Douglas A-4AB Skyhawk in Navy Service

91 Pages·2001·81.272 MB·English

by  Steve Ginter

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TABLE OF CONTENTS 85.) VC-5 "Checkertails"
EARLY SKYHAWKS, THE DOUGLAS A4D-1 (A-4A) AND A4D-2 (A-4B)
86.) VU-7
1.) Development 87.) VC-7 'TallyHOers"
4.) XA4D-1 137812 walkaround 88.) VA-12 "Flying Ubangis"
9.) World speed record 93.) VA-15 "Valions"
10.) A4D-1 137813 97.) VA-22 "Fighting Redcocks"
11.) A4D-1 137814 99.) VA-23 "Black Knights"
13.) A4D-1 137815 101.)VA-34 "Blue Blasters"
14.) A4D-1 137816 106.)VA-36 "Roadrunners"
15.) A4D-1 137817 107.)VA-43 "Challengers"
16.) A4D-1 137818 and 137819 109.)VA-44 "Hornets"
17.) A4D-1 137820 112.)VA-46 "Clansmen"
18.) A4D-1 137821 113.)VA-55 "Warhorses"
19.) A4D-1 137822 and 137823 114.)VA-56 "Boomerangs/Champions"
Above, the author in an A-4B at NAS
20.) A4D-1 137824 116.)VA-64 "Black Lancers"
Los Alamitos, CA, in the late '60s. At
23.) A4D-2 cutaway 116.)VA-66 "Waldomen/Waldos"
the time he was a 3rd Class Aviation
24.) A4D-1/-2 general arrangement 118.)VA-72 "Blue Hawks"
Machinist's Mate Jet (ADJ-3) assigned
to the VA-line as a plane captain, 25.) Aircraft components 121.)VA-76 "Spirits"
before graduating from college and 26.) Stations and frames 123.)VA-81 "Crusaders"
moving on to NAS Pensacola for flight 28.) Dimensions 127.)VA-83 "Rampagers"
school with hisshinynewEnsign bars. 30.) Electronic equipment 131.)VA-86 "Sidewinders"
31.) Servicing diagra 133.)VA-93 "Blue Blazers"
32.) Nose cone removal 136.)VA-94 "Shrikes"
'Heinemann's Hot Rod", "Tinker 33.) Air conditioning/pressurization 137.)VA-95 "SkyKnights/Green Lizards"
Toy", "Bantam Bomber", all nick 34.) A4D-1 instrument panel 141.)VA-106 "Gladiators"
names forthe embodiment of simplic 34.) A4D-1 left-hand console 145.)VA-112 "Broncos" The origins of the Skyhawk can of unnecessary complexities for Above, XA4D-1 being positioned for
ity and design efficiency in the best 35.) A4D-1 armament panel 146.)VA-113 "Stingers" be traced to two sources. The first future design programs. A 1952 rollout ceremony EI Segundo, CA, on
6June 1954. Aircraft was natural metal
attack aircraft ever (author's opinion). 36.) A4D-1 left-hand console 149.)VA-125 "Rough Raiders" was repeated requests from the fleet Douglas report noted that one pound with gloss white wing undersurfaces.
to the Chief of Naval Operations from of weightadded in the design ofatyp
37.) A4D-1 right-hand console 151.)VA-126 "Fighting Sea Hawks" Brown paper is taped over the air
aviators serving in Korea for improve ical small subsonic jet aircraft
38.) A4D-1 right hand console 153.)VA-133 "Blue Knights" craft's designation and BuNo, presum
Because of the size of this vol ments in attack aircraft technology. increased the gross weight of the air
38.) A4D-2 left-hand console 154.)VA-134 "Scorpions" bably for cold war security reasons.
ume, Reserve Squadrons and model 39.) A4D-2 left-hand cockpit 156.)VA-152 "Fighting Aces" The slow speed of the F4U and AD plane 10 pounds. With aircraft costs (Douglas via Harry Gann)
reviews will be discussed in the vol propeller driven aircraft dictated then at 40 dollars per pound, this
40.) A4D-2 external stores controls 157.)VA-153 "Blue Tail Flies"
ume covering the USMC A-4NBs. attack missions that were potentially meant that the one pound added
41.) A4D-2 armament panel 159.)VA-155 "Silver Foxes"
8 to 12 hours long and resulted in increasedthe costofthe aircraft $400
42.) A4D-2 left-hand console 161.)VA-163 "Saints"
CONTRIBUTORS extreme fatigue. Returning pilots if performance and strength were
43.) A4D-2 right-hand console 164.)VA-164"Ghost Riders"
Scott Bloom, Bruce Cunningham, were not coping well with the margin unchanged. pound bombs.
44.) Ejection seat 167.)VA-172 "Blue Bolts"
Warren Dunlap, Nick Knickerbocker,
al weather conditions and pitching
46.) Antiradiation heat shield 169.)VA-192 "Golden Dragons"
Craig Kaston, Clay Jansson, William T. carrier decks after these grueling Prior to publication of this report, One month later, Douglas submit
Larkins, Bob Lawson, T. Matsuzaki, 47.) Wing slats 170.)VA-195 "Dambusters"
combat missions. The pilots asked for an unsolicited fighter proposal using ted a proposal for a 12,000 pound
Paul Minert, John Miottel, Pat 48.) Nose gear 171.)VA-212 "Rampant Raiders"
turbo-jet powered attack aircraft with lightweight design concepts and prin attack jet that would meet all of the
McGinnis, Wayne Morris, Pima Air and 50.) Main gear 172.)VA-216 "Black Diamonds"
increased speed and maneuverability cipals was submitted to the Navy's desired performance criteria. During
Space Museum, Mick Roth, Fred Roos, 53.) Sealing diagram 174.)VA-776
to decrease overall mission time and Bureau of Aeronautics in early 1952. the submissions evaluation, the
San Diego Aerospace Museum, Doug 54.) Painting/stenciling 174.)VA-831
time over target. They further In view ofthe operational requirement range requirements were increased,
Siegfried, Doug Siowiak, Larry Smalley, 57.) Access and inspection provo 175.)FAGU
requested an aircraft of reduced being generated as a result of fleet which accounted for the raising of the
William Swisher, Tailhook Association, 58.) Douglas "Buddy" stoe '1'?5.)Douglas Flight Test
physical size and acomparable bomb suggestions for attack aircraft, the design gross weight to 14,000
Norm Taylor, Kirsten Tedesco, Mike 60.) Production line 176.)Standard Aircraft Characteristics
load to that of the Douglas AD Navyasked Douglasto modifyitspro pounds.
Wilson, and Nick Williams. 62.) A4D-2 described
64.) NATC ~CAL·NIStv. Skyraider. posal as a lightweight attack bomber.
ISBN 0-942612-49-3 65.) Test Pilot School G0 <t~SSENTIAL READING . . The means of financing the con
NATF L k h fDlctlonary of American Naval AViation The second impetus for the More specifically: the Navy spec struction of a prototype Skyhawk
Steve Ginter, 1754 Warfield Cir., Simi 66.) a e urst i: 'b :;Squadrons Vol 1, VA, VAH, VAK, VAL, Skyhawk came from Ed Heinemann, ification called for a lightweight ship became available when BuAir decid
Valley, California, 93063 68.) NPF and NARF '~2."""., ~ ~ AP, and VFA Squadrons (Roy
~ Chief Engineer, at the EI Segundo board attack-bomber capable of ed to cancel the Douglas XA2D-1
69.) NATU 'Orossnick); Tonkin Gulf Yacht Club, U.S.
All rights reserved. No part of this 70.) NASWF ~ 'lIrJ . .ACarrier Operations Off Vietnam (Rene Division of the Douglas Aircraft delivering nuclear weapons or per SkyShark turbo-prop powered attack
publication may be reproduced, 72.) China Lake ilHJ.·SOC\~ Francillon); The Skyhawk Association Company. Since his work on the forming'conventional multipurpose aircraft. The promising design had
stored in a retrieval system, or trans 73.) NMC Web Site, www.skyhawk.org; Osprey Air wartime SB2D and TB2D programs, (interdiction) missions - bombing, bogged down because of the seem
VC-1 "Blue Aliis" Combat, Douglas A-4 Skyhawk (Peter Heinemann was preoccupied with the rocketry, gunnery and missile launch ingly insoluble problems arising from
mittedin anyform byanymeanselec 74.)
old problem of increased growth in ing against moving targets. The air the engine design. Funds in the
tronic, mechanical, orotherwise with 75.) VSF-1 "War Eagles/War Hawks" Kilduff).
VSF-3 "Chessmen" -------------- weight and complexity. A general craft was required to have a 500-knot amount of 41 million dollars from the
out the written permission ofthe pub 78.)
FRONTCOVER: VA-113 A4D-1 being research program was undertaken by top speed, a400 nautical mile combat A2D program were transferred to the
lisher. 79.) VX-4 "Evaluators"
started on the deck of the (CVA-19) in Douglas to investigate all aspects of radius, a maximum gross weight of new lightweight attack aircraft to be
© 2001 by Steve Ginter 81.) VX-5 "Vampires" 1958. (John Miottel) weight reduction and the elimination 30,000 pounds, and carry 1,000 designated as the XA4D-1.
1
Above, Bob Rahn preparesforthefirst
flight of the XA4D-1 on 22 June 1954.
(Douglas via Harry Gann)
A contract was let on 12 June
1952 for one XA4D-1, BuNo 137812.
Above, A4D mock-up was remarkably little different than the thousands of pro The specified empty weight was
duction Skyhawks that followed except in the length of the rear fuselage. (Harry 8,136 pounds. By comparison, the
Gann) Below, overhead view of the XA4D-1 on rollout day. Note the one-piece FJ-4B Fury Bravo, a comparable
unframed blown plexiglass windscreen that was initially characteristic of the first attack aircraft of the same era, with
19 Skyhawks. Short span of 27 feet eliminated the need for folding wings. the same engine and internal fuel
(Douglas via Harry Gann) Page 3top, XA4D-1, 137812,taxiing outfor itsfirstflight
weighed 13,790pounds or70% more
at Edwards AFB on 22 June 1954with Douglastest pilot Bob Rahn atthe controls.
than the YA4D-1. The airplane is best
(Douglas via Harry Gann) Page 3 middle, 137812 during its first flight with center
described in the Mock Up Inspection
line fuel tank. Note the original exhaust cone prior to the addition of the sugar
Report. "Basically it is a delta-wing
scoopexhaustfairing. (Douglasvia Harry Gann)Page3 bottom, Bob Rahn landing
configuration with anormaltail, acon
afterthe Skyhawk'sfirst flight at Edwards AFB. (via Harry Gann)
ventional control system, carries a
crew ofone, powered byasingleJ65
W-2 axial jetengine. Alargevariety of
weapons can be carried externally on
three bombracks, the centerline sta
tion being capable of carrying stores
up to 3,575 pounds, and the wing
racks being stressed for 1,000
pounds each. Design gross weight
with one Mk. 12 nuclear weapon is
14,250 pounds, and the combat
radius with this weapon and internal
fuel only (900 gallons) is 400 nautical
miles. The maximum design catapult
weight is 19,760 pounds. Maximum
speed in the clean condition at sea
level is 596 knots (mach 0.9) and the
combat ceiling at combat weight is
50,000 feet."
The target cost was $1,000,000
and the A4D-1 came in at $860,000.
The aircraft was 100-knots faster
than, and its radar signature was
1/100,the specification requirements.
Compared to other contempory air
craft, the A4D-1 had 50% less fuel
consumption, 40% less maintenance,
and 50% less overhaul time.
As a result of the first Mock Up
Board that met in October 1952, 19
aircraftwere ordered. Ratherthan the
3
2
XA4D-1 137812 WALKAROUND 6 JUNE 1954
5
4
usual procedure of ordering two slow-flight maneuvers at speeds
experimental aircraft, it was decided approaching the stall .... letdown and
to produce these aircraft with produc into pattern at Edwards. Satisfactory
tion tooling and deliver them to the landing made on lakebed with air
fleet. By January 1953, fabrication of plane trimmed at 150 knots airspeed.
tooling was complete and the produc Total flight time 45 minutes."
tion of aircraft components began to
flow. A year later, during February The XA4D-1 and the next 19 air
1954, the first aircraft, BuNo 137812, craft, 137813 through 137831, were
was rolled out for engine runup. essentially identical. After some very
Subsequentlythe aircraftwas trucked successful first flights, the "X" desig
to Edwards AFB in the California nation was dropped from the first
desert. Then, after extensive ground Skyhawk. Initially, 137812 had a
andtaxi tests, itwas flown on 22June shortened tail pipe resembling that
1954, just two years after the go used on the Grumman F9F Panther.
ahead was given. This was modified bythe addition ofa
upper sugar-scoop after early test
THE XA4D-1 BuNo 137812 flights revealed buffeting at certain
speeds.
Bob Rahn made both of the ORIGINAL
Skyhawk's first and second flights on For flight number 43, 812 was fit TAIL PIPE
22 June 1954. The first flight was a ted with a special parachute-pod on
low-level familiarization test hop just the right side under the aft fuselage.
above the surface of the lake bed. On 4January 1955, Bob Rahn's flight
During the second flight, Rahn report log records: "Purpose of flight to eval
ed: "Liftoff at 125 knots, requiring uate spin-characteristics of the A4D
small amount of up-elevator only .... for the first time .... entry into spin
as aircraft accelerated stabilizer had made at 32,000 feet to the left in glide
to be steadily repositioned to keep configuration .... recovery started
BUFFET
aircraft in trim .... gear and flaps promptly after 1/4 turn .... no tenden
retracted at 175 knots. Inflight opera cy for planeto go off into right spin ....
tional checks made at 15 thousand: nature of spin consisted of definite
landing gear, dive-brakes and flaps yaw and oscillation. Recovery quite
cycled .... fuel and electrical systems effective using right rudder .... termi
checked .... then straight and level nation of spinning found aircraft in a
flight at various power settings, slight vertical dive, somewhat inverted.
oscillation noticed apparently from Subsequent spins included 1.5 turns
the rear of the aircraft .... a series of to the left .... entry made at 32,000
turns made .... control forces comfort feet .... recovery made in 1.25 turns
able, response excellent. Finally, with plane in avertical attitude rud-
der forces light and effective total
of 12 spins made this date series
of normal and accelerated-stalls
Above top left, 137812 in flight on 15 made on subsequent flights.
March 1955 with wing pylons added. Excellent recovery characteristics
Note the exhaust cone sugar scoop were noted in all cases."
has not yet been added. (Douglas via
Harry Gann) Above left, 137812 at EI
The first Navy pilot to fly 812 was
Segundo with an Air Force B-66 in the
CDR J. Taylor USN on 29 September
background. A Douglas Flight Test
1954. He was followed by LCDR J.
logo has been added to the tail as well
Stuart USN. Both pilots were enthusi-
as a da-glo fin stripe. Another da-glo
stripe has been added vertically in
front ofthe national insignia. The nose
instrumentation boom was now red At right top, A-bomber comparison,
with thin natural metal spirals. The XA4D-1 and A3D-1 on 6 June 1954.
wing tanks were blue and the correc (Douglas)Atright, goodviewofthered
tive tailcone sugar scoop has been spiral painted nose and test boom on
added. (Douglas via Harry Gann) At 137812 on 30 March 1955. Aircraft had
left,theSkyhawk'sdesignerEdward H. ared da-glostripeonthetail fin and on
Heinemann and the XA4D-1 on 6 June the nose. The tail pipe sugar-scoop
1954. (Douglas via Harry Gann) was added to stop buffeting. (Douglas)
6 7
LT GORDON GRAY SETS WORLD SPEED RECORD ON 15 OCTOBER 1955
Douglas engineer R. B. Smith
had calculated that the Skyhawk with
internal fuel only was capable of
breaking the 500 Kilometer closed
course World Speed Record. Bob
Rahn flew several testflights to inves
tigate the feasibility of a speed
attempt. These resulted in some
structural changes to the rudder and
the aircraft was turned over to LT
Gordon Gray, USN, for the record
attempt.
LT Gray, a test pilot from Naval
Air Test Center (NATC), Patuxent
River, MD, set the new record by cir
cling a special 100 km course five
times. The route was marked by 12
red pylons with special smoke and
astic with the Skyhawk's perfor at Edwards. A flat, bulletproof, center Above, 137812 with a Mk. ?? shape Above, LTG. Gray
mirror signals aiding the pilot at each
mance. glass provided improved visibility dur mounted on the centerline pylon on 19 rounds apylon dur
30° turn. On his first attempt, LT Gray
ing flights through rain, etc. An April 1956. Tail and nose were red. ing his world speed
During flights at high altitudes extendable control stick was also Black stripes were added to the gear posted an average speed of 695.163 record flight on 15
doors and speed brakes for photo mph which eclipsed the old record set October 1955. At
and certain speeds, pilots began designed and installed for added
recognition purposes. Also note the by MAJ John L. Armstrong, USAF, in right, LT Gordon
experiencing random wing drop. leverage in case the pilot had to fly large 812 painted on the engine intake an F-86H Sabre jet on 3 September Gray. Below, offi
Aerodynamacists determined that air home without hydraulic boost-pres and the new three-piece windscreen. 1954 by over 45 mph. cials look over the
flow twisting and turning over and off sure. (Douglas via Harry Gann) Below, record-setting A4D
the wingtips werecreating the unseen 137812withanorange Mk.76shapeon It took 26.8 minutes to circle the 1 Skyhawk during
forces that caused this trouble. A 812 was part of the weapons the centerline pylon on 21 April 1956. final preparations.
310.68 mile course five times.
series of small outer wing vortex gen evaluation testing done in late 1955 (Douglas via Harry Gann) (USN)
erators was installed on the upper and in 1956. Assorted nuclear
wings which eliminated these shapes, bombs, mines, and tanks
unwanted forces. were tested.
J65-W-2 engine, which was replaced
By August 1955 a new three The XA4D-1 was powered by a in production aircraft with the 7,800
piece windshield was installed on 812 7,200 pound thrust Curtiss Wright pound thrust J65-W-4/-4b engine.
8 9
A4D-1 137813 WEAPONS TEST AIRCRAFT A4D-1 137814 REFUELING TEST AIRCRAFT
At right, 137814with original tail cone.
(Douglas) Below, after adding the
sugar-scoop tail cone, 137814 was
involved in the the Douglas Jam-pack
re-fueling buddy tank tests. (Douglas)
Below middle, 137814 misses the bas
ket. The aircraft carries a white
Douglas NAVPACK on the centerline
pylon which houses test instrumenta
tion gear. (Douglas) Bottom, 137814 at
NAS Miramarairshowand open house
on 30 October 1955. The 814 on the
fuselage side was red outlined with
black. (William Swisher)
Above, 137813 with 500 Ib bomb on the wing pylon was natural metal with a red tail. The tail emblem was for the Douglas
Testing Division at Edwards. The gear doors and speed brakes had red stripes added and the undersurface of the wing was
white. Below, 137813 is loaded with a2,000 Ibbomb on the centerline. Bottom, 137813on 24 March 1956with one2,000 Iband
two 1,000Ib bombs. The Douglastestemblem has been moved to a red nosewith yellow probe and flame-like trim. (Douglas)
10 11
A4D-1 137814 SERVICE TEST AIRCRAFT 113 JANUARY 1955 LOSS OF A4D-1 137815 AND PILOT JIM VERDIN I
While still in the Navy, Jim Verdin impact site but no sign of Jim or his Above, the ill-fated 4th Skyhawk, BuNo
had set a world speed record in the parachute. A search was performed 137815, in which Jim Verdin was lost
Douglas Skyray over a three kilome until sunset with no results. Douglas east of Edwards AFB. (Douglas)
ter course. Shortly after his record even kept a DC-3 up until midnight in Bottom, wind tunnel model ofthe A4D
1as tested in Pasadena. (Douglas)
speed run he was offered jobs at both hopes of seeing a flashlight or camp
Douglas and North American. After fire, again no results. The next day at
due consideration he took the posi dawn the search resumed with all
tion with Douglas and eventually available personnel from the Air have flowed into the down wing and
ended up testing the new A4D Force and the civilian contractors. the aircraft would have gone-out-of
Skyhawks. Late on the afternoon of the 16th his control.
body was discovered about half a
On 13 January 1955, Jim was mile from the crash site. His para Inspection of Jim's body led to
Above, A4D-1137814 over NAS Patuxent River, MD, on 10April 1956.Aftercompleting the refueling tests at Edwards AFB, the killed while conducting a transonic chute had not opened and he was the conclusion that his helmet had
aircraft was sentto the Naval Air Test Centerfor servicetesting. (USN) Below, 814 priorto replacement of windscreen. (USN) wing drop test. This test was consid partially covered by sagebrush. impacted the canopy upon ejection
ered routine and no chase plane with sufficient force to render him
accompanied him on the flight. At The accident investigation team unconscious and incapable of open
approximately 2:30 in the afternoon a concluded that the accident was ing his parachute.
short, garbled radio transmission was caused by the failure of the single
heard. All airborne aircraft were source hydraulic system controls to Because of Jim's loss, Douglas
quered and Jim did not respond. the ailerons during the transonic wing had a tandem-powered aileron sys
Rescue forces were notified and con drop test. The ensuing aileron flutter tem installed on future Skyhawks. In
centrated their search east ofthe lake was at such a high amplitude that addition, baffles were added to the
bed where a faint cloud of black manual control would have been wing tanks to prevent fuel from flow
smoke had started to rise. Aircraft impossible. Everything would have ing into the down wing during
searched the area and found the worked against him as fuel would manuevering.
12 13
A4D-1 137816 CARRIER SUITABILITY TEST SHIP A4D-1 137817 WEAPONS TEST AIRCRAFT
Above left, 816 carrier approach. (USN) Far
Above, 137817 on 19 May 1956 with Zuni rocket pods mounted on the
leftand bottom left, catapulttesting with T-63
outer pylons. The aircraft had da-glo red wing stripes, gear door and
shape. (Douglas) At left, off-center arrest
speed brake stripes, and a insignia red tail with the Douglas Testing
mentaccident. (Douglas) Da-glored tail, nose
Division logoapplied. (USN) Below, 137817with largebluecenterlinedrop
and wing stripes were added as were black
tank and 1,000 Ib bombs on the wing pylons on 12 April 1956. Note loca
fuselage tracking lines. (Douglas)
tion ofthe da-glo red wing stripe on the leading edge slat. (USN)
14
15
A4D-1 137818 AND 137819 A4D-1 137820
Above and below 137818with a variation ofthe Douglas Testing Division logo on the nose. A large bird flying with a pilot's
helmet on. (15 Ap'riI1955, Douglas) Bottom, 137819 in flight with a NAVPACK on the belly station. (Douglas)
Above, 137820in flight on 14October1955 was upgraded with aconventional windscreen, a sugar scooptail cone and a par
tial tad-pole rudder. (Douglas) Below, 137820 was also used for bomb testing and is seen here at Edwards AFB with a giant
bombpaintedontheintakelip. AstylizedSkyhawkwaspainted onthenose.Thenoseprobewaswhiteaswasthebackground
area for the Skyhawk. Tail was red with awhite 820. (William SWisher)
16 17