 125 of these were
built or converted in 1949.
The AD-3Q was an
ECM platform version of the AD-3; it had an updated equipment configuration.
Only 23 were built or converted.
The AD-3N was a
night attack variant, with a second crewmember crammed into the rear canopy like
on the AD-2Q. A second door, with a
window, was put in the RIO space.
Under one wing was an AN/APS-4 radar pod, while the other wing had a 1
million-candlepower searchlight. The fuselage dive brakes were deleted, though
the belly dive brakes were retained.
On some AD-3Ns, the cannons were given flash suppressors to keep from
blinding the crew in the dark. 15 were built or converted.
The AD-3W was an
AEW variant, with a large belly radome for an AN/APS-20A search and tracking
radar. In addition, the fuselage
had a spine that held more equipment.
Again, two crewmembers were jammed in where only one should have gone.
The cannons were deleted, and the inboard wing pylons were retained for
fuel tanks (the extra equipment gave the AD-3W a considerable hit on fuel
tankage); the outer wing hardpoints were removed.
The AD-3W had the nickname “Guppy” during its service.
31 were built or converted.
The AD-4 was
built in larger numbers than any other Skyraider, with 372 built, though most
were later converted or upgraded to later models. A more fuel-efficient Wright
R-3350-26WA engine, providing 2700 horsepower, was fitted, though there was a
loss of speed. The windshield was
made wider and made of armored glass. Firepower was increased by adding another
20mm autocannon in each wing.
The AD-4B was,
unbelievably, fitted out for tactical nuclear delivery, though they could also
carry conventional stores. 165 of
these were built, with another 37 being modified from standard AD-4s.
They could carry a Mk 7 or Mk 8 nuclear bomb on a reinforced centerline
pylon. Pilots of the AD-4B had no
great faith that they would survive such a mission; they knew the Skyraider was
too slow to avoid the blast and radiation effects of the bomb.
They did have a special bomb direction system, optimized for nuclear
delivery; it was not useful for conventional ordnance.
The AD-4N was
the night attack variant, similar in concept to the AD-3N.
This version did not have the second cannon in each wing, remaining with
two cannons. After redesignation,
this aircraft became the A-1D
The AD-4Q was an
ECM carrier, similar to the AD-3Q.
AD-4W was an AEW
version, with 168 built, and similar to the AD-3W.
The AD-4L was a
winterized version, specifically for fighting in Korea.
It featured deicing boots on the leading edges of the wings and control
surfaces, and an engine preheater.
There were 63 conversions. The
AD-4NL was a winterized AD-4N, with 38 conversions.
Both are identical to the standard AD-4 or AD-4N for game purposes.
Near the start
of the Korean War, 100 AD-4Ns were converted back to a day attack role. They
were stripped of all night attack equipment, and had their hardpoints restored.
They retained, however, their twin 20mm cannons, with flash suppressors.
The rear seat remained, though it was normally empty.
Korean War Skyraiders:
AD-5/AD-6/AD-7
In the Korean
War, the Skyraider acquired the nickname “Able Dog,” from its designation of AD.
They had a legendary reputation, as being easy to fly, maneuverable, able
to haul lots or ordinance, and capable of sustaining incredible damage and
bringing its pilot home. Later, after the tri-service designation system, the
AD-5 would be redesignated the A-1E.
The first AD-5s were rebuilt AD-4s.
The AD-5 was a
significant upgrade for the Skyraider, with a stretched fuselage to carry more
fuel, a width increase to allow even more fuel, a second crewmember, or
specialized equipment. In some
configurations, up to four crewmembers could be accommodated in the Skyraider,
if so equipped. The fuselage
airbrakes were deleted as unnecessary with all the brakes and slats already
present. The outer wing pylons were
moved so they just projected beyond the front of the wings; this helped maintain
the center of gravity when carrying stores. The two seat configuration was used,
with the second seat beside the pilot; this seat was often unoccupied, but often
carried an observer with binoculars.
The AD-5N was a
night attack version, similar in concept to the AD-4N, though the radar operator
was beside the pilot instead of being crammed in the back.
239 were built. After redesignation, this became the A-1G.
The AD-5W was an
AEW aircraft, similar to the AD-4W, and equipped with a tracking and scanning
radar underneath the fuselage. The
AD-1W had two radar operators and one EW officer; the radar operators in the
rear needed their cockpit area dark, to see the radar scopes better.
The Plexiglas of the canopy in the rear was replaced with aluminum
sheets, and small windows were made in the sides of the rear section to supply
what light was needed. Equipment
included a searchlight and a chaff pod. After redesignation, this became the
EA-1E.
The AD-5S was a
one-off; it was an attempt to turn the Skyraider into an ASW platform.
It had radar and searchlight on the wings and a MAD tail stinger, was a
four seater, and generally carried torpedoes and sonobuoys on its wings. The
Navy decided to use the S-2 Tracker instead. It will not be covered here.
The AD-5Q was an
EW aircraft; like other AD-xQs, it carried chaff and ECM pods, and it also
carried a four-man crew to operate the increase in ECM gear as well as chaff.
Under its wings, there were two ECM pods and two chaff pods; there was
some additional internal electronic gear in a spine fairing. After
redesignation, this became the EA-1F.
Theoretically,
the AD-5 was to an extent modular; literature suggests that it could be
outfitted as an air ambulance with a capacity of four stretchers, a personnel
transport able to carry eight passengers, a target tug, a photoreconnaissance
aircraft, and a cargo aircraft with a capacity of 900 kg.
I have not seen any hard evidence that the AD-5 was ever used in any of
these roles, though the conversion kits were produced and distributed.
At any rate, I have no hard information, or even something nebulous that
I could fudge with, so they will not be included here.
On a few occasions, the AD-5 has been used as a buddy refueler, with the
inner wing hardpoints used as a kit for this purpose; only a few mentions of
this use appear anywhere.
The AD-6, later
redesignated the A-1H, was an even bigger upgrade, with its engine replaced by a
Wright R-3350-26WD 2700-horsepower engine, which was easier to service.
Hardpoints were modernized to be able to take any sort of ordinance in the US
military. It also inherited the
AD-4B’s alternate mission as a nuclear delivery platform. The avionics were
simplified and improved. The
airframe was reinforced, as were the landing gear.
The AD-6 had a long ventral airbrake atop the fuselage.
The AD-6/A-1H appeared to be optimized for air-to ground operations; the
AD-6 had a rudimentary targeting computer.
No other variants were built.
The AD-6/A-1H
introduced a controversial feature – the rocket extraction device.
This was not an ejection seat; attached to the pilot’s harness, it simply
yanked him out of the plane. The
pilot still had to pull his own rip cord. It is not sure what confidence the
crews had in this system.
The AD-7/A-1J
simply was an AD-6 with longer, stronger wings, and stronger landing gear.
72 were built, with the last one built in 1957.
The A-1E, A-1H,
and A-1J later went on to glory as Sandies in the Vietnam War, with the last
being retired from US service in 1972.
What Could Have Been:
The Skyshark
In Jun 1945 the
military asked Douglas to produce a prototype of a turboprop-powered Skyraider.
It was to have more speed and better lifting capability, but be able to
operate off Essex and
Casablanca-class escort carriers,
which were not big enough to operate jets.
They would also provide an alternative for general ground support to
thirsty jets. The result was the
A2D Skyshark. While the Skyraider
was clearly the base of the aircraft, the Skyshark was also a clearly different
airplane.
The Skyshark was
built around the new Allison XT-40-A2 5100-horsepower turboprop powering a
two-layer contra-rotating propeller.
The wing root thickness was decreased to increase streamlining, but the
height and area of the tail grew.
The Skyshark
program, however, was fraught with problems from the beginning.
The Allison engine was not available until 1950; in the meantime an
underpowered GE TE-100 was used for flight tests.
In addition, the engine that Allison delivered at first were prototype
engines; a production did not appear until 1953.
During one of the first test flights, the gearbox, which had troublesome,
could not handle the power of the engine, seized it up, and caused the nose to
shed all of its propeller blades. Which is too bad, because when it was working,
the Allison engine was capable of delivering near-sonic speeds.
By 1954, the A-4
Skyhawk was ready to fly; Douglas now had a much better design to sell to the
Navy. Meanwhile, the escort
carriers were being mothballed.
Allison had still not delivered a reliable powerplant.
Time was up for the troubled Skyshark.
Of the 12 built, four were destroyed in testing, seven were scrapped, and
one is now on display at the airport in Idaho Falls, Idaho.
I am including
the Skyshark in this entry as a “what-if.”
Twilight 2000
Notes: By the Twilight War, very few of these aircraft were flying, but the few
remaining -- perhaps 25 in all -- were recalled late in the war as ground
support aircraft and Sandies.
Vehicle |
Price |
Fuel Type |
Load |
Veh Wt |
Crew |
Mnt |
Night Vision |
Radiological |
AD-1 |
$2,900,490 |
AvG |
1.55 tons |
4.76 tons |
1 |
8 |
None |
Enclosed |
AD-1Q |
$15,251,131 |
AvG |
1.4 tons |
4.81 tons |
2 |
11 |
None |
Enclosed |
AD-2 |
$2,923,620 |
AvG |
1.71 tons |
4.76 tons |
1 |
9 |
None |
Enclosed |
AD-2Q |
$17,221,924 |
AvG |
1.4 tons |
4.81 tons |
2 |
11 |
None |
Enclosed |
AD-3 |
$2,923,620 |
AvG |
1.71 tons |
4.86 tons |
1 |
9 |
None |
Enclosed |
AD-3N |
$19,715,380 |
AvG |
1.46 tons |
5.86 tons |
2 |
13 |
Radar (50 km), WL Searchlight |
Enclosed |
AD-3W |
$29,840,588 |
AvG |
1.56 tons |
5.48 tons |
2 |
15 |
Radar (75 km), WL Searchlight |
Enclosed |
AD-4 |
$5,354,340 |
AvG |
1.68 tons |
4.9 tons |
1 |
9 |
None |
Enclosed |
AD-4B |
$5,527,530 |
AvG |
1.68 tons |
4.93 tons |
1 |
11 |
None |
Shielded |
AD-4N |
$15,531,153 |
AvG |
1.43 tons |
5.9 tons |
2 |
13 |
Radar (60 km), WL Searchlight |
Enclosed |
AD-4Q |
$17,464,996 |
AvG |
1.37 tons |
5.05 tons |
2 |
11 |
None |
Enclosed |
AD-4W |
$30,083,660 |
AvG |
1.53 tons |
5.52 tons |
2 |
13 |
Radar (70 km), WL Searchlight |
Enclosed |
AD-4N (Stripped) |
$3,338,860 |
AvG |
1.79 tons |
4.79 tons |
1(2) |
8 |
None |
Enclosed |
AD-5 |
$8,749,780 |
AvG |
2.13 tons |
5.58 tons |
1(2) |
8 |
None |
Enclosed |
AD-5N |
$15,870,697 |
AvG |
1.88 tons |
6.68 tons |
2 |
13 |
Radar(70 km), WL Searchlight |
Enclosed |
AD-5W |
$57,477,478 |
AvG |
1.98 tons |
7.3 tons |
2 |
13 |
Rada (100 km), WL Searchlight |
Enclosed |
AD-5Q |
$19,101,939 |
AvG |
2.04 tons |
6.95 tons |
4 |
13 |
Radar (100 km) |
Enclosed |
AD-6 |
$16,996,223 |
AvG |
2.15 tons |
6.62 tons |
2 |
11 |
None |
Enclosed |
AD-7 |
$19,252,761 |
AvG |
2.2 tons |
6.84 tons |
2 |
11 |
None |
Enclosed |
A2D-1 Skyshark |
$17,992,767 |
AvG |
2.64 tons |
5.86 tons |
1 |
10 |
None |
Enclosed |
Vehicle |
Tr Mov |
Com Mov |
Mnvr/Acc Agl/Turn |
Fuel Cap |
Fuel Cons |
Ceiling |
Armor |
AD-1/AD-1Q |
999 |
200 (45) |
6/4
30/20 |
1400 |
924 |
7925 |
FF7
CF7 RF7
W5 T5* |
AD-2/AD-2Q |
1098 |
220 (40) |
5/3
32/15 |
1440 |
1112 |
7925 |
FF7
CF7 RF7
W5 T5* |
AD-3/AD-3Q |
1109 |
222 (40) |
5/3
33/15 |
1440 |
1112 |
7925 |
FF7
CF7 RF7
W5 T5* |
AD-3N |
1009 |
202 (45) |
5/3
30/15 |
1440 |
1222 |
7925 |
FF7
CF7 RF7
W5 T5* |
AD-3W |
1042 |
209 (45) |
6/4
31/20 |
1356 |
1178 |
7925 |
FF7
CF7 RF7
W5 T5* |
AD-4/AD-4B/AD-4Q |
1040 |
208 (40) |
5/3
31/15 |
1440 |
991 |
7925 |
FF7
CF7 RF7
W5 T5* |
AD-4N |
946 |
189 (45) |
6/4
28/20 |
1440 |
1079 |
7925 |
FF7
CF7 RF7
W5 T5* |
AD-4W |
978 |
196 (45) |
6/4
29/20 |
1356 |
1054 |
7925 |
FF6
CF6 RF5
W5 T5* |
AD-4N (Stripped) |
1061 |
212 (40) |
5/3
32/15 |
1440 |
971 |
7925 |
FF7
CF7 RF7
W5 T5* |
AD-5 |
917 |
196 (40) |
5/3
27/15 |
1670 |
1060 |
7925 |
FF7
CF7 RF7
W5 T5* |
AD-5N |
834 |
178 (45) |
5/3
25/15 |
1670 |
1166 |
7925 |
FF7
CF7 RF7
W5 T5* |
AD-5W |
862 |
167 (45) |
6/4
26/20 |
1573 |
1166 |
7925 |
FF7
CF7 RF7
W5 T5* |
AD-5Q |
816 |
174 (45) |
6/4
25/20 |
1670 |
1187 |
7925 |
FF7
CF7 RF7
W5 T5* |
AD-6 |
834 |
158 (40) |
5/3
25/15 |
1670 |
1155 |
7925 |
FF7
CF7 RF7
W5 T5* |
AD-7 |
809 |
153 (35) |
5/3
24/15 |
1670 |
1190 |
7925 |
FF7
CF7 RF7
W5 T5* |
A2D-1 Skyshark |
1639 |
328 (35) |
5/3
49/15 |
1837 |
1887 |
14664 |
FF7
CF7 RF7
W5 T5* |
Vehicle |
Combat Equipment |
Minimum Landing/Takeoff
Zone |
RF |
Armament |
Ammo |
AD-1/2/3 |
Secure Radios, IFF, TACAN |
615/745m Primitive Runway |
+1 |
2x20mm M3 Autocannons, 15 Hardpoints |
400x20mm |
AD-1Q |
Secure Radios, IFF, TACAN, ECM 1, Chaff
(20) |
615/745m Primitive Runway |
+1 |
2x20mm M3 Autocannons, 13 Hardpoints |
400x20mm |
AD-2Q/3Q |
Secure Radios, IFF, TACAN, ECM 2, Chaff
(20) |
615/745m Primitive Runway |
+1 |
2x20mm M3 Autocannons, 13 Hardpoints |
400x20mm |
AD-3N |
Secure Radios, IFF, TACAN |
615/745m Primitive Runway |
+1 |
2x20mm M3 Autocannons, 13 Hardpoints |
400x20mm |
AD-3W |
Secure Radios, IFF, TACAN, ECM 1, Chaff
(20) |
615/745m Primitive Runway |
+1 |
2x20mm M3 Autocannons, 2 Hardpoints |
400x20mm |
AD-4/AD-4B |
Secure Radios, IFF, TACAN, RWR, Armored
Windshield |
615/745m Primitive Runway |
+1 |
4x20mm M3 Autocannons, 15 Hardpoints |
800x20mm |
AD-4N |
Secure Radios, IFF, TACAN, ECM (-3),
Chaff (20) |
615/745m Primitive Runway |
+1 |
2x20mm M3 Autocannons, 13 Hardpoints |
400x20mm |
AD-4Q |
Secure Radios, IFF, TACAN, ECM 2, Chaff
(20) |
615/745m Primitive Runway |
+1 |
4x20mm M3 Autocannons, 13 Hardpoints |
800x20mm |
AD-4N (Stripped) |
Secure Radios, IFF, TACAN, RWR, |
615/745m Primitive Runway |
+1 |
2x20mm M3 Autocannons, 15 Hardpoints |
400x20mm |
AD-5 |
Secure Radios, IFF, TACAN, RWR, |
615/745m Primitive Runway |
+1 |
4x20mm M3 Autocannons, 15 Hardpoints |
800x20mm |
AD-5N |
Secure Radios, IFF, TACAN, RWR, ECM 2,
ECCM 1, Chaff (20) |
615/745m Primitive Runway |
+1 |
4x20mm M3 Autocannons, 13 Hardpoints |
800x20mm |
AD-5W |
Secure Radios, IFF, TACAN,, ECM 1, ECCM
1, Chaff (20), Radio Detection, Track While Scan |
615/745m Primitive Runway |
+1 |
4x20mm M3 Autocannons, 2 Hardpoints |
800x20mm |
AD-5Q |
Secure Radios, IFF, TACAN, RWR, ECM 2,
ECCM 1, Chaff (40), Radio Detection, Radio Jamming 2 |
615/745m Primitive Runway |
+1 |
4x20mm M3 Autocannons, 11 Hardpoints |
800x20mm |
AD-6 |
Secure Radios, IFF, TACAN, RWR, ECM
1, ECCM 1, Chaff (10) |
615/745m Primitive Runway |
+1 |
4x20mm M3 Autocannons, 15 Hardpoints |
800x20mm |
AD-7 |
Secure Radios, IFF, TACAN, RWR,, ECM 1,
ECCM 1, Chaff (10) |
615/745m Primitive Runway |
+1 |
4x20mm M3 Autocannons, 17 Hardpoints |
800x20mm |
A2D-1 Skyshark |
Secure Radios, IFF, TACAN, RWR, ECM 1,
ECCM 1, Chaff (10) |
615/745m Primitive Runway |
+2 |
4x20mm HS-404 Autocannons, 11 Hardpoints |
800x20mm |
*The cockpit area of
the Skyraider has additional armor and has an AV of 8.
A-4 Skyhawk
Notes: Most
versions of the A-4 have a hump behind the cockpit that houses avionics and ECM
gear. Although it is small, it can
carry a large weapon load for its size, including nuclear weapons.
These aircraft were much used in the Twilight War, particularly in the
Middle East and by the US, who recalled them from boneyards to replace aircraft
losses and to use as close support aircraft.
The A-4A was the
first production model, with a low-thrust engine and two hardpoints.
The A-4B is the same aircraft with a slightly higher-powered engine.
The A-4Q is a refurbished A-4B sold to the Argentine Navy.
The A-4C has the addition of terrain-following radar and an autopilot as
well as improvements to avionics.
The A-4P is a refurbished A-4C supplied to the Argentine Air Force.
The A-4E
introduced two new hardpoints to the wings.
The A-4F introduced the avionics hump to the rear of the cockpit, housing
ECM and equipment for the guidance of command-guided munitions.
An A-4G is an A-4F built for the Australian Navy; it does not have the
hump. The A-4K is the same aircraft after some years have gone by; it was
refurbished, and then passed on the New Zealanders. The A-4H was built for the
Israelis; it replaces the cannons with heavier ones.
The A-4M was built for the US Marines and was known as the Skyhawk II; it
has a more powerful engine, double the cannon ammunition load, and a laser
designator. The A-4N was built for
the Israelis; it has 30mm cannons, and more advanced avionics.
The A-4Y is an A-4M with a refit to bring it up to the same level as the
A-4N.
Vehicle |
Price |
Fuel Type |
Load |
Veh Wt |
Crew |
Mnt |
Night Vision |
Radiological |
A-4A |
$13,186,570 |
JP5 |
3.59 tons |
10.23 tons |
1 |
18 |
Radar (40 km) |
Shielded |
A-4B/Q/S |
$14,195,740 |
JP5 |
3.59 tons |
10.23 tons |
1 |
18 |
Radar (40 km) |
Shielded |
A-4C/P |
$14,653,670 |
JP5 |
3.59 tons |
10.23 tons |
1 |
18 |
Radar (40 km) |
Shielded |
A-4E |
$16,133,320 |
JP5 |
4.5 tons |
11.14 tons |
1 |
18 |
Radar (40 km) |
Shielded |
A-4F/K |
$32,117,150 |
JP5 |
4.5 tons |
11.14 tons |
1 |
20 |
Radar (40 km) |
Shielded |
A-4G |
$30,380,530 |
JP5 |
4.5 tons |
11.14 tons |
1 |
18 |
Radar (40 km) |
Shielded |
A-4H |
$32,587,970 |
JP5 |
4.5 tons |
11.14 tons |
1 |
22 |
Radar (40 km) |
Shielded |
A-4M |
$40,441,710 |
JP5 |
4.76 tons |
11.14 tons |
1 |
26 |
Radar (40 km) |
Shielded |
A-4N/Y |
$40,219,410 |
JP5 |
4.76 tons |
11.14 tons |
1 |
26 |
Radar (40 km) |
Shielded |
Vehicle |
Tr Mov |
Com Mov |
Mnvr/Acc Agl/Turn |
Fuel Cap |
Fuel Cons |
Ceiling |
Armor |
A-4A |
2115 |
529 (110) |
NA
132 7/4
70/40 |
3120 |
1610 |
17100 |
HF3
HS3 HR3
W3 T2 |
A-4B/Q/S/C/P |
2125 |
531 (110) |
NA
133 7/4
70/40 |
3120 |
1647 |
17100 |
HF3
HS3 HR3
W3 T2 |
A-4E/F/K/G/H |
2154 |
538 (110) |
NA
135 7/4
70/40 |
3120 |
1908 |
17100 |
HF3
HS3 HR3
W3 T2 |
A-4H |
2832 |
596 (110) |
NA
149 7/4
70/40 |
3120 |
1932 |
17100 |
HF3
HS3 HR3
W3 T2 |
A-4M/N/Y |
3097 |
774 (110) |
NA
194 7/4
70/40 |
3120 |
2635 |
17100 |
HF3
HS3 HR3
W3 T2 |
Vehicle |
Combat Equipment |
Minimum Landing/Takeoff
Zone |
RF |
Armament |
Ammo |
A-4A/B/Q/S |
None |
1000/600m Hardened Runway |
+1 |
2x20mm Mk 12 Autocannons, 2 Hardpoints |
200x20mm |
A-4C/P |
RWR, Flare/Chaff (30/20), TFR |
1000/600m Hardened Runway |
+1 |
2x20mm Mk 12 Autocannons, 2 Hardpoints |
200x20mm |
A-4E/G |
RWR, Flare/Chaff (30/20), TFR, ECM |
1000/600m Hardened Runway |
+1 |
2x20mm Mk 12 Autocannons, 4 Hardpoints |
200x20mm |
A-4F/K |
RWR, Flare/Chaff (35/25), TFR, ECM, DJM |
1000/600m Hardened Runway |
+2 |
2x20mm Mk 12 Autocannons, 4 Hardpoints |
200x20mm |
A-4H |
RWR, Flare/Chaff (35/25), TFR, ECM 2,
DJM, IR Masking |
1000/600m Hardened Runway |
+2 |
2x30mm DEFA Autocannons, 4 Hardpoints |
200x30mm |
A-4M |
RWR, Flare/Chaff (40/30), TFR, ECM 2,
DJM, Laser Designator (6 km) |
1000/600m Hardened Runway |
+3 |
4x20mm Mk 12 Autocannons, 5 Hardpoints |
400x20mm |
A-4N/Y |
RWR, Flare/Chaff (35/25), TFR, ECM 2,
DJM, Laser Designator (6 km) |
1000/600m Hardened Runway |
+3 |
2x30mm DEFA Autocannons, 5 Hardpoints |
100x30mm |
A-6 Intruder
Notes: This is
an older US Navy attack aircraft, partially replaced in US Navy service by the
F/A-18. The Intruder can be
refueled in flight and can carry drop tanks.
Earlier versions of this aircraft were workhorses in Vietnam and the Gulf
War. A tanker version, the KA-6D,
remains in service, and carries 9500 liters of fuel in 5 drop tanks for buddy
refueling of carrier aircraft.
The A-6A is the
basic aircraft; it to include a digital integrated attack suite (the DIANE
system). The A-6B is generally
similar, but has an updated RWR and is able to use antiradiation missiles.
The A-6C is also similar to the A-6B, but carries a FLIR and low-light TV
system under the nose. The A-6E has
a comprehensive avionics and ECM suite.
The A-6E/TRAM has the TRAM system; this includes a steerable ball turret
under the nose housing the FLIR, LLTV, and a laser designator.
This aircraft is one of the few in the inventory able to deliver
The A-6F
includes better avionics, smokeless engines, higher load-carrying capability,
and a new bomb delivery system with better accuracy.
In addition, the A-6F adds air-to-air capability.
The Navy chose to concentrate on the Super Hornet instead of building the
A-6F.
Two electronic
warfare versions of the A-6 were produced: the EA-6A, made in extremely limited
numbers primarily as an operational experiment, and the EA-6B, the US Navy’s
primary electronic warfare aircraft.
(This version will be detailed in another entry.)
Work on the EA-6A started in 1962; it is basically a heavily-modified
A-6A, distinguished by the canoe fairing on the tail.
The fairing carried electronic warfare equipment such as radar and radio
detectors and radar and radio jammers.
In addition, the EA-6A could carry up to five electronic and/or infrared
jamming pods (four under the wings, and under the fuselage).
Flare and chaff dispensing pods could be carried in place of the
underwing jammers if the mission called for them.
The EA-6A retained a limited ground attack capability (though it was
seldom used for it); it’s most common weapon was the Shrike ARM.
The radar of the EA-6A is not as powerful as that of the A-6A.
Only 27 EA-6As were built, and the survivors of the Vietnam War were
retired in 1985, after having been relegated to a training role after the war.
Some were also converted into regular A-6As after the Vietnam War.
The KA-6D is a
tanker version of the A-6, made by converting existing A-6s (mostly A-6As,
though 12 of the 90 made were modified from A-6Es).
The KA-6D is basically an A-6A which has been stripped down, with the
radar and most of the DIANE system removed. (It retains a visual bombing system,
but this was seldom used in Vietnam, and has not been used since.)The KA-6D is
fitted with an inertial navigation system, a powerful navigation computer, and
long-range radios, to allow it to find the aircraft which depend upon it.
(The KA-6D also has a secondary role as an air/sea rescue control
aircraft.) Internal fuel tanks are
re-arranged, and the wings are strengthened to allow it to carry its huge
external fuel tanks. The belly of
the fuselage has a hose, reel, and basket-type refueling drogue.
A special pod could also be carried on the fuselage hard point, allowing
it to refuel Air Force aircraft and other aircraft which cannot be refueled by
probe-and-drogue method; this pod would be carried in place of one of the
KA-6D’s external fuel tanks.
Another pod may be carried on the centerline; this one acts as a backup to the
primary hose and drogue, or may allow the KA-6D to ferry fuel to other carriers
or land bases. The KA-6D may carry up to five external fuel tanks, all of which
may be used refuel other aircraft if necessary; each one of these fuel tanks
carry 1900 liters. The
bombardier/navigator has greatly-reduced duties in the KA-6D; his primary is job
is as a navigator and to conduct the refueling operations.
There is a tiny chance that the hose can get stuck in the unreeled
position; if this happens, the aircraft cannot land on a carrier or on land due
to the inability to extend the tailhook and the high probability of a
catastrophic fire as the unreeled hose drags the ground.
Because of this, a device was installed which severs the hose from the
aircraft at the fuselage. Though
the KA-6D is also called the Intruder, it is more common for US Navy and Marine
pilots to refer to the KA-6D by the name of “Texaco.”
Twilight 2000
Notes: Many A-6s returned to service to replace aircraft losses during the
Twilight War. The A-6F Intruder II
aircraft was at first not going to be produced, but with the Twilight War
emergency, it was produced in limited quantities (perhaps 50, plus about 25
conversions from A-6E aircraft) during 1998-99.
Four EA-6As served in the Twilight War, replacing EA-6B losses after
being pulled from boneyards and refurbished; these aircraft had more modern
equipment than the original EA-6As.
Vehicle |
Price |
Fuel Type |
Load |
Veh Wt |
Crew |
Mnt |
Night Vision |
Radiological |
A-6A/B |
$68,581,910 |
JP5 |
8.17 tons |
26.58 tons |
2 |
38 |
Radar (225 km) |
Shielded |
A-6C |
$80,479,490 |
JP5 |
8.17 tons |
26.78 tons |
2 |
38 |
Radar (225 km), FLIR (30 km), Image
Intensification (20 km) |
Shielded |
A-6E |
$97,047,950 |
JP5 |
8.17 tons |
27.4 tons |
2 |
40 |
Radar (300 km), FLIR (40 km), Image
Intensification (25 km) |
Shielded |
A-6E/TRAM |
$111,880,910 |
JP5 |
8.17 tons |
27.4 tons |
2 |
38 |
Radar (300 km), FLIR (60 km), Image
Intensification (40 km) |
Shielded |
A-6F |
$121,465,060 |
JP5 |
8.55 tons |
27.5 tons |
2 |
40 |
Radar (300 km), FLIR (70 km), Image
Intensification (50 km) |
Shielded |
EA-6A |
$167,424,500 |
JP5 |
6.8 tons |
24.77 tons |
2 |
40 |
Radar (245 km) |
Shielded |
KA-6D |
$69,669,500 |
JP5 |
9.5 tons |
26.6 tons |
2 |
35 |
Weather Radar (200 km) |
Shielded |
Vehicle |
Tr Mov |
Com Mov |
Mnvr/Acc Agl/Turn |
Fuel Cap |
Fuel Cons |
Ceiling |
Armor |
A-6A/B/C/E |
2072 |
1518 (185) |
NA
130 8/4
40/30 |
7300 |
4898 |
12925 |
FF 5
CF4 RF3
W4 T3 |
A-6F |
2447 |
1611 (135) |
NA
153 8/4
50/30 |
9600 |
7417 |
13500 |
FF 5
CF5 RF3
W4 T3 |
EA-6A |
2072 |
1518 (185) |
NA
130 8/4
40/30 |
7300 |
4898 |
12925 |
FF 5
CF4 RF3
W4 T3 |
KA-6D |
2092 |
1550 (185) |
NA
130 8/4
40/30 |
7300 |
4898 |
12925 |
FF 5
CF4 RF3
W4 T3 |
Vehicle |
Combat Equipment |
Minimum Landing/Takeoff
Zone |
RF |
Armament |
Ammo |
A-6A/B |
Flare/Chaff (45/35) , ECM 1, RWR, All
Weather Flight |
1400/785 Hardened Runway |
+2 |
5 Hardpoints |
None |
A-6C |
Flare/Chaff (45/35) , ECM 2, RWR, All
Weather Flight, Inertial Navigation |
1400/785 Hardened Runway |
+3 |
5 Hardpoints |
None |
A-6E |
EW Suite, Secure Radios, Flare/Chaff
(60/50) , ECM 3, Radar Warning, Deception Jamming, All-Weather Flight,
Inertial Navigation |
1400/785 Hardened Runway |
+3 |
5 Hardpoints |
None |
A-6E/TRAM |
EW Suite, Secure Radios, Flare/Chaff
(60/50) , ECM 3, Radar Warning, Deception Jamming, All-Weather Flight,
Laser Designator (10 km), Inertial Navigation |
1400/785 Hardened Runway |
+4 |
5 Hardpoints |
None |
A-6F |
EW Suite, Secure Radios, Flare/Chaff
(70/60) , ECM, RWR, ECM 4, All-weather Flight, HUD, IR Uncage, Track
While Scan, Terrain Following Radar, Laser Designator (12 km), Inertial
Navigation |
1400/785m Hardened Runway |
+5 |
7 Hardpoints |
None |
EA-6A |
Flare/Chaff (45/35) , ECM 3, RWR, All
Weather Flight, Deception Jamming |
1400/785 Hardened Runway |
+1 |
5 Hardpoints |
None |
KA-6D |
Flare/Chaff (45/35) , RWR, Secure
Radios, Inertial Navigation |
1400/785 Hardened Runway |
+1 |
5 Hardpoints |
None |
A-7 Corsair II
Notes: The story
of the A-7 Corsair II began in the early 1960s, when the US Navy realized that,
while the A-4 Skyhawk was still hale, it was a small aircraft with limited
capacity for external stores or updating, relatively fragile compared to more
recent designs, and had limited fuel capacity.
The Navy put out a call for a better aircraft, and Vought was able in
short order to (extensively) modify their F-8 Crusader fighter into a subsonic
ground attack platform able to address most of the design shortcomings perceived
by the Navy. Deliveries began in
1967, with initial deliveries to the US Navy continuing until 1971.
The US Air Force, in an unusual move (the US Navy and Air Force, out of
service rivalries if nothing else, generally refuse to operate the same
aircraft), decided to have a version made to their requirements.
Then, seeing the Corsair II’s successes in Vietnam, was taken up by
several NATO and some other countries.
The A-7 featured some innovative new technologies, such as the HUD and
inertial navigation. The Turkish and Greeks still operate the A-7.
Claims to fame included some of the first use of smart bombs (against the
Than Hoa bridge in this case) and as one of the favorite steeds of
The First Corsair IIs
The airframe of the
A-7A was essentially a shortened and stubby version of the F-8 Crusader’s; it
quickly acquired the nickname of SLUF (Short Little Ugly Fucker, or “Fellow” in
its family-friendly guise). Most of
the time, the “II” was omitted from the aircraft’s name, leaving the aircraft of
simply “Corsair.” The Corsair went
from first flight to squadron service in little over a year, with full
operational service in February in 1967. The Corsair was one of the first
aircraft able to do all-weather attack, due to its radar bombing system, which
was linked to a weather radar and it’s INS.
This also linked with a second weapons computer, which allowed it to use
some smart bombs and missiles from sometimes long distances (the limiting factor
was primarily of the munitions and not of the A-7’s bombing system).
Another innovative feature was the landing system and autopilot; the A-7
could navigate to and from the pilot and land on the carrier with hands off by
the pilot. (In actual service, this rarely done, as the skies over North Vietnam
could give the pilot too many unpleasant surprises, as could carrier landings.)
The early HUD showed information on the attitude and altitude of the
Corsair, told the pilot if his aircraft was drifting off course, and gave the
pilot an aiming circle appropriate to the munitions he was using, including for
his gun and the pair of Sidewinders he carried (on either side of the aircraft
behind and below the cockpit, for air-to-air combat). The INS could show had two
scopes, one for attack and one for navigation.
The pilot, when using the autopilot, the pilot could set up to nine
waypoints for the autopilot to follow, in addition to start and endpoints.
Finally, the A-7 was equipped with the latest version of TACAN
navigation, normally used as a backup to the INS. The radio could use secured
communications between aircraft which were possessed of the same sort of
equipment.
However, the
A-7A had its problems and teeth-cutting. The Corsair had poor crosswind
stability and its brakes were slow to stop the aircraft upon landing on a
carrier (before pilots got used to this, landings could miss the number two wire
more often than normal, and landings left the aircraft near the edge of the
landing deck. Some ended up hanging
over the edge of the landing deck by the arrestor cable.
The autopilot/INS combination was effective, but took a lot of
babysitting by the pilot. The
engine was a Pratt & Whitney TF30-P-6, an early version of the engine of the
F-111 and early F-14s, omitting the afterburner and providing 11,350 pounds
thrust, and this early engine version could be a little slow on the uptake. The
A-7A struggled for altitude after launch due to the warm, humid conditions in
Southeast Asia; fully-loaded A-7As could spend 20 minutes working up to their
cruising speed of 580 miles per hour (933 KMH).
(Pilots did what was termed a low-altitude transition phase, which held
the A-7A just above the waves to get a wing in ground effect from the water to
help it speed up before it climbed to cruising altitude.)
The A-7A wings did not have precise control over the takeoff and landing
flaps; they were always either fully-extended or completely retracted.
The result of the hot, humid conditions led the pilots to hold back on
power when being launched in order to be able to throttle up when trying to
accelerate. The turbofan engine
coupled with the INS and radar led to low fuel consumption compared to other
attack aircraft. Wing hardpoints were plentiful, with eight under its wings and
one on each side of the fuselage (Sidewinders or later, Sidearm ARMs only).
The two inner wing hardpoints are wet.
The A-7B
features dogtooth wings, something which increased maneuverability and lifting
capacity by increasing wing area. The A-7B also had a full set of leading-edge
slats, which further increased maneuverability, especially in combat
maneuvering. The wings had less of
a sweep than the A-7A, giving the A-7B lesser wing loading, increasing lift and
increasing the accuracy of landings and takeoffs.
Flap positions were changed so that the inner wing has flaps, while the
outer edge had ailerons, even further increasing handling.
A spoiler was added to the top of the wing, further enhancing carrier
landings, and the ability to slow down dramatically in combat maneuverability
and being able to hit more targets during bombing or get the “one that got
away.” The A-7B had a probe and drogue assembly, making aerial refueling
possible. Doppler radar was added,
allowing the A-7 target to be moving and still hit its target (as long as if the
target was not moving fast). This
system was not designed to be useful in air-to-air combat.
The A-7B was equipped with a later version of the A-7A’s engine
developing 12,200 pounds thrust.
The A-7 was
capable of using virtually all of the Navy’s air-to-ground munitions. The A-7A
was not equipped with the Vulcan rotary cannon of later A-7s; instead, the A-7A
(and A-7B) were equipped with Mk 12 20mm autocannons, one on each side of the
intake.
The A-7C was
produced for the US Air Force as a stopgap between the Navy A-7s they had
borrowed and the purpose-built A-7Ds that were on order.
The A-7Cs were flown by only two squadrons and made only one combat
deployment. The A-7C received the
ready components of the A-7E, which was not yet in production or service.
The A-7C received many of the avionics and weapon upgrades bound for the
A-7E, including the replacement of the two Mk 12 cannon by a single M-61 Vulcan
firing from the outside of the front end of the air intake. It also the improved
HUD of the A-7E, and both the bombing computer and air-to-air computers were
improved. The A-7C used the
TF-30-P8 of the A-7B, due to delays in the engine designed for the A-7E.
The carrier that hosted these A-7Cs, the USS
America, later did two peacetime
deployments before swapping it’s A-7Cs for A-7Es.
Used by both the
Navy and Air Force, the two-seat TA-7C was a trainer for the A-7.
The TA-7C was about 86 centimeters longer than the standard A-7C to
accommodate the IP, and there was a reduction in internal fuel carried.
Despite having an instruction role, the TA-7C retained full combat
capability (though neither the Air Force or Navy used it in combat). Eight
TA-7Cs were outfitted as Aggressor aircraft for training; these were designated
EA-7L. The EA-7Ls were used to simulate Wild Weasels and electronic warfare
aircraft, though they could carry several jamming pods that other A-7s could
not, and otherwise retained full combat capability. 49 TA-7Cs and EA-7Ls were
upgraded to the Allison engine; these retained the designations of TA-7C and
EA-7L.
The Navy
replaced it’s A-7s in the early 1980s, largely with the F/A-18.
Later US Corsairs
What’s
interesting is that the Air Force originally had no intention of buying the
Corsair or any other dedicated ground attack platform.
The Army, however, was (and still is) prohibited by law and regulation
from owning and operating armed fixed-wing assets (and don’t get me started on
that one). The Army need close air
support, and none of the aircraft in the Air Force’s inventory really fit that
bill, being supersonic attack or fighter aircraft.
(The nickname of “fast movers” came about for a reason, and it was not a
mark of respect for the Air Force aircraft’s abilities at the time. And don’t
get me started on that one either.) The Air Force therefore went looking for
something they could deploy quickly and easily and would get the Army off its
back. This brought the first true
Air Force version, the A-7D.
However, the A-7D was not simply a repurposed Navy A-7; the Air Force added
another improvements, and the A-7 became a true close air support platform.
The Air Force
felt that the Navy A-7s were underpowered, and insisted upon an engine with more
power that allowed the A-7 to take more munitions and give a little more speed.
They selected the Allison TF41-A-1 turbofan, a license-built Rolls-Royce
Spey engine. This boosted the
A-7D’s power to 14,500 pounds thrust.
The A-7D could then produce near-sonic speeds in level flight and easily
break the sound barrier in a dive, yet fly relatively slow for close support
missions if necessary due to enlarged flaps. The A-7D had a new, more
informative HUD with better visibility, yet did not interfere so much with the
pilot’s view of his surroundings.
New avionics included a new ECM and ECCM package, increased-capacity chaff and
flare launchers, and a further improved bombing avionics package.
The A-7D had the M-61 Vulcan cannot as standard, instead of the somewhat
ad hoc installation on the A-7C.
The troublesome brakes of the Navy A-7s were fixed by upgrading the landing gear
hydraulic system. The A-7D added “dogfight slats” to the leading edge of the
wings, improving low-speed and mid-speed maneuverability. The A-7D was ready for
squadron service by 1970, but did not arrive in Southeast Asia until 1972.
Even though the A-7D also flew bombing missions against North Vietnam,
Cambodia, and Laos, it quickly showed its mettle; in 12,928 sorties, only four
A-7Ds were lost to ground fire or SAMs.
The A-7D was largely replaced in the active Air Force by the mid-1980s
and the early 90s in the Air National Guard, mostly by A-10s and F-16s.
The improved
A-7D impressed the Navy, sufficient enough that it ordered its own navalized
version of the A-7D. This was the
A-7E. However, there were delays in
the deliveries of the Allison engine to the Navy, so the A-7E saw duty at first
with TF-30-P-6 engine for several months.
67 such lower-power A-7Es saw service, before they were upgraded to the
Allison engine. The A-7E almost
totally replaced the A-4 Skyhawk by 1970, as well as the earlier A-7As and A-7Bs
(which were moved to reserve units that were not participating in the Vietnam
War). Perhaps the A-7E’s greatest
claim to fame was its participation in the mining of Haiphong Harbor.
By the late 1980s, the A-7E had been largely replaced by the F/A-18 in
active Navy service, the A-7Es being retired to AMARC. Though the A-7E was
largely a Navy/Marine version of the A-7A/A-7B, it featured several upgrades and
the addition of new avionics. The
A-7E could integrate its fighting and navigation equipment with the AN/AAR-45
FLIR pod, and later other FLIR pods as they became available.
The ECM suite was improved and more effective than that of the A-7D.
In the early
1980s, the TA-7D version of the A-7E, later redesignated the A-7K, came into
service. The A-7K’s fuselage was
extended both front and rear, so it did not have to lose any avionics and so the
fuel reduction was not as severe.
As with the TA-7C, the A-7K retained full combat capability.
The A-7K could be easily distinguished by its humpbacked appearance
around the canopy and the training edge of the canopy; this occurred because the
rear cockpit was raised to give the IP or WSO a better view.
Foreign-Use Corsairs
The Greek A-7H
was for the most part the same as the A-7D, with the exception of using some
Greek-made avionics built under license.
The A-7Hs replaced the Greek F-104s, which were put into storage at AMARC
for the Greeks. The Greeks are
still flying the A-7H, with avionics replacements and maintenance work, though
in some cases there were actual improvements in the avionics.
It is rumored that the Greeks had Israeli help for those improvements,
but neither country has confirmed this.
(The Israelis have done a lot of weapon and vehicle upgrades for several
customers; however, on the other hand the Israelis are closer allies to Turkey
than Greece.) 49 of Greece’s TA-7Cs
were upgraded to the Allison engine. At the same time, the Greeks bought a
number of TA-7Cs; there are rumors that some were used in border incidents
against the Turkish. A-7Hs have a
secondary role of air defense and are modified to carry four Sidewinders.
In the early
1980s, some A-7A airframes were taken out of AMARC and largely brought up for
the most part to A-7E standards.
However, they used TF30-P-408 turbofans (equivalent in game terms to the
TF30-P-8), and retained the dual 20mm autocannons of the A-7A.
The customer for these A-7s was Portugal, and they were designated A-7P.
For unknown reasons, the A-7Ps have heavily suffered from breakdowns and
attrition, and Vought ended up providing 20 non-flyable A-7As for spares.
In 1995, 18
A-7Es and TA-7Cs were provided to the Thai Air Force, where they became the
first Thai combat jets. Two
non-flyable A-7Es were also provided as sources of spare parts.
The Strikefighter: the
A-7F
The A-7F (more
properly called the YA-7F, as it had very limited production for testing) had
its genesis in an Air Force request for prototypes of a Close Air Support/
Battlefield Air Interdictor (CAS/BAI) in 1985.
The Air Force thought that it’s A-10s might be too vulnerable in the
skies of Europe, and that a strike aircraft that could also fulfill the role of
a fighter might be a good escort for the A-10s.
The official name of the program was Corsair Plus, but its intended role
led to the YA-7F being called the Strikefighter.
The fuselage has sections added in front of and behind the wings,
extending the length by 122 centimeters.
The tail fin and rudder were enlarged to provide greater stability and
more responsive turning. The wings were enlarged by adding leading edge root
extensions. The fuselage was canted
upwards, allowing the seat to be mounted a bit reclined (like that of the F-16).
The flaps were larger, allowing better stability at low speed and when
landing. The cockpit had was a
partial glass cockpit, with a HOTAS-type stick and throttle, and the HUD was
switchable between air-to-ground and air-to-air modes, and provided more
information. This was combined to a
precision bombing computer and air-to-air computer, and A-7F more and more
conceptually similar to the F/A-18. The A-7F had integral night attack
capability. The A-7F had a single Pratt & Whitney F100-PW-220 afterburning
turbofan, capable of not only greater lifting power, but supersonic flight.
The YA-7F was
not ordered into production; with the Air Force having lots of F-16s and the
Navy having growing amounts of F/A-18s, it was considered redundant.
In the end, though it was considered a pre-production aircraft, only two
were built.
Twilight 2000
Notes: The A-7F was produced mainly for the US Air National Guard units in some
states, and few of them were built at that (perhaps 150 of them).
Some of them ranged as far as Nome, Alaska, and even one strike over the
Bering Straits into Eastern Siberia.
Vehicle |
Price |
Fuel Type |
Load |
Veh Wt |
Crew |
Mnt |
Night Vision |
Radiological |
A-7A |
$27,385,439 |
AvG |
6.8 tons |
14.49 tons |
1 |
27 |
Radar (Weather Only) 90 km |
Enclosed |
A-7B |
$30,050,735 |
AvG |
6.8 tons |
13.52 tons |
1 |
27 |
Radar (Weather/Bombing Only; 90 km) |
Enclosed |
A-7C |
$29,957,340 |
AvG |
6.8 tons |
17.24 tons |
1 |
30 |
Radar (100 km) |
Enclosed |
A-7D |
$30,981,759 |
AvG |
6.8 tons |
17.24 tons |
1 |
30 |
Radar (100 km) |
Enclosed |
A-7E |
$31,479,759 |
AvG |
6.8 tons |
17.24 tons |
1 |
31 |
Radar (100 km), FLIR (30 km), Image
Intensification (20 km) |
Enclosed |
TA-7C/EA-7L |
$33,197,156 |
AvG |
6.8 tons |
18.41 tons |
2 |
32 |
Radar (100 km) |
Enclosed |
TA-7C/EA-7L (Allison Engine) |
$34,193,071 |
AvG |
6.8 tons |
18.41 tons |
2 |
32 |
Radar (100 km) |
Enclosed |
A-7K |
$38,875,606 |
AvG |
6.8 tons |
18.44 tons |
2 |
34 |
Radar (100 km), FLIR (30 km), Image
Intensification (20 km) |
Enclosed |
A-7H (Upgraded) |
$24,873,869 |
AvG |
6.8 tons |
16.67 tons |
1 |
34 |
Radar (120 km) |
Enclosed |
TA-7H (Upgraded) |
$31,211,005 |
AvG |
6.8 tons |
16.96 tons |
2 |
34 |
Radar (120 km) |
Enclosed |
A-7P |
$24,203,234 |
AvG |
6.8 tons |
16.49 tons |
1 |
32 |
Radar (120 km), FLIR (35 km), Image
Intensification (25 km) |
Enclosed |
A-7F |
$40,060,838 |
AvG |
8.16 tons |
21.06 tons |
1 |
34 |
Radar (150 km), FLIR (45 km), Image
Intensification (40 km) |
Enclosed |
Vehicle |
Tr Mov |
Com Mov |
Mnvr/Acc Agl/Turn |
Fuel Cap |
Fuel Cons |
Ceiling |
Armor |
A-7A |
1376 |
688 (140) |
NA
334 8/5
40/30 |
5600 |
1153 |
14996 |
FF5
CF5 RF5
W5 T5 |
A-7B |
1400 |
650 (130) |
NA
375 8/5
45/25 |
5600 |
1212 |
13381 |
FF5
CF5 RF5
W5 T5 |
A-7C |
1350 |
675 (130) |
NA
338 8/5
50/40 |
5600 |
1379 |
11826 |
FF5
CF5 RF5
W5 T5 |
A-7D/E |
1376 |
689 (130) |
NA
345 8/4
60/35 |
5600 |
1393 |
11826 |
FF6
CF6 RF6
W5 T5 |
TA-7C/EA-7L |
1332 |
667 (130) |
NA
334 8/5
50/40 |
5376 |
1541 |
11826 |
FF6
CF6 RF6
W5 T5 |
TA-7C/EA-7L (Allison Engine) |
1359 |
671 (130) |
NA
336 8/5
50/40 |
5376 |
1572 |
11826 |
FF6
CF6 RF6
W5 T5 |
A-7K |
1359 |
671 (130) |
NA
336 8/5
50/40 |
5488 |
1572 |
11826 |
FF6
CF6 RF6
W5 T5 |
A-7H (Upgraded) |
1400 |
699 (130) |
NA
350 8/4
60/35 |
5600 |
1393 |
11826 |
FF6
CF6 RF6
W5 T5 |
TA-7H (Upgraded) |
1382 |
688 (130) |
NA
335 8/5
50/40 |
5376 |
1407 |
11826 |
FF6
CF6 RF6
W5 T5 |
A-7P |
1328 |
664 (140) |
NA
332 8/5
40/20 |
5600 |
1196 |
14996 |
FF6
CF6 RF6
W5 T5 |
A-7F |
2208 |
1020 (125) |
NA
510 8/4
40/25 |
6600 |
1923 |
15200 |
FF7
CF6 RF6
W6 T6 |
Vehicle |
Combat Equipment |
Minimum Landing/Takeoff
Zone |
RF |
Armament |
Ammo |
A-7A |
Flare/Chaff
(15 Each), Secure Radios, RWR, All Weather Flight, ECM 1 |
1200/800m Hardened Runway |
+1 |
2x20mm Mk 12 Autocannons, 8 Hardpoints |
1200x20mm |
A-7B |
Flare/Chaff
(15 Each), Secure Radios, RWR, All Weather Flight, ECM 2 |
1200/800m Hardened Runway |
+3 |
2x20mm Mk 12 Autocannons, 8 Hardpoints |
1200x20mm |
A-7C |
Flare/Chaff
(15 Each), Secure Radios, RWR, All Weather Flight, ECM 2 |
1200/800m Hardened Runway |
+3 |
20mm Vulcan Gatling Gun, 8 hardpoints |
1032x20mm |
A-7D |
Flare/Chaff
(20 Each), Secure Radios, RWR, All Weather Flight, ECM 2 |
1200/800m Hardened Runway |
+3 |
20mm Vulcan Gatling Gun, 8 hardpoints |
1032x20mm |
A-7E/A-7K |
Flare/Chaff
(20 Each), Secure Radios, RWR, All Weather Flight, Laser
Designator (6 km), ECM 2, TFR |
1200/800m Hardened Runway |
+3 |
20mm Vulcan Gatling Gun, 8 hardpoints |
1032x20mm |
TA-7C |
Flare/Chaff
(15 Each), Secure Radios, RWR, All Weather Flight, ECM 2 |
1200/800m Hardened Runway |
+3 |
20mm Vulcan Gatling Gun, 10 hardpoints |
1032x20mm |
A-7H/TA-7H (Upgraded) |
Flare/Chaff
(15 Each), Secure Radios, RWR, All Weather Flight, ECM 2, TFR |
1200/800m Hardened Runway |
+4 |
20mm Vulcan Gatling Gun, 8 hardpoints |
1032x20mm |
A-7P |
Flare/Chaff
(15 Each), Secure Radios, RWR, All Weather Flight, ECM 1 |
1200/800m Hardened Runway |
+3 |
2x20mm Mk 12 Autocannons, 8 Hardpoints |
1200x20mm |
A-7F |
Flare/Chaff
(25 Each), HUD Interface, Secure Radios, RWR, All Weather Flight,
Laser Designator (6 km), ECM 3, IRCM 2, ECCM 2, Track While Scan, TFR |
1200/800m Hardened Runway |
+4 |
20mm Vulcan Gatling Gun, 8 hardpoints |
1032x20mm |
Fairchild-Republic A-10 Thunderbolt II
The A-10 is
heavily armored and carries a massive amount of ordinance to a long range.
It is an ugly aircraft, and was quickly nicknamed the Warthog by its
crews, and acquired a great reputation for tank-busting and general ground
support during the Persian Gulf War of 1991 and the Twilight War.
The A-10 may be refueled in air, and has an ejection seat.
The A-10 is flown only by the US, though South Korea, Turkey and Iraq
have expressed interest in it.
The Genesis: The A-X
Program
As early as
1966, warfighters such as John P McConnell (then the CoS of the USAF) saw the
effectiveness of the A-1 Skyraider in Vietnam, particularly in Close Air Support
(CAS) missions, and realized that such aircraft, in that role, performed their
duties with effectiveness that far outsized what were supposedly the
capabilities of the aircraft.
McConnell, however, felt that the Air Force could do better in the CAS mission,
particularly with a new aircraft designed for the role.
(It also helped that McConnell was not a “Member” of the Fighter or
Bomber Mafias, and was, for part of his pre-Air Force Army career, a
groundpounder.) He also gained some
inspiration from the exploits of the Soviet Il-2 Sturmovik, US P-47 Thunderbolt
(once it was taken out of the fighter role and put into the then-new CAS role),
the British Hawker Typhoon, and the use of older and supposedly obsolete
aircraft for CAS missions in the Korean War.
He also looked at what he felt as the mistaken notion that a fast-mover
could be effectely used for the CAS mission. He worked up some ideas on the
subject with a small team, and in 1969 took those ideas to the Secretary of the
Air Force. He asked the
then-controversial Pierre Sprey, a civilian think-tank member, to put together a
joint military/civilian team to start the A-X program, which eventually led to
the A-10 Thunderbolt II (and it’s competitor, the YA-9A).
The A-X was to
be unlike any other Air Force aircraft of its time period, with a low maximum
speed, low stall speed, excellent maneuverability (primarily using large,
straight wings with low wing loading), and the ability to lift heavy weapon
loads, along with a general toughness and ability to take ground fire and keep
operating, simplified operation, and easy maintenance and quick regeneration
time. The initial contracts were
issued to six companies, with Fairchild-Republic (who had produced the P-47 in
World War II, and was producing the excellent strategic strike aircraft, the
F-105, at the time), and Northrop having the final competitions and flyoffs.
As about the same time, the GE/Philco-Ford GAU-8 Gatling Gun had been
designed for just such a role, and was looking for a plane to be mounted in.
Carrying the gun was added to the requirements for the A-X.
In the end, only Fairchild-Republic’s prototype (the YA-10) could carry
and fire the GAU-8 without significant aerodynamic and recoil problems, and it
was chosen as the A-10 in 1975, with first deliveries starting in 1976.
Though designed
specifically for the skies of a World War III Europe, it proved itself in
several other later conflicts, including the former Yugoslavian Republics,
Panama, Desert Storm, and the invasions of Afghanistan and Iraq; in fact, it is
still serving with distinction in Afghanistan, and the arrival of A-10s on
station can bring a smile to an infantryman’s face,
The A-10 has survived dozens of attempts to kill it (something that
started almost immediately upon adoption) and update it (both by the pilots in
some cases and the command structure), and has proven its worth each time.
Simply put, there is no aircraft in the Air Force inventory that can do
the job that the A-10 does. Even
most Air Force pilots don’t want to fly the A-10 – it’s not “sexy.”
However, the
A-10’s days are numbered; some have literally been flown to death, and even the
newer ones are reaching the end of repeatedly extended lifetimes.
There is a new program to replace the A-10 with perhaps two or three
other dedicated CAS aircraft, and in addition replace some of it’s missions with
modified F-16s or F/A-18s or even the F-35, all of which are woefully inadequate
for the CAS role. The Harrier is
perhaps a better fit, but it too is being replaced by the F-35 (and the F-35 is
woefully inadequate for even the Harrier’s mission).
Just a personal
note: I don’t think the Air Force should ever had the A-10.
They didn’t want it, and don’t really want to fly CAS missions anyway
(the pilots feel CAS is better suited to attack helicopters, and that “mud
moving” itself is not sexy – it’s an ego thing).
The Department of Defense and the US Air Force need to get their heads
out of their collective asses and let the Army fly the A-10, and produce
new-build A-10s. (The prohibition of the US Army flying fixed-wing armed
aircraft itself is an ego thing gone too far, despite the excuses the Air Force
keeps spinning out.)
The Standard Version:
The A-10A
After some minor
upgrades needed after its testing phase as the YA-10, The A-10, dubbed the
“Warthog” by both its crews and disdainful fighter jocks (because it is, well,
an ugly aircraft, and as tough as its new namesake), entered service in 1976 as
the A-10A. However, it has not
simply remained static in its 40 years of service, instead receiving gradual
upgrades which addressed everything to airframe strength and to increase service
life length to avionics improvements and upgrades to widen the types of weapons
it could deliver and increase the accuracy of its cannon and weapons delivery.
The A-10 is a
cruciform, straight, wide-winged aircraft; it’s shape led the Iraqi troops and
insurgents to give the A-10A the name of “Cross of Death.”
It is designed for low-speed flying, in recognition of the fact that
fast-movers typically cannot pick out small targets on a battlefield,.
Most control surfaces are larger than normal to enhance control, and the
wings and tail surfaces are wider than normal to further increase stability and
in the case of the wings, allow for more and heavier weapon carriage while
decreasing wing loading. The A-10A
is designed to be operated and serviced from anything from rough airfields to
straight sections of roads. In most
cases, the A-10A can be completely refueled and rearmed in 30 minutes. Perhaps
the best-known feature of the A-10A (other than its gun) is it’s incredible
capability to sustain damage and keep fighting, or at least bring its pilot
home. The pilot is surrounded by a
“bathtub” of titanium armor lined with Kevlar, and most of the flight control
system is also protected by a combination of titanium and Kevlar sheets.
Depending upon the angle of impact, these protected surfaces can take
impacts from 23mm to 57mm rounds.
Much of the aircraft can also take impacts from 20mm rounds, and even some
SHORAD and AAM strikes. Even the canopy is resistant to strikes of up to 12.7mm
rounds. The cockpit armor itself weighs an astounding 540 kilograms. The
hydraulic systems are double-redundant, and if those are lost, there is a
mechanical backup to the hydraulic system.
(Controls with mechanical input will be noticeably heavier, but will
still control the plane.) The
entire fuel system is self-sealing, and is protected by a titanium/Kevlar shell.
The engines are shielded from the rest of the aircraft by firewalls and have
automatic fire detection, suppression, and explosion resistance systems. The
ammunition drum for the gun is surrounded by varying degrees of armor and is
designed to predetonate most explosive rounds without penetrating the ammunition
drum. The A-10A can, in fact, keep flying with the loss of an engine, half the
tail, one elevator, and half a wing missing.
Supposedly, deadstick (ie, no power) landings in an A-10A are impossible
to do safely; however, this was disproven repeatedly in Operation Iraqi Freedom.
(It does remain difficult, however.)
The core weapon,
the GAU-8/A seven-barreled Gatling Gun, generally fires APDU ammunition; current
initiatives are experimenting with APDS-T ammunition based on a tungsten
penetrator to reduce the use of toxic and pyrophoric DU ammunition on the
battlefield. Other possible rounds
include APHE rounds, similar to HEAT ammunition but with an armor piercing
hardened ballistic cap nose backed with a HEAT-type filler, and AP ammunition,
essentially solid hardened steel shot.
The gun can be fired using two motors, at 4200 RPM, or using one motor,
at 2100 RPM. Normal ammunition load carried on missions is 1174 rounds, though
an overload of up to 1350 rounds will fit in the ammunition drum. (The extra
rounds are counted against the Load limit.) The spent cases are not simply
thrown out of the aircraft, like many combat aircraft; instead, they are
returned automatically to the ammunition drum. The ammunition is linkless,
instead of using a belt; this lightens the combat weight of the A-10
considerably. The forward and center of the A-10 are literally built around the
GAU-8A and its ammunition drum, with fuel carriage being primarily in or near
the center of the aircraft, protected as stated above. (This pattern of fuel
carriage is to further increase the A-10’s survivability.)
The main wheels protrude about one third out from their sponsons when
retracted, making belly landings easier and less damaging to the aircraft.
The landing gear all open to the rear, and this helps aerodynamic forces
to pull on and lock the landing gear if hydraulics are out, assuming the manual
overrides are working.
The engines, a
pair of 9065-pound-thrust GE TF34-GE-100 turbofans, are not designed for speed,
but for lifting power. If compared
to a tracked or wheeled vehicle, one would say that the A-10’s engines are built
more for torque than speed. They
are mounted on pylons above and to the sides of the aircraft, shielded from IR
detection by the tail surfaces and the pylons themselves.
They are also housed in a thicker-than-normal skin, which further masks
the IR profile of the engines. This
placement also helps keep the damage from an engine hit from damaging the other
engine and the fuselage. The high
mounting also makes the engines almost immune to FOD damage, contributing in no
small way to the A-10s ability to use rough takeoff fields. Crews can also
service most of the aircraft while the engines are running, without fear of
being sucked into the intakes. The engines are known for their quietness and
smokeless operation; in Desert Storm, the Iraqis gave the A-10A the name of
“Silent Death,” as the GAU-8/A is also
relatively quiet when firing, and rounds from the GAU-8/A would often impact
the Iraqi armor and positions before the engines or gun could be heard.
Various
camouflage patterns were used experimentally on the A-10A, including the
standard Air Superiority Gray, the Peanut scheme with a sand base and spots of
yellow and OD, black and white colors for winter operations, a tan, green, and
mixed brown pattern, the European I woodland camouflage scheme (primarily for
A-10s operating in Europe during the Cold War).
Most of these patters have a light gray finish on the underside.
The current camouflage pattern is called Compass Ghost, originating in
the early 1990s. It is a two-tone dark-gray pattern on top and a light gray
two-tone pattern underneath. Most
A-10s have a false dark gray cockpit painted just behind the gun to further
confuse ground gunners and enemy aircraft.
Most also sport some kind of shark-mouth or warthog-mouth nose art.
The new A-10s
were flown realistically, hard, and moistly at very low altitude when in an
attack profile. In addition, the
GAU-8 Gatling Gun’s recoil, though designed into the A-10A, was still difficult
on the airframe (many of the tales of the A-10s include an apocryphal one where
the A-10 is stopped in its flight by the recoil of continuous firing of its
gun). In addition, many ground
crews and pilots were signing off on the carriage on the wing pylons of weapons
and fuel tanks that were too heavy or otherwise unsuited to the particular pylon
or hardpoint. Therefore, as early
as 1979, A-10As were given structural strengthening on the wings and forward
section of the aircraft, including the thickening those sections and improving
their ability to take stress.
Hardpoints and pylons were not strengthened, but many “days off” were given to
A-10 crews, which they spent in classes receiving intensive instruction about
what ordnance could be put where. A
side effect of the airframe strengthening was the increase in (initial) service
life from 6000 to 8000 hours. (Service life, in particular, was something
repeatedly upgraded in the career of the Warthog, and as at least part of the
Warthog fleet may fly until at least 2040, there will probably be more SLEPs.)
Before this, in
1978, the first avionics upgrade was begun, though it was several years before
it was completed. The A-10 received
a Pave Penny laser receiving pod, which allowed the A-10 to sense the energy
from laser designators and pass the information to any laser-guided munitions it
may be carrying for targeting. The
pod was given a hard mounting projecting below the aircraft on an extension on
the right side of the nose almost directly under the cockpit.
This gave the Pave Penny a good view of the battlefield.
Starting in 1980, the A-10 received an inertial guidance system as part
of this upgrade, as well as radios with greater compatibility with those carried
by FALO teams (now called TACPs) and some Army and Marine FISTs.
Avionics
upgrades continued in the 1990s with the addition of the Low-Altitude Safety and
Targeting Enhancement system (LASTE), which gave the Warthog better computerized
ordnance and cannon-aiming, an autopilot, and a ground-collision warning system
(which could, and reportedly often was, disabled by the pilot).
In 1999, the LASTE system itself was upgraded, giving the Warthog
improved aiming and delivery assistance with the Integrated Flight & Fire
Control Computers system. The
upgrade also gave the Warthog some of the elements of a fly-by-wire system, with
flight computers helping the A-10’s autopilot, fine control, and help in keeping
the pilot from flying the aircraft beyond its limits.
It also included “wake up” alarms, where the aircraft was able to detect
that a pilot may be groggy or unconscious due to hard maneuvering or injury and
basically sound loud audio and voice alarms to try to get the pilot back to full
consciousness, something which was common on fighter and most strike aircraft.
In 2001, the
Warthog was given integrated combat search and rescue beacon and radio locations
systems, allowing the aircraft to function as a true CSAR platform in the modern
sense. Also in 2001, it was
officially recognized that the A-10A needed more engine power; though nothing
has yet been done about this problem, some A-10As may yet receive more powerful
engines, and the new A-10C does have more powerful engines.
Perhaps the
greatest overlooked element of the A-10’s design was the lack of any night
vision equipment. In Desert Storm,
A-10 drivers found a field-expedient solution: They would go ahead and carry
night-vision-capable weapons, uplink the night vision cameras and sensors of the
weapons to the cockpit and get an ad hoc
night vision capability of sorts that way.
The problem with this approach is that they only had night vision
capability as long as they had night-vision-capable ordnance, and the screen in
the cockpit used so see through the ordnance was slaved to a single piece of
ordnance, which retained the night vision picture seen through the bomb or
missile would be retained down to the target, at which point the picture in the
cockpit would wink out until the pilot could slave the screen to another piece
of ordnance. And when all the
night-vision-capable ordnance was expended, the A-10’s night vision capability
was gone. After Desert Storm, this
deficit was officially recognized, and A-10As started to carry a night vision
pod (several are used) on one of the outermost stations, and in some cases the
cockpit was rearranged to accommodate a new night-vision-dedicated screen.
Those A-10As that were not so modified were generally flown at night with
the pilot wearing NODs.
The OA-10A: The FAC with
a Punch
The OA-10A is a
minor variant of the A-10A Warthog; it’s primary role is as a FAC (Forward Air
Control) aircraft, supervising and controlling air strikes (and to a lesser
extent, naval gunfire) and communicating with ground units to ascertain their
air support needs. The OA-10A is
for the most part the same as the A-10A, including upgrades at different times
as was done to the A-10A fleet. In
fact, the OA-10A can do the same missions as the A-10A, and can function as a
full attack aircraft. The
difference between the OA-10A and A-10A is the addition of advanced
long-distance observation equipment, along with the associated viewers in the
cockpit. The OA-10A is also
optimized for the delivery of smoke rockets (primarily WP), though the same
rocket pods may be equipped with other types of rockets, and there is a bonus
for firing 2.75-inch rockets. The
OA-10As also have additional radios for communication with ground units, air
units, AWACS-type aircraft, and naval units.
The additional equipment that makes an A-10A an OA-10A can be easily
removed, turning the OA-10A back into an A-10A, though the OA-10A can function
as an A-10A without modification.
The OA-10A retains all wing hardpoints and the centerline hardpoint as well as
the GAU-8/A cannon and a full load of ammunition.
Many OA-10A and
A-10A pilots saw how the increased avionics could be used for other purposes,
and asked, “Why don’t we modify all
Warthogs to this standard?”
However, like most other things, the answer was the budget crunch, and only
about 10% of A-10As were modified to the OA-10A standard.
The A-10B N/AW: What
Could Have Been
The A-10B N/AW
(or YA-10B) was an experimental version of the A-10 that addresses the A-10's
greatest shortcoming -- the lack of night attack capability.
The A-10B was a two seat all-weather CAS aircraft, able to deliver
accurate ground support strikes at night and to an extent, in bad weather.
It had a number of upgrades to accomplish this, as well as a two-seat
configuration with a WSO in the rear to operate most of the new avionics.
The A-10B began testing in 1979, but the Air Force brass, in love with
fast, sexy fighters, let the program drag, and eventually get killed in 1990.
In particular, the A-10B’s funds were cut and then reassigned to the
then-new F-15E Strike Eagle, another fast mover that was not well suited to CAS
missions. In addition to those in
the Air Force who were looking for a more capable A-10, several countries, such
as South Korea, Thailand, Burma, and Spain were very interested in the A-10B,
and export sales could have been quite large.
However, over 20 years later, the A-10C now has most of the improvements
that the A-10B would have provided, though without the valuable WSO.
The A-10B had a complete suite
of improvements which gave the A-10B its N/AW (Night/All Weather) capability, as
well as upgrades the A-10A pilots had been asking for.
This included advanced inertial navigation, a fighter-type HUD,
terrain-following radar, and an improved radio suite, amongst other upgrades,
such as most of the same upgrades as the OA-10A.
The terrain-following radar was in particular wanted by the A-10 pilots,
as it made treetop-level attacks much easier to fly.
The A-10B was also equipped to take on the same role as the OA-10A,
having avionics to allow it to fly FAC missions with no modifications.
The Modernized A-10: The
A-10C
The A-10,
despite it’s ruggedness and simplicity to fly and maintain, is beginning to show
its age. This has led to many calls
to replace the A-10 with another, newer CAS aircraft with newer technology and
avionics, and able to carry a wider variety of ordnance and to function as a
general bomb truck if necessary.
Some lawmakers and USAF brass have even called for the A-10 to be replaced by
the new F-35, though it is so well-known that the F-35 cannot perform the CAS
mission that the Air Force is unwilling to conduct a flyoff between the A-10 and
F-35. However, there have been just many calls to modernize the A-10, giving it
new avionics, particularly advanced night vision and a GPS receiver, and of
course the ability to carry a wider selection of ordinance in the USAF
inventory, especially the newer generation of missiles and bombs.
The cannon also received calls to be modernized, to be able to fire
APDS-T ammunition instead of its standard APDSDU rounds.
The result of these calls was the “new” A-10C, which began service in
2008 (with some combat trials starting in 2007).
The A-10C is “new” because they are all heavily-overhauled and upgraded
A-10As, with the overhauling including re-strengthening of the fuselage and
wings, essentially bringing them to a zero-hours state.
To a large
extent, the A-10C’s avionics include features that on the A-10A are simply
“tacked on” or otherwise attached in an ad hoc or “temporary-permanent” manner,
now internalized or an integrated part of the modernized A-10.
This includes GPS, night vision, a helmet-sight interface, fire control
upgrades, an all-glass cockpit, an improved fire control system able to delver
the newer generation of USAF ordnance such as JDAMs and JASSMs (amongst others)
as well as ARMs, a moving map display, HOTAS stick and throttle, situational
awareness data link, ECM and IRCM, and an upgraded electrical system.
Most of these improvements have been added to earlier A-10s in a
graduated process, but the A-10C will have them all, as well as improved radios
allowing them to communicate with more types of ground-based radios, other
aircraft, and AWACS-type aircraft as well as receive intelligence information
from UAVs. The A-10C will also have
Link-16 and SATCOM communications, even though most Warthog pilots and armament
specialists deem them unnecessary. The nose side-mounted Pave Penny receive-only
laser pod is removed, replaced by LITENING AT pods embedded in the wing that
function as laser designators as well as laser rangefinders.
Other A-10C
upgrades include more powerful 10,000-pound-thrust engines in more protected
pods in the same position on the aircraft, and a possible Y-type tail that cures
the yawing problem that often occurs when the A-10 is carrying centerline
auxiliary fuel tanks. (This new
tail is still being considered.) The more powerful engines do not actually do
much to improve the A-10’s speed, but increase the modernized A-10’s lifting
capability. The RCS is also
reduced. Partially due to the new tail and engine housings, but mostly due to
the partial use of RAM in strategic places.
(Detecting the A-10C with radar or radio, or guiding weapons with this
method, is at -3.) Some exhaust
cooling is also employed (detection and guidance of IR weapons towards the A-10C
is at -2, in addition to the IR Suppression effects).
A Civilian A-10?
After the
innumerable tornadoes, microbursts, and supercell thunderstorms and other severe
weather conditions which hit Oklahoma in the late 1990s and 2000s, the Fox
station in Oklahoma City began looking for a storm-chasing aircraft they could
fly themselves instead of having to hire one or use more fragile helicopters.
The aircraft had to be relatively light, tough, able to handle rough
weather, have easy maintenance, have good loiter characteristics, and lots of
room for scientific instruments, radar, and radios, as well as some avionics.
After looking into several aircraft, they decided to think out of the box
and buy a demilitarized A-10A. It is based on an A-10A initial version, and has
had the gun, the centerline hardpoint, and RWR, IFF, Flare and Chaff
removed, and radios of a different, civilian-available sort installed
(they are still secure). The
aircraft, dubbed “WA-10 Stormchaser Warthog” has had several types of radar
added in, various night vision and magnified vision devices, and scientific
instruments such as barometric measuring, wind speed measuring, cloud density,
movement and detection of funnel clouds, supercells, cloud rotation, and
microbursts, as well as detection and measurement of intensity of rain, snow,
freezing rain, and hail (as well as the approximate size of the hailstones.
Lightning can be detected, categorized, and judged for frequency and
intensity. It can detect, with its radars, conditions which may lead to severe
weather. It is able to perform many of these functions simultaneously, and the
aircraft includes several day/night TV-type cameras as well as a camera facing
the pilot inside of the aircraft, allowing him to appear on camera.
It has several computers to assist flight functions and the scientific
instruments and radars. A
fly-by-wire system has been added, as a ground-collision warning system, along
with a GPS system and a mapping system. A secondary function of the Stormchaser
Warthog is the tracking of fleeing vehicles and criminals, though the latter can
be difficult. One the hardpoints
often carries a baggage pod for the pilot in case he cannot land at his home
base; the others usually carry additional scientific instruments and/or
generators for additional power.
The place where the cannon was now contains a probe-firing mechanism, with a
magazine of 32 Weather Probes. The Stormchaser Warthog is robust enough to
penetrate a hurricane, though this has not yet been done in practice.
Twilight 2000
Notes: The A-10 N/AW was very rare in the Twilight War, perhaps 50 being
modified from existing A-10 aircraft, and being deployed to the American
Southwest. Perhaps 5% of A-10As are
modified into OA-10s. Most A-10As
will have received the 1990 upgrades, with perhaps 10% still having the 1978
upgrades only, and 3% being original A-10As and OA-10As.
The A-10C and WA-10 do not exist in the Twilight 2.2 timeline.
Vehicle |
Price |
Fuel Type |
Load |
Veh Wt |
Crew |
Mnt |
Night Vision |
Radiological |
A-10A (Initial) |
$35,298,444 |
JP4 |
7.26 tons |
22.68 tons |
1 |
38 |
None |
Shielded |
A-10A (1978) |
$40,671,569 |
JP4 |
7.26 tons |
22.72 tons |
1 |
40 |
None |
Shielded |
A-10A (1990) |
$55,334,733 |
JP4 |
7.26 tons |
23.05 tons |
1 |
42 |
VAS (20 km), Day Only |
Shielded |
A-10A (1999) |
$55,545,658 |
JP4 |
7.26 tons |
23.09 tons |
1 |
45 |
VAS (20 km), Day Only |
Shielded |
A-10A (2001) |
$60,197,283 |
JP4 |
7.26 tons |
23.09 tons |
1 |
46 |
VAS (20 km), Day Only |
Shielded |
OA-10A (Initial) |
$60,725,213 |
JP4 |
7.26 tons |
22.89 tons |
1 |
39 |
VAS (30 km), Day Only |
Shielded |
OA-10A (1978) |
$60,955,857 |
JP4 |
7.26 tons |
22.91 tons |
1 |
41 |
VAS (30 km), Day Only |
Shielded |
OA-10A (1990) |
$65,330,695 |
JP4 |
7.26 tons |
23.1 tons |
1 |
44 |
VAS (30 km), Day Only |
Shielded |
OA-10A (1999) |
$65,704,120 |
JP4 |
7.26 tons |
23.24 tons |
1 |
47 |
VAS (30 km), Day Only |
Shielded |
OA-10A (2001) |
$65,838,058 |
JP4 |
7.26 tons |
23.24 tons |
1 |
48 |
VAS (30 km), Day Only |
Shielded |
A-10B N/AW |
$75,803,050 |
JP4 |
7.26 tons |
24.15 tons |
2 |
51 |
FLIR (6 km), Weather Radar (300 km), TFR
(10 km), 2nd Gen Image Intensification (40x) , VAS (30 km),
Radar Altimeter (14 km) |
Shielded |
A-10C |
$92,246,263 |
JP4 |
8.07 tons |
24.35 tons |
1 |
53 |
2nd Gen FLIR (12 km), TFR (12
km), 3rd Gen Image Intensification (x60), VAS (30 km),
Weather Radar (300 km), Radar Altimeter (14 km), Radar (40 km), Radar
Detection (10 km), RDF (10 km) |
Shielded |
WA-10 |
$65,124,833 |
JP7 |
3 tons |
22.54 tons |
1 |
59 |
2nd Gen FLIR (12 km), 2nd
Gen Image Intensification (40x), VAS (20 km), Radar Altimeter, Radar (40
km), Weather Radar (600 km), 4xLLTV (20 km) on Swivel Mounts, WL/IR
Searchlight on swivel mount, Cell Phone Connection, Wi-Fi Internet
Connection |
Shielded |
Vehicle |
Tr Mov |
Com Mov |
Mnvr/Acc Agl/Turn |
Fuel Cap |
Fuel Cons |
Ceiling |
Armor |
A-10A (Initial) |
1052 |
292 (74) |
NA
72 9/6
50/40 |
3978 |
920 |
13636 |
FF8
CF8 RF8
W8 T8* |
A-10A (1978) |
1051 |
290 (74) |
NA
72 9/6
50/40 |
3978 |
922 |
13636 |
FF8
CF8 RF8
W8 T8* |
A-10A (1990) |
1037 |
286 (74) |
NA
71 9/6
50/40 |
3978 |
936 |
13636 |
FF8
CF8 RF8
W8 T8* |
A-10A (1999/2001) |
1035 |
286 (74) |
NA
71 9/6
50/40 |
3978 |
938 |
13636 |
FF8
CF8 RF8
W8 T8* |
OA-10A (Initial) |
1047 |
291 (74) |
NA
72 9/6
50/40 |
3978 |
925 |
13636 |
FF8
CF8 RF8
W8 T8* |
OA-10A (1978) |
1046 |
291 (74) |
NA
72 9/6
50/40 |
3978 |
926 |
13636 |
FF8
CF8 RF8
W8 T8* |
OA-10A (1990) |
1042 |
290 (74) |
NA
72 9/6
50/40 |
3978 |
930 |
13636 |
FF8
CF8 RF8
W8 T8* |
OA-10A (1999/2001) |
1039 |
290 (74) |
NA
72 9/6
50/40 |
3978 |
933 |
13636 |
FF8
CF8 RF8
W8 T8* |
A-10B N/AW |
1020 |
285 (70) |
NA
71 9/6
50/40 |
3903 |
952 |
13636 |
FF8
CF8 RF8
W8 T8* |
A-10C |
1095 |
304 (65) |
NA
79 9/7
50/50 |
3978 |
924 |
13636 |
FF8
CF8 RF8
W8 T8* |
WA-10 |
1054 |
294 (74) |
NA
73 9/6
50/40 |
3978 |
919 |
13636 |
FF8
CF8 RF8
W8 T8* |
Vehicle |
Combat Equipment |
Minimum Landing/Takeoff
Zone |
Armament |
RF |
Ammo |
A-10A (Initial) |
RWR, IFF, Gyrocompass, Transponder,
Secure Radios (3 Long Range, 1 Medium Range), Flare/Chaff
(50/50), IR Suppression, HUD |
440/400m Primitive Runway |
GAU-8/A Autocannon, 11 Hardpoints |
+1 |
1174x30mm (Up to 1350 Overload) |
A-10A (1978) |
RWR, IFF, Gyrocompass, Transponder,
Inertial Navigation, Secure Radios (4 Long Range, 2 Medium Range), Laser
Spot Tracker (12 km), Flare/Chaff
(50/50), IR Suppression, HUD |
440/400m Primitive Runway |
GAU-8/A Autocannon, 11 Hardpoints |
+2 |
1174x30mm (Up to 1350 Overload) |
A-10A (1990) |
RWR, IFF, Gyrocompass, Transponder,
Inertial Navigation, Secure Radios (4 Long Range, 2 Medium Range), Laser
Spot Tracker (12 km), Flare/Chaff
(50/50), IR Suppression, HUD |
440/400m Primitive Runway |
GAU-8/A Autocannon, 11 Hardpoints |
+3 |
1174x30mm (Up to 1350 Overload) |
A-10A (1999) |
RWR, IFF, Gyrocompass, Transponder,
Inertial Navigation, Secure Radios (4 Long Range, 2 Medium Range), Laser
Spot Tracke (12 km)r, Flare/Chaff
(50/50), IR Suppression, HUD |
440/400m Primitive Runway |
GAU-8/A Autocannon, 11 Hardpoints |
+4 |
1174x30mm (Up to 1350 Overload) |
A-10A (2001) |
RWR, IFF, Gyrocompass, Transponder,
Inertial Navigation, Secure Radios (5 Long Range, 2 Medium Range), Laser
Spot Tracker, Flare/Chaff
(50/50), IR Suppression, HUD, Armored Fuselage |
440/400m Primitive Runway |
GAU-8/A Autocannon, 11 Hardpoints |
+4 |
1174x30mm (Up to 1350 Overload) |
OA-10A (Initial) |
RWR, IFF, Gyrocompass, Transponder,
Secure Radios (4 Long Range, 2 Medium Range), Flare/Chaff
(50/50), IR Suppression, HUD |
440/400m Primitive Runway |
GAU-8/A Autocannon, 11 Hardpoints |
+1 (+2 RP) |
1174x30mm (Up to 1350 Overload) |
OA-10A (1978) |
RWR, IFF, Gyrocompass, Transponder,
Inertial Navigation, Secure Radios (5 Long Range, 3 Medium Range), Laser
Spot Tracker (12 km), Flare/Chaff
(50/50), IR Suppression, HUD, Armored Fuselage |
440/400m Primitive Runway |
GAU-8/A Autocannon, 11 Hardpoints |
+2 (+3 RP) |
1174x30mm (Up to 1350 Overload) |
OA-10A (1990) |
RWR, IFF, Gyrocompass, Transponder,
Inertial Navigation, Secure Radios (1 Very-Long Range, 5 Long Range, 3
Medium Range), Laser Spot Tracker (12 km), Flare/Chaff
(50/50), IR Suppression, HUD |
440/400m Primitive Runway |
GAU-8/A Autocannon, 11 Hardpoints |
+3 (+4 RP) |
1174x30mm (Up to 1350 Overload) |
OA-10A (1999) |
RWR, IFF, Gyrocompass, Transponder,
Inertial Navigation, Secure Radios (1 Very-Long Range, 5 Long Range, 3
Medium Range), Laser Spot Tracker 12 km), Flare/Chaff
(50/50), IR Suppression, HUD |
440/400m Primitive Runway |
GAU-8/A Autocannon, 11 Hardpoints |
+4 |
1174x30mm (Up to 1350 Overload) |
OA-10A (2001) |
RWR, IFF, Gyrocompass, Transponder,
Inertial Navigation, Secure Radios (1 Very-Long Range, 5 Long Range, 3
Medium Range), Laser Spot Tracker (12 km), Flare/Chaff
(50/50), IR Suppression, HUD |
440/400m Primitive Runway |
GAU-8/A Autocannon, 11 Hardpoints |
+4 (+5 RP) |
1174x30mm (Up to 1350 Overload) |
A-10B N/AW |
RWR, IFF, Gyrocompass, Transponder,
Inertial Navigation, Secure Radios (1 Very-Long Range, 5 Long Range, 3
Medium Range), Laser Designator (12 km), Flare/Chaff
(50/50), IR Suppression, HUD,
Target ID, ECM 1, IRCM 1 |
440/400m Primitive Runway |
GAU-8A Autocannon, 11 Hardpoints |
+3 |
1152x30mm (Up to 1325 Overload) |
A-10C |
RWR, IFF, Gyrocompass, Transponder, GPS,
Secure Radios (2 Very-Long Range, 6 Long Range, 3 Medium Range, 1
Short-Range), Laser Designator (12 km), Flare/Chaff
(50/50), IR Suppression, HUD, Target ID, ECM 1, IRCM 1, Stealth 1 |
440/400m Primitive Runway |
GAU-8A Autocannon, 11 Hardpoints |
+4 |
1174x30mm (Up to 1350 Overload) |
WA-10 |
Gyrocompass, Transponder, GPS, Secure
Radios (1 Very-Long Range, 3 Long Range, 1 Medium Range), IR
Suppression, HUD |
440/400m Primitive Runway |
Probe Launcher, 11 Hardpoints |
+1 |
Up to 32 Weather Probes |
*The cockpit is
surrounded by a titanium shield and a high-strength Perspex canopy and has an AV
of 13.
Cessna A-37 Dragonfly
Notes: This
attack aircraft was developed from a trainer, the T-37 Tweet, in the late 1960s.
It is not used by the US, but is used by Chile, Columbia, Dominican
Republic, Ecuador, Guatemala, Honduras, South Korea, Peru, El Salvador,
Thailand, Uruguay, and Vietnam. It
did have limited service with US forces in the Vietnam War. The entry here will
handle the A-37 but not the T-37 variant. The Dragonfly was also known in some
circles as the “Super Tweet.”
The A-37 platform was meant from the first to be useful in COIN, aircraft, light
gunship, and trainer.
The history of
the Dragonfly in combat began in mid-1967, when 25 were sent to Vietnam under
the Combat Dragon program. For this
role, they were outfitted with multi-use pylons capable of carrying bombs, (iron
and cluster), rocket packs, napalm canisters, and as many as two SUU-11/A
Minigun pods; this is in addition to an internal GAU-2B/A Minigun. An unusual
type of MER used allowed the Dragonfly to carry a small external fuel tank and
up to three 250-pound bombs on the same rack; however, if anything had to be
ejected, everything on the pylon had to be ejected. Missions were to include
Sandy flights, helicopter escort, CAS, FAC, and night interdiction. The second
seat on FAS and CAS missions was normally occupied by an observer or a dedicated
weapons officer; in practice, in all missions other than FAC, the second
pilot/weapons officer seat was empty, allowing an increase of 200 kilograms in
ordinance carriage. However, full controls were retained at both positions. The
initial aircraft for this role was an A-37A, a heavily-modified Tweet initially
designated YAT-37D Super Tweet, then AT-37D Super Tweet, with twin GE J85-J2/5
non-afterburning turbojets with 2400 pounds thrust each. Four hardpoints of
surprising ability were carried under each wing and on the wingtips; however,
the wingtip pylons were designed only for 1893-liter fuel tanks each.
Thousands of
sorties were flown by the A-37A in the first year; in this year, numerous
deficiencies were noted, enough that the pilots called the A-37A more often by
the “Super Tweet” appellation, even though it was already designated the
Dragonfly. Most complaints among pilots was range and endurance; speed was not
as much as an issue to to the nature of its missions.
Another complaint were the non-boosted controls, particularly in high-G
or high-load situations. The A-37A
was not armored, and the flight controls were non-redundant.
In 1967, the
first A-37Bs arrived in country; most went to the AFRVN, who by this time were
flying most of the A-37As in country.
They were all new-build aircraft, though based on the design of the
T-37C. The A-37B included higher
external stores limits, four wet hardpoints per wing, higher G-limits for the
airframe (from 5G to 6G); flight surfaces were made redundant, self-sealing fuel
tanks replaced the internal fuel tanks.
The cockpit seats were armored and ballistic nylon curtains were added to
the front of the cockpit behind the instruments and to the sides of the cockpit
and the rear. The flight surfaces
allowed for more maneuverability. Aerial refueling capability was added, and
updated avionics were installed (including de-icing and a suite of indicators
and controls designed for the FAC mission).
Higher-thrust 2850-pounds-thrust GE J85-GE-17A replaced the A-37A’s
engines. These engines could be
turned on and off in the air, as pilots found that a one-engine cruise
configuration was effective. A
midair refueling probe helped the situation. Like its predecessors, the A-37B
was not pressurized, though it did have oxygen and masks.
These aircraft
went to boneyards after use or went into civilian ownership. Eventually, all
were replaced by the A-10 Warthog.
When Vietnam
fell, 92 A-37Bs and As were recovered from the AFRVN before the NVA could
capture them. These aircraft were
at first redesignated OA-37D and were assigned to former TAC units that were now
AFNG or AFRES units. They flew in
combat as Operation Just Cause, primarily in CAS missions.
Some 95 were captured and used by the Vietnamese as late as the
early-1980s, used for missions over Cambodia and against Chinese forces.
The A-37B and OA-37B are still used today in Central and South America.
In flight and
firing tests, the A-37B proved themselves able to carry GPU-2/A pods with M-197
20mm cannons or AMD pods with 30mm ADEN guns could be carried on the centerline
and used effectively; however, no combat use of these pods are in evidence.
Minigun pods, on the other hand, were used quite often to increase machinegun
firepower.
Experimental Dragonflies
The A-37E, also
called the A-37E/STOL, had more powerful engines, thrust reversers, and larger
flaps to decrease takeoff run and landing run.
It has a centerline gun pod for easier aiming (in a time where such an
installation was important for radar gunsights and even a minigun in a small
aircraft). It had weather radar, mild ECM, and flare and chaff dispensers.
The fuselage was longer and the A-37E had greater lifting capability.
This version was never built.
The A-37F has
reduced lifting capacity compared to the A-37E, but because it has rotatable
wingtip VTOL pods which could also be used for VIFF flying.
This would have made the A-37F a STOVL aircraft, with a very short
landing run or takeoff run (when not operating as a VTOL aircraft). It had a
more advanced gunsight and a bombing radar gunsight. As the wingtips could no
longer be used for fuel tanks, two fuselage hardpoints were added; in addition,
space in the fuselage formerly used for the engines could be used for fuel. This
version too was never built.
The Tebuan was a
proposed Canadian variant of the CL-41 Tutor, itself a version of the T-37
Tweet. It was a fully weaponized
version, with an extended nose containing the radar of an F-104B, and capable of
using heat-seeking missiles (primarily Falcons or Sidewinders) in addition to
the normal armament. It had a pair
of GE J85-J4 turbojets with 2950 pounds thrust each.
It never made it past a few mockups.
Vehicle |
Price |
Fuel Type |
Load |
Veh Wt |
Crew |
Mnt |
Night Vision |
Radiological |
A-37A |
$5,726,120 |
JP4 |
2.13 tons |
5.44 tons |
2 |
10 |
None |
Enclosed |
A-37B |
$5,850,680 |
JP4 |
2.67 tons |
6.8 tons |
2 |
10 |
None |
Enclosed |
OA-37B |
$20,604,540 |
JP4 |
2.64 tons |
6.94 tons |
2 |
12 |
FLIR (6 km) |
Enclosed |
A-37E |
$25,287,570 |
JP4 |
2.64 tons |
7.07 tons |
2 |
14 |
FLIR (6 km), Weather Radar (50 km) |
Enclosed |
A-37F |
$27,020,770 |
JP4 |
2.48 tons |
7.21 tons |
2 |
17 |
FLIR (6 km), Weather Radar (50 km) |
Enclosed |
Tebuan |
$64,246,000 |
JP4 |
2.5 tons |
7.45 tons |
2 |
13 |
FLIR (6 km), Weather Radar (50 km),
Radar (25 km) |
Enclosed |
Vehicle |
Tr Mov |
Com Mov |
Mnvr/Acc Agl/Turn |
Fuel Cap |
Fuel Cons |
Ceiling |
Armor |
A-37A |
1242 |
248 (90) |
NA
62 8/5
40/30 |
2000 |
1449 |
12730 |
FF3
CF3 RF2
W3 T2 |
A-37B |
1448 |
290 (80) |
NA
70 9/5
30/20 |
2000 |
1698 |
12700 |
FF3
CF3 RF2
W3 T2 |
OA-37B |
1420 |
284 (75) |
NA
69 9/5
30/20 |
2000 |
1733 |
12700 |
FF3
CF3 RF2
W3 T2 |
A-37E |
1567 |
312 (65) |
NA
76 9/5
30/20 |
2200 |
1919 |
13970 |
FF3
CF3 RF2
W3 T2 |
A-37F |
1567 |
312 (65) |
NA
76 9/5
30/20 |
2500 |
2119 |
13970 |
FF3
CF3 RF2
W3 T2 |
Tebuan |
1575 |
314 (90) |
NA
77 9/5
30/20 |
2000 |
1929 |
13970 |
FF3
CF3 RF2
W3 T2 |
Vehicle |
Combat Equipment |
Minimum Landing/Takeoff
Zone |
RF |
Armament |
Ammo |
A-37A |
IFF, Secure Radios |
550/495m Primitive Runway |
+1 |
SUU-11/A Minigun, 8 Hardpoints |
1600x7.62mm |
A-37B |
IFF, Secure Radios |
550/495m Primitive Runway |
+2 |
SUU-11/A Minigun, 8 Hardpoints |
1600x7.62mm |
OA-37B |
IFF, Secure Radios, Laser Designator (6
km) |
550/495m Primitive Runway |
+2 |
SUU-11/A Minigun, 8 Hardpoints |
1600x7.62mm |
A-37E |
IFF, Secure Radios, Laser Designator (6
km), Flare/Chaff (16 each), ECM 1 |
440/396m Primitive Runway |
+2 |
SUU-11/A Minigun, 8 Hardpoints |
1600x7.62mm |
A-37F |
IFF, Secure Radios, Laser Designator (6
km), Flare/Chaff (16 each), ECM 1 |
330/200m Primitive Runway (& STOVL
Characteristics) |
+3 |
SUU-11/A Minigun, 8 Hardpoints |
1600x7.62mm |
Tebuan |
IFF, RWR, Secure Radios, Flares/Chaff
(16 Each), ECM 1, Laser Designator (6 km) |
550/495m Primitive Runway |
+3 |
SUU-11/A Minigun, 8 Hardpoints |
1600x7.62mm |
Textron AT-6 Wolverine
Notes: The AT-6
Wolverine is pumped-up version of the AT-6 Texan, which itself is an
attack-capable variant of the T-6 Texan trainer. (The T-6A is used by the US Air
Force for basic flight training, and the US Navy and Marines’ T-6b does the same
thing for their pilots.) The
Wolverine is Textron’s entry into the US Air Force’s OA-X program (a program
meant to partially replace the A-10 in the ground support and Sandy role.
Like the other entries into the OA-X program, none can match the A-10,
and that’s the opinion of dozens of air combat experts, not just me.)
On the whole, the OA-X program is proceeding slowly, and may never
actually produce a new ground support aircraft, let alone use the AT-6
Wolverine. The Wolverine is also
known as the AT-6 LAAR (Light Attack and Armed Reconnaissance aircraft). The
Wolverine, however, does have a leg up on other OA-X entrants, because it’s base
airframe is already used by the Air Force; and the OA-X program may produce as
many as three aircraft of differing capabilities.
In addition to current and past
operational tests, the AT-6 (along with the other entrants) proved its NATO
interoperability during Exercise Ample Strike in 2015.
The Wolverine is designed for use in “Permissive” environments – one
where the US basically has air superiority and there is little to no AAA or
MANPADS activity.
The Wolverine
has greatly-strengthened wings and fuselage, allowing for a multiplicity of
hardpoints, both wet and dry. It has proven itself capable of utilizing most
smaller ground-attack-type weapons in the USAF inventory.
The Wolverine uses most of the cockpit displays and architecture as the
A-10C Warthog; however, these instruments are split up between the pilot and
WSO, and the entire A-10C suite could not be fitted into the Wolverine.
The Wolverine also uses the HOTAS system of the F-16, allowing the pilot
less movement to fire ordnance,
The Wolverine
has been tested successfully with a variety of laser-guided, and JDAMs up to 500
pounds. It is also capable of using most of the rocket pods in the NATO
inventory, including the APKWS and other laser-guided rockets. It can also carry
Hellfire and Brimstone ASM. As part
of the ongoing tests, the Wolverine has been armed with Small-Diameter Bombs,
and more weapons capabilities are being tested. One or two hardpoints are
usually taken by FN-Herstal HM-400 .50-caliber gun pods, or 20mm autocannon
pods. The Wolverine carries
communications equipment allowing it to communicate with troops on the ground as
well as other aircraft and helicopters, via secure radios.
The engine has
been replaced with a 1600-horsepower turboprop engine; this high horsepower is
primarily to increase lifting capability and maneuverability, as the top speed
is not great compared to most modern military aircraft.
The aircraft is able to operate in light inclement weather.
Construction of the skin of the Wolverine is of carbon composites.
The large bubble canopy gives the crew an ample view of what’s around
them, and the canopy is bulged to allow the crew to see partially below the
aircraft.
Promising tests
have been conducted with Wolverines taking off and landing on aircraft carriers.
Officially though, the US Navy and Marines have no interest in the
Wolverine, though they appear to be watching the Air Force’s tests closely.
Price |
Fuel Type |
Load |
Veh Wt |
Crew |
Mnt |
Night Vision |
Radiological |
$30,807,500 |
JP4 |
1.86 tons |
4.54 tons |
2 |
34 |
Radar (45 km), All-Around Day/Night
Advanced CCTV (30 km), FLIR (23km) |
Shielded |
Tr Mov |
Com Mov |
Mnvr/Acc Agl/Turn |
Fuel Cap |
Fuel Cons |
Ceiling |
Armor |
1003 |
279 (25) |
NA
116 3/2
20/15 |
1432 |
356 |
9449 |
FF3
CF3 RF2
W2 T2 |
Combat Equipment |
Minimum Landing/Takeoff
Zone |
RF |
Armament |
Ammo |
Laser Designator (6 km), IR Suppression,
Secure Radios, HUD, GPS, RWR, LWR, IFF, Flare/Chaff
(30/30) |
900/600 Primitive Runway |
+3 |
7 Hardpoints |
None |
Notes: This
version of the F-15 air superiority fighter was adopted by the USAF in 1984, and
gave a stellar performance in the 1991 Gulf War.
The Strike Eagle features new engines, navigation/attack pods under the
intakes, and new skin for less radar observability.
The Strike Eagle also has standard fit conformal FAST (Fuel and Sensor
Tactical) pods fitted beside each intake that can carry up to 1000 kg of fuel
and/or sensors, designators, or ECM/IRCM devices.
The crewmembers have ejection seats, and the aircraft is capable of
in-flight refueling. In addition to
the US Air Force, the Strike Eagle is used by Israel and Saudi Arabia.
The Strike Eagle retains its air-to-air capability, and is capable of
delivering nuclear weapons.
Vehicle |
Price |
Fuel Type |
Load |
Veh Wt |
Crew |
Mnt |
Night Vision |
Radiological |
F100-PW-220 Engines |
$61,103,750 |
AvG |
11 tons |
36.74 tons |
2 |
32 |
Radar (300 km), FLIR (90 km), Image
Intensification (90 km) |
Shielded |
F100-PW-290 Engines |
$64,855,680 |
AvG |
11 tons |
36.74 tons |
2 |
37 |
Radar (300 km), FLIR (90 km), Image
Intensification (90 km) |
Shielded |
Vehicle |
Tr Mov |
Com Mov |
Mnvr/Acc Agl/Turn |
Fuel Cap |
Fuel Cons |
Ceiling |
Armor |
F100-PW-220 Engines |
5280 |
1320 (130) |
NA
330 10/7
100/70 |
13300 |
19390 |
18290 |
FF6
CF6 RF6
W5 T5 |
F100-PW-290 Engines |
5888 |
1472 (130) |
NA
368 10/7
100/70 |
13300 |
25159 |
18290 |
FF6
CF6 RF6
W5 T5 |
Vehicle |
Combat Equipment |
Minimum Landing/Takeoff
Zone |
RF |
Armament |
Ammo |
(Both) |
Secure Radios, Chaff/Flare
(80/80), RWR, ECM 3, Deception Jamming (50 km), Auto Track, HUD,
IR Uncage, Look-Down Radar, TFR, Track While Scan, All Weather Flight,
Target ID |
2800/1055m Hardened Runway |
+4 |
20mm Vulcan, 13 Hardpoints |
950x20mmM61 |
F-105 Thunderchief
Notes: This
aircraft was designed from the outset for tactical bombing missions, including
nuclear bombing. It was not
designed for maneuverability, just speed, range, and the ability to carry a
nuclear weapon. This led to a great
many nicknames, such as Lead Sled, Ultra Hog, Flying Speedbrake, and the
favorite, Thud. The Thunderchief
was a star in the bombing campaign against North Vietnam during the late 1960s
and early 1970s. Flown only by the
US Air Force and Air National Guard, the Thunderchiefs were retired in 1984. The
Thunderchief has in its belly an internal bomb bay; this bay can carry 1.36 tons
of weapons, but this was much more likely in operational use to carry a
1500-liter fuel tank. If the fuel
tank is carried, a centerline hardpoint may be used. (EF-105s do not have this
option; the bomb bay space is taken up with an extra crewmember and
electronics.)
The F-105A was
only a prototype; soon after testing was complete, a new, more powerful engine
was available, and the new F-105B became the first production aircraft.
The AF-105C was a proposed two-seat trainer, which was never put into
production. The F-105D was the
configuration that most in which most Thunderchiefs were built; this version had
a RWR added in 1966 and flare/chaff dispensers added in 1969.
The F-105D Thunderstick II model improved the bombing sights and
accuracy. The F-105E was a two seat
trainer variant of the F-105D that was, as with the F-105C, never put into
production. The EF-105F and EF-105G
were the first Wild Weasel electronic warfare aircraft built; their job was to
act as “SAM bait,” and then knock out the SAM and radar sites with antiradiation
missiles.
Twilight 2000
Notes: Some F-105s 100 were pulled from boneyards starting in 1997, refurbished,
and sent back into combat.
Vehicle |
Price |
Fuel Type |
Load |
Veh Wt |
Crew |
Mnt |
Night Vision |
Radiological |
F-105B |
$5,275,420 |
AvG |
6.35 tons |
23.97 tons |
1 |
22 |
None |
Shielded |
F-105D (Early) |
$16,627,120 |
AvG |
6.35 tons |
23.85 tons |
1 |
28 |
Radar (50 km) |
Shielded |
F-105D (Late) |
$16,956,130 |
AvG |
6.35 tons |
23.97 tons |
1 |
28 |
Radar (75 km) |
Shielded |
F-105D (T-Stick II) |
$17,427,130 |
AvG |
6.35 tons |
23.97 tons |
1 |
28 |
Radar (80 km) |
Shielded |
EF-105F |
$19,000,570 |
AvG |
5.68 tons |
25.09 tons |
2 |
32 |
Rada (90 km) |
Shielded |
EF-105G |
$20,586,130 |
AvG |
5.68 tons |
25.09 tons |
2 |
36 |
Radar (100 km) |
Shielded |
Vehicle |
Tr Mov |
Com Mov |
Mnvr/Acc Agl/Turn |
Fuel Cap |
Fuel Cons |
Ceiling |
Armor |
F-105B |
4391 |
1098 (150) |
NA
274 4/2
40/20 |
4500 |
6161 |
12560 |
FF6
CF6 RF5
W4 T4 |
F-105D (All) |
4474 |
1119 (150) |
NA
280 4/2
40/20 |
4500 |
6475 |
12560 |
FF6
CF6 RF5
W4 T4 |
EF-105 (Both) |
4360 |
1090 (150) |
NA
273 4/2
40/20 |
4500 |
6464 |
12560 |
FF6
CF6 RF5
W4 T4 |
Vehicle |
Combat Equipment |
Minimum Landing/Takeoff
Zone |
RF |
Armament |
Ammo |
F-105B |
None |
1400/950m Hardened Runway |
+1 |
20mm Vulcan, 5 Hardpoints, Internal Bomb
Bay |
1000x20mm |
F-105D (Early) |
None |
1400/950m Hardened Runway |
+2 |
20mm Vulcan, 5 Hardpoints, Internal Bomb
Bay |
1000x20mm |
F-105D (Late) |
RWR, Flare/Chaff (60/50), TFR |
1400/950m Hardened Runway |
+2 |
20mm Vulcan, 5 Hardpoints, Internal Bomb
Bay |
1000x20mm |
F-105D (T-Stick II) |
RWR, Flare/Chaff (75/75), TFR |
1400/950m Hardened Runway |
+3 |
20mm Vulcan, 5 Hardpoints, Internal Bomb
Bay |
1000x20mm |
EF-105F |
RWR, Flare/Chaff (80/80) , ECM 2, TFR |
1400/950m Hardened Runway |
+2 |
20mm Vulcan, 5 Hardpoints |
1000x20mm |
EF-105G |
RWR, Flare/Chaff (80/80) , ECM 3, IRCM
1, Deception Jamming (30 km), Active Jamming, TFR |
1400/950m Hardened Runway |
+3 |
20mm Vulcan, 5 Hardpoints |
1000x20mm |
*The F-105 was originally
meant to be a tactical nuclear bomber. Because of this, it received extra
shielding around its cockpit, giving the cockpit AV7.
F-117A Nighthawk
Notes: Known
more commonly to the public as the Stealth Fighter, the Nighthawk is the first
operational aircraft to exploit low observable stealth characteristics.
All detection attempts with IR detection gear (including thermal, IR, or
FLIR) are two levels more difficult than normal, and detection attempts with
radar are four levels more difficult than normal.
Guiding radar guided missiles against the aircraft are likewise four
levels more difficult than normal, and IR missile home at three levels more
difficult than normal. When the
aircraft's bomb bay doors are open, radar attempts are only one level more
difficult than normal. Known to
some pilots as the Wobbly Goblin, the Nighthawk requires great skill by its
pilots.
Price |
Fuel Type |
Load |
Veh Wt |
Crew |
Mnt |
Night Vision |
Radiological |
$198,784,590 |
AvG |
2.27 tons |
23.81 tons |
1 |
48 |
AESA Radar (80 km), FLIR (100 km), SAR
(150 km) |
Shielded |
Tr Mov |
Com Mov |
Mnvr/Acc Agl/Turn |
Fuel Cap |
Fuel Cons |
Ceiling |
Armor |
2067 |
517 (150) |
NA
129 4/2
40/20 |
4000 |
7598 |
11765 |
FF3
CF4 RF3
W4 T2 |
Combat Equipment |
Minimum Landing/Takeoff
Zone |
RF |
Armament |
Ammo |
RWR, Flare/Chaff
(50/40), ECM 3, IRCM 4, IR Masking, HUD, HUD Interface, Look-Down
Radar, Target ID, TFR, Stealth 4, IR Stealth 3 |
1200/1500m Hardened Runway |
+5 |
2 Weapons Bays |
None |
Notes: The OV-1E
is the definitive version of the Mohawk, versions of which have been flying
since 1959. The Mohawk flew more
hours per airframe than any other aircraft in the 1991 Gulf War.
The Echo model has more powerful 1800-horsepower engines, a GPS flight
system, new avionics, and a new SLAR system.
They are dual-purpose surveillance and ground-attack aircraft.
The usual armament is a mix of M2HB MG pods and 70mm rocket pods on the
four free hardpoints.
Price |
Fuel Type |
Load |
Veh Wt |
Crew |
Mnt |
Night Vision |
Radiological |
$13,110,610 |
AvG |
1.23 tons |
8.21 tons |
2 |
16 |
SLAR, FLIR |
Enclosed |
Tr Mov |
Com Mov |
Mnvr/Acc Agl/Turn |
Fuel Cap |
Fuel Cons |
Ceiling |
Armor |
930 |
233 (120) |
NA
58 7/4
45/35 |
930 |
472 |
7620 |
FF3
CF2 RF2
W3 T2 |
Combat Equipment |
Minimum Landing/Takeoff
Zone |
RF |
Armament |
Ammo |
GPS, Flare/Chaff (16/10), Secure Radios |
744/615m Hardened Runway |
+2 |
4 Hardpoints |
None |
OV-10 Bronco
Notes: This
aircraft was designed for forward air controllers, helicopter escort, and light
ground attack and counterinsurgency work.
The OV-10 was originally used by the US Marines and Air Force, but by the
outset of the Twilight War was used in the active duty role only by Thailand,
Venezuela, Morocco, Philippines, Indonesia, and Oman.
The OV-10 was retired by US forces in 1994.
The OV-10D NOGS
(Night Observation GunShip) version of the Bronco was used by the US as late as
the Gulf War. It has night vision
gear and a 20mm gun turret in the belly, as well as uprated engines to cope with
the added weight.
Twilight 2000
Notes: The Bronco returned late in the Twilight War as an attack aircraft when
no other aircraft was available.
Vehicle |
Price |
Fuel Type |
Load |
Veh Wt |
Crew |
Mnt |
Night Vision |
Radiological |
OV-10A |
$2,270,210 |
AvG |
1.63 tons |
6.55 tons |
2+4 |
8 |
None |
Enclosed |
OV-10D |
$5,490,540 |
AvG |
2.4 tons |
6.6 tons |
2 |
10 |
FLIR (30 km), Passive IR (10 km) |
Enclosed |
Vehicle |
Tr Mov |
Com Mov |
Mnvr/Acc Agl/Turn |
Fuel Cap |
Fuel Cons |
Ceiling |
Armor |
OV-10A/D |
904 |
226 (90) |
NA
57 9/6
60/45 |
955 |
523 |
7315 |
FF3
CF3 RF3
W4 T4 |
Vehicle |
Combat Equipment |
Minimum Landing/Takeoff
Zone |
RF |
Armament |
Ammo |
OV-10A |
Flare/Chaff (40/30) , Secure Radios |
600/500 Primitive Runway |
+2 |
4xM-2HB, 9 Hardpoints |
2000x.50 |
OV-10D |
Flare/Chaff (49/30) , Secure Radios,
GPS, Laser Designator (9 km), Laser Rangefinder (9 km) |
600/500 Primitive Runway |
+3 |
20mm M-197 Autocannon, 4 Hardpoints |
1000x20mm |
Notes: This was
the US Navy and Marines' standard trainer before the introduction of the T-45
Goshawk, but some of them were recalled to duty during the Twilight War.
It is also used by Venezuela and Greece.
Like most aircraft of its class, it is unsophisticated and light. Its two
wingtip hardpoints may only be used for drop tanks.
The T-2A is powered by a single engine; the T-2B has two smaller engines;
the T-2C has two slightly less powerful engines.
Twilight 2000
Notes: Some of these aircraft were returned to training duty to replace Goshawks
that had been modified for an attack role.
Later, some Buckeyes themselves were modified for the strike role.
Vehicle |
Price |
Fuel Type |
Load |
Veh Wt |
Crew |
Mnt |
Night Vision |
Radiological |
T-2A |
$1,300,000 |
AvG |
1.59 tons |
5.66 tons |
2 |
10 |
None |
Enclosed |
T-2B |
$1,581,260 |
AvG |
1.59 tons |
6.19 tons |
2 |
12 |
None |
Enclosed |
T-2C |
$1,562,060 |
AvG |
1.59 tons |
5.98 tons |
2 |
12 |
None |
Enclosed |
Vehicle |
Tr Mov |
Com Mov |
Mnvr/Acc Agl/Turn |
Fuel Cap |
Fuel Cons |
Ceiling |
Armor |
T-2A |
1165 |
291 (100) |
NA
73 6/3
60/30 |
2065 |
1508 |
10000 |
FF2
CF2 RF2
W3 T2 |
T-2B |
1761 |
440 (100) |
NA
110 6/3
60/30 |
2065 |
2672 |
12320 |
FF2
CF2 RF2
W3 T2 |
T-2C |
1728 |
432 (100) |
NA
108 6/3
60/30 |
2065 |
2627 |
12320 |
FF2
CF2 RF2
W3 T2 |
Vehicle |
Combat Equipment |
Minimum Landing/Takeoff
Zone |
RF |
Armament |
Ammo |
(All) |
IFF,Transponder |
500/450m Hardened Runway |
+1 |
6 hardpoints |
None |
T-34C Mentor
Notes: This
basic trainer was also used by many countries as a COIN and FAC aircraft.
It is an improved version of the civilian Beechcraft Bonanza aircraft,
with hardpoints added, and the piston engine replaced by a turboprop.
The Mentor is actually able to use Maverick missiles, in addition to
bombs, rocket pods, and machinegun pods.
This aircraft, in addition to the US, is in use by many countries in
Latin America, the Pacific Rim, and Africa.
The Mentor has no ejection seats and is not capable on in-flight
refueling. The T-34 is the base
model; the T-34A and B are identical, but built for the Air Force and Navy
respectively. The T-34C Turbo
Mentor is equipped with a much more powerful engine.
Twilight 2000
Notes: Many of these aircraft were armed during the Twilight War and used in the
continental US to fight Mexican and New American forces.
Vehicle |
Price |
Fuel Type |
Load |
Veh Wt |
Crew |
Mnt |
Night Vision |
Radiological |
T-34 |
$311,360 |
AvG |
408 kg |
1.25 tons |
2 |
4 |
None |
Enclosed |
T-34A/B |
$312,980 |
AvG |
427 kg |
1.32 tons |
2 |
4 |
None |
Enclosed |
T-34C |
$351,360 |
AvG |
534 kg |
1.95 tons |
2 |
4 |
None |
Enclosed |
Vehicle |
Tr Mov |
Com Mov |
Mnvr/Acc Agl/Turn |
Fuel Cap |
Fuel Cons |
Ceiling |
Armor |
T-34 |
540 |
135 (95) |
NA
34 6/3
60/30 |
450 |
74 |
6465 |
FF2
CF2 RF2
W3 T2 |
T-34A/B |
556 |
139 (50) |
NA
35 6/3
60/30 |
450 |
74 |
6465 |
FF2
CF2 RF2
W3 T2 |
T-34C |
792 |
198 (50) |
NA
50 6/3
60/30 |
450 |
139 |
9145 |
FF2
CF2 RF2
W3 T2 |
Vehicle |
Combat Equipment |
Minimum Landing/Takeoff
Zone |
RF |
Armament |
Ammo |
(All) |
IFF, Transponder |
600/500m Primitive Runway |
None |
4 hardpoints |
None |