AD Skyraider

in detaiI & scale . Bert Kinzey.

KYRAIDER in detai I & 'scale Bert Kinzey

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IIJ'!;qUadron/signal publications

COPYRIGHT 2003 BY DETAIL & SCALE, INC. All rights reserved. No part of this publication may be reproduced in any form, stored in a retrieval system, on transmitted by any means, electronic, mechanical, or otherwise, without the written consent of the publisher. This book is a product of Detail & Scale, Inc., which has sole responsibility for its content and layout, except that all contributors are responsible for the security clearance and copyright release of all materials they submit. Published by Squadron/Signal Publications, 1115 Crowley Drive, Carrollton, Texas 75011.

CONTRIBUTORS AND SOURCES Walt Fink Ed Barthelmes Bob Bartolacci Larry Webster Rick Wilkes Bill Hardman U. S. Navy Don Harris National Museum of Naval Aviation U. S. Air Force Museum National Archives Still Picture Division Detail & Scale, Inc. and the author express a sincere word of thanks to the National Museum of Naval Aviation at Pensacola, Florida, for their help with the research and photography for this publication. In particular, Hill Goodspeed deserves acknowledgement for his assistance while the author researched photographic files on the Skyraider. Bill Johnson, Lloyd Hayslip, and Bill Hallstead were instrumental in helping the author gain access to the A-1 Hand EA-1 F on display at the museum for the purpose of detailed photography. Special thanks is also expressed to \/Valt Fink, a former Skyraider pilot with the United States Navy, and Ed Barthelmes for their help. Both Walt and Ed answered dozens of questions and provided considerable help and support during the development of this publication. D~DICATION:

TO DON HARRIS Don Harris was a good friend who passed away shortly after completing a model for review in this book. He is truly missed.

ISBN 0-89747-454-6

Front Cover: AD-7, BuNo. 142012, was assigned to VA115 when it was photographed taxiing forward on the wooden flight deck of USS SHANGRI-LA, CVA-38, in February 1960. Small practice bombs are attached to two of its wing pylons. Notice the three F11F-1 Tiger jet fighters in the background. Each is armed with two Sidewinder air-to-air missiles. (NMNA) Rear Cover: The instrument panel in the A-1H on display at the National Museum of Naval Aviation remains as it was when the aircraft was turned over to the museum. This aircraft flew the last combat mission by a Skyraider in Vietnam. Additional color photographs taken of this cockpit can be found on pages 44 and 45. (NMNA)

INTRODUCTION

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Night attack versions were developed from the AD-3, AD4, and AD-5 variants of the Skyraider and were identified with an uN" suffix added to their designations. This AD4N has the standard external stores for these night attack aircraft including an AN/APS-31 radar pod under the right wing and a searchlight-sonobouy/f1are dispenser under the left. (National Archives) In the years immediately following World War II, the turbojet engine offered significantly increased performance for military aircraft. Accordingly, most new designs for combat aircraft featured these new powerplants. Those which still utilized piston engines turning propellers were few in numbers and usually did not make it past the design or prototype stage. The small number that did actually enter operational service usually experienced a very short service life before being replaced with more capable jet p.owered designs. The Douglas Skyraider, affectionately known as the Spad by those who flew and serviced it, beat the long odds faced by a propeller driven combat aircraft entering service in the late 1940s. It remained in operational service with the United States Navy for two decades. During those years, it proved to be one of the most effective and versatile combat aircraft in military aviation history. Seven major series, including twenty-eight sub-variants, were produced. Designed primarily as an attack aircraft which would replace both dive and torpedo bombers, versions were produced with specialized electronic equipment to serve in the night attack, electronic countermeasures (ECM), early warning (EW), and anti-submarine (ASW) roles. Kits supplied with the AD-5 further added to the Skyraider's versatility. One permitted this version to fly as a carrier onboard delivery (COD) aircraft carrying up to twelve people, while a second COD kit allowed four passengers to be transported in addition to the pilot and a fifth passenger in the front cockpit. Other kits allowed cargo or extra fuel tanks to be carried in the center fuselage section. Skyraiders also served as airborne tankers, transferring fuel to other aircraft through the use of a buddy refueling store on the centerline station. At the same time the Skyraider was entering service, the newly formed United States Air Force was all but ignoring the future needs of conventional warfare. Instead, the Air Force concentrated on nuclear war, designing long range bombers

to deliver atomic bombs anywhere on the globe. To defend North America from enemy bombers, jet interceptors were developed. Fighter-bombers also became operational with the U. S. Air Force but these were primarily designed to deliver tactical nuclear weapons or use conventional bombs and missiles to destroy point targets like bridges, buildings, and airfields. Even after the Korean War clearly demonstrated that conventional wars could and would be fought, the short-sighted Air Force leadership failed to develop an attack aircraft optimized for the close air support (CAS)mission. The lack of an attack aircraft came back to haunt the Air Force as the United States became increasingly involved in Vietnam. As a result, the Air Force found itself acquiring Navy Skyraiders for its own use and for the Republic of Vietnam. The Air Force also developed its own version of the Navy's A-7 Corsair II attack aircraft during the war in Vietnam, and its leadership finally recognized the need for this type of plane. This eventually led to the development of the A-1 0 Warthog, the first attack aircraft designed for the Air Force since World War II. On the pages that follow is a detailed look at the Douglas AD Skyraider. Although many references have been written about the Skyraider, a special effort has been made to use as many photographs as possible which have never or seldom been published before. Many of the photos of details were taken specifically for this publication. An effort has also been made to show features and aspects of the Skyraider that have not been illustrated in other publications. Examples are the COD and ambulance kits used with the AD-5. In September 1962, aircraft designations in use with the U. S. military were standardized. This caused a change in the designations used for the versions of the Skyraider still in service at that time. This change meant that all of the AD-5 variants and the subsequent AD-6 and AD-7 Skyraiders were assigned new designations, and this can cause some confusion and problems in a publication that covers the entire operational life of the aircraft. In this book the original AD designations are used in general discussions about the aircraft. In specific cases, both in the text and in captions, the designation used is the appropriate one for the time period being discussed or illustrated.

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DEVELOPMENTAL HISTORY

The first XBT2D-1, BuNo. 09085, flies in a natural metal finish in 1945. (National Archives) When the United States entered World War II, the primary dive bomber in Navy squadrons was the Douglas SBD Dauntless. This aircraft made history in June 1942 when it was responsible for sinking four Japanese aircraft carriers and thus winning the decisive Battle of Midway. Throughout the war, Dauntlesses were in operation against the enemy, although they were replaced in front line squadrons by the Curtiss SB2C Helldiver later in the war. Six months before the Japanese attack on Pearl Harbor, the Navy had issued a contract to Douglas to design a replacement for the Dauntless. Designated the XSB2D-1, two protoypes for the new scout/dive bomber were produced, with the first flight taking place on April 8, 1943. Prior to World War II, the U. S. Navy had used three primary types of aircraft in its carrier air groups. Fighters were charged with defending the fleet from air attack as well as escorting bombers to and from their targets. Scout/dive bombers were the eyes of the fleet, scouting over the horizon beyond visual and radar range of the ships. They also delivered their bombs with a high degree of accuracy as they dove on their targets. The third type of aircraft was the torpedo bomber which could also be used as a horizontal bomber armed with conventional free-fall bombs. During World War II, the fighters became larger and heavier, and they too were used to carry bombs and rockets to attack surface targets while still performing their primary

air-to-air roles. The F6F Hellcat was also used for tests with aerial torpedos. The versatility demonstrated by the larger fighters caused the Navy to change its way of thinking about dive and torpedo bombers. Before the XSB2D-1 reached the production stage, the Navy issued a request for proposals for a new type of aicraft that would take the place of both dive and torpedo bomber types: The new aircraft was to be a singleengine, single-seat design. It was to carry its ordnance, including bombs, rockets, and torpedoes, externally. Additional requirements stipulated that the aircraft be able to take off in a shorter distance than existing designs, climb faster, carry a heavier payload, and have a greater combat radius. The only way to meet these demands was to design an aircraft with increased power, less weight, and more lift. Martin, Curtiss, and Kaiser Fleetwings all submitted proposals to these specifications, and Boeing also developed a design called the XF8B-1 which had one seat and one engine, but it carried its weapons in an internal bay. Douglas reconfigured the XSB2D to a single-seat design which was redesignated the XBTD-1 and named the Destroyer. Eventually, twenty-eight production BTD-1 s were delivered, but the aircraft never entered operational service. Douglas designers, led by Ed Heinemann who would conceive many successful aircraft for the United States, turned their attention to a new design designated the XBT2D-1. Time was short, so Heinemann, designer Leo Devlin, and aerodynamicists Gene Root developed preliminary drawings for a new aircraft in a hotel room one night,

The Douglas XSB2D-1 Destroyer was designed as a two-place scout and dive bomber intended to replace the famous SBD Dauntless. It had a tricycle landing gear and inverted gull wings. The XSB2D-1 was subsequently modified to a single-seat design and redesignated the XBTD-1 to meet a change in Navy requirements. This BTD-1 was one of twenty-eight produced, but the aircraft never became operational with the Navy. The XBT2D-1 Dauntless /I was developed from this design, and it later became the AD Skyraider. (NMNA)

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COMPETING DESIGNS

Other aircraft manufacturers submitted proposals in response to the Navy's requirements for a singleseat, carrier-based bomber that combined the capabilities of both dive and torpedo bomber types. The Martin XBTM Mauler looked much like the Douglas design, and it was the only other proposal to go into production. It was subsequently redesignated the AM-1, and 151 were built. The Mauler enjoyed a very short service life with fleet units, and was assigned to reserve units by 1950. (National Archives) Above center: The Curtiss XBT2C-1 was based on the SB2C Helldiver and shared a number of similarities with that earlier design. Curtiss, which had produced many successful aircraft for the Navy since the earliest days of aviation, had fallen out of favor during World War II and shortly thereafter went out of business. (National Archives) Right: Henry Kaiser's Fleetwings company developed the XBTK which featured pop-out dive brakes. Compared to the Douglas and Martin designs, it was smaller, lighter, and could not carry as much ordnance. (National Archives)

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XBT2D-1, BuNo. 09093, is shown here while at NAS Patuxent River, Maryland, for testing. The basic design of the aircraft was excellent, and no major design changes were made to any version to improve performance. This can be seen by comparing this picture with those of the last production Skyraiders on pages 74 and 75. Most design changes were to optimize the airframe for special roles, and the AD-5 series had a wider fuselage for side-by-side seating and to accomodate more internal equipment. Otherwise, the final version looked almost identical to these first aircraft. (National Archives) then submitted them to the Navy the following day. After reviewing the drawings, the Navy permitted Douglas to enter the competition along with Martin, Curtiss, and Kaiser Fleetwings with the stipulation that the original schedule had to be maintained. Since their competitors had a head start, Heinemann and his team worked with an extra sense of urgency to design and build the prototypes. The first flight of an XBT2D-1 took place on March 18, 1945, two weeks ahead of schedule. The reduction of weight was better than expected with the aircraft being more than 1,000 pounds lighter than the maximum weight allowed by the Navy's specifications. Clearly, Douglas had successfully met the requirement of reducing weight. A proven high-lift airfoil design was used for the wing, and the powerplant chosen for the new aircraft was initially the Wright R-3350-8 eighteen-cylinder radial which produced 2,500 horsepower. All production Skyraiders would be powered by the R-335024 and -26 engines, and power output was subsequently increased to 2,700 horsepower. Early flight testing immediately indicated that the Douglas design was superior to those submitted by the other competitors. Those from Curtiss, Kaiser Fleetwings, and Boeing were cancelled, and only 151 examples of Martin's design were delivered. Designated the AM-1 and named the Carrying a load of inert 5-inch rockets and two larger Tiny Tim rockets, an XBT2D-1 banks over into a dive. Most aircraft had their speed brakes located on the wings, but Douglas placed three large speed brakes on the fuselage. They can be seen here in the open position. All of the AD-5 series of Skyraiders, and some of the sub-variants of other versions which had crew compartments in the aft fuselage, had the two side air brakes deleted, but they were standard on the single-seat attack variants. Also notice that these early aircraft had the uncovered main landing gear wells, leaving the wheels and tires exposed when they were retracted. (National Archives)

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Mauler, these aircraft looked much like the BT2D-1, but they were inferior in performance. By 1950, they were all relegated to service with the Naval Aviation Reserve. A letter of intent was signed for 548 production BT2D-1 s on May 5, 1945. In honor of the former Douglas dive bomber, the aircraft. was originally named Dauntless II. But World War II ended a few months later, and the order was cut first to 377 aircraft and then to only 277. By February 1946, the name was changed to Skyraider, and in April of that year, the Navy changed its designation system. As a result, the BT2D-1 became the AD-1. The A indicated the new attack type, the D was the manufacturer's designator for Douglas, and the 1 meant that this was the first version of the design. The large airframe of the Skyraider could obviously be adapted for special roles, and some of the original pre-production aircraft were used as prototypes. These included one photographic reconnaissance aircraft, an electronic countermeasures aircraft, two night attack prototypes, and one early warning aircraft. All of these special purpose versions would eventually enter production except for the photographic reconnaissance variant. Beginning on page 8 is a look at every Skyraider version and sub-variant delivered during the twelve years that the production line turned out this versatile aircraft.

From the beginning, plans were made to adapt the Skyraider's large airframe to a variety of specialized roles required by the Navy's carrier air wings. One of the XBT2D-1s was modified for the reconnaissance role and redesignated XBT2D-1P. This was subsequently changed to XAD1P. Fairings for cameras were added to the aft fuselage, and one of these can be seen just below the aft rectangle of the national insignia. Although the Skyraider would be adapted for several specialized roles, photographic reconnaissance would not be one of them. Instead, new jet fighters, like the F9F Panther and F2H Banshee, were converted to perform this mission, because they could use their greater speed to improve their chances of survival. (NMNA) Another XBT2D-1 was modified for the electronic countermeasu.res (ECM) role and redesignated the XBT2D-1Q. This was later changed to XAD-1Q. It had a second crew station in the aft fuselage which was occupied by the ECM equipment operator. Access to this station was obtained through a door in the right side of the fuselage. A window for the operator was also added to the left side, but both side speed brakes were retained. An antenna fairing for some of the ECM equipment is visible on the aft fuselage. Success with this prototype led to the production of thirty-five AD-1Qs. "Q" sub-variants were also produced in the AD-2, AD-3, AD-4, and AD-5 series of Skyraiders. (NMNA)

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-------BuNo. 09098 was converted to a night attack prototype and redesignated XBT2D-1N. This was later changed to XAD·1 N. It carried a crew of three, including two radar systems operators seated next to each other in the aft fuselage. A door was added to each side of the aft fuselage, and the two side speed brakes were deleted. Note the added antenna blades just below the national insignia and the white radar pod under the wing. A searchlight was often carried under the left wing. No production AD-1Ns or AD-2Ns were delivered. The first production night attack Skyraiders were the fifteen AD-3Ns. These were followed by 307 AD-4Ns and 239 AD-5Ns. (NMNA)

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AD-1

AD-1s from VA-6B prepare to take off from USS CORAL SEA, CVB-43, on May 20, 1948. The squadron was redesignated VA-65 on July 27 of that year. (NMNA) Deliveries of the first production version, designated the AD-1, began in December 1946, and VA-19A was the first squadron to become operational with the new aircraft. Internal armament consisted of two M3 20-mm cannon located in the center wing section near the wing fold hinge. External stores could be carried on a centerline station and two pylons under the center wing section. Additionally, six Mk 9 rocket launchers were installed under each outer wing section. Small bombs could also be loaded on these outboard stations. It wasn't long before structural weaknesses appeared in the wing, fuselage, landing gear, and tail section. Changes were made on the production line to strengthen these areas, but the problems were never completely solved on the AD-1. Powered by the Wright R-3350-24W engine, the top speed of the AD-1 was 310 knots, and the service ceiling was 26,000 feet. Maximum range was 1,350 nautical miles. Empty weight was 10,560 pounds, while the design gross

weight was 16,000 pounds. The maximum overload take-off weight was 18,000 pounds. Of the initial order for 277 AD-1 s, 242 were delivered in the standard attack configuration, while the remaining thirtyfive were completed as AD-1Q electronic countermeasures aircraft. This sub-variant carried a second crewman in a compartment located in the center fuselage. It was his responsibility to operate the ECM equipment. A door was added to the right side of the fuselage to provide access to the compartment. The door had a small oval-shaped window, and a similar window was on the left side of the fuselage. An antenna fairing was added on the left side of the fuselage, and several. blade and whip antennas, most of which were associated with the ECM equipment, were on the underside of the fuselage. Another feature that distinguished the AD-1 Q from the standard AD-1 was a small scoop on the spine of the fuselage that provided air to the fuselage compartment. Countermeasures equipment included an AN/APR-1 search receiver, AN/APA-38 panoramic adapter, and a MX356/A chaff dispenser. The AD-1 Q was the only sub-variant of the AD-1 to go into production.

The main gear of an AD-1 from VA19A lifts off the flight deck of USS PRINCETON, CV-37, on August 12, 1948. This squadron was the first to receive the AD-1, and it was redesignated VA-194 on August 24, 1948. Most AD-1s had a tall thin antenna mast on the spine of the fuselage just aft of the canopy, and this could be used as an identifying feature to distinguish this version from the later variants of the Skyraider. Carrier operations with the AD-1 revealed a need for strengthening the landing gear, center fuselage, wing, and tail structures. (NMNA)

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The Marines also received AD-1s, and the Skyraider proved to be an excellent close air support aircraft. AD-1, BuNO. 09226, was assigned to Marine training squadron VMAT-20, and it is shown here as it appeared on July 2, 1953, at its home base of MCAS EI Toro, California. Notice the six Mk 6 zero-length rocket launchers under the folded section of the wing. Fuel tanks, bombs, and other heavier stores were carried on the two inboard pylons and the centerline station. In this case, a 150-galIon fuel tank is mounted on the left inboard wing pylon. (NMNA)

Above center and right: XBT2D-1, BuNo. 09107, was converted to the XAD-1W which served as the prototype for an early warning version of the Skyraider. The search radar was housed in a large inverted mushroom-shaped fairing beneath the center fuselage. Two radar operators were housed in the aft fuselage, and the two side speed brakes were eliminated. The landing gear doors on the main gear struts were also deleted. No production AD·1Ws were delivered. Instead thirty-one AD-3Ws, 168 AD-4Ws, and 218 AD5Ws provided early warning information for carrier air wings and Marine units well into the 1960s. (Both NMNA)

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AD-1Q

Above: The only sub-variant of the AD-1 series to enter production was the two-place AD-1Q electronic countermeasures version, thirty-five of which were produced. AD-1Q, BuNo. 09371, was assigned to VC-33 at NAS Atlantic City, New Jersey, and it was photographed on July 7, 1951. Notice the entry door for the electronic countermeasures operator on the side of the fuselage just above the tip of the wing and the blade antennas under the aft fuselage. (NMNA)

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Below: A left side view of AD-1Q, BuNo. 09372, reveals a teardrop-shaped antenna fairing located on the lower aft fuselage. The air scoop on the spine of the fuselage provided cooling air to the station for the electronic countermeasures operator. The AD-1Q retained complete attack capabilities including the underwing and fuselage stations and the two 20-mm cannon. The cannons usually had flash hiders on their muzzles, because AD-1Qs often operat~d at night. (National Archives)

AD-2

An AD-2 from VA-65 takes off from USS VALLEY FORGE, CV-45, for a stike against targets in Korea on March 23, 1951. (NMNA) Problems encountered with the pre-production aircraft and the AD-1 were addressed on the AD-2 which entered production in 1948. The airframe was strengthened, and a more powerful R-3350-26W engine was installed. This version of the Wright engine could be identified by a revised collector ring which had two upper and three lower exhaust stubs on the left side of the fuselage. The R-3350-24W, used on earlier Skyraiders, had three upper and three lower stubs on the left side of the collector ring. Maximum speed rose to 328 knots, making the AD-2 the fastest of all Skyraider vari-

ants. The service ceiling increased to 27,500 feet, and the combat range was 1,386 miles. Empty weight increased by only twenty pounds, but the maximum take-off weight with the new engine was threehundred pounds more than that of the AD-1. The canopy and windscreen were revised. Instead of the canopy with flat sides, as used on the XBT2D-1 and AD1, the AD-2 had a canopy that was more of a bubble shape, thus improving headroom and visibility. The side panels of the windscreen were redesigned and enlarged, and this also improved visibility for the pilot. Beneath the canopy, the headrest and armor behind the pilot's head was also redesigned. The XBT2D-1 and AD-1 Skyraiders had main landing

An AD-2 from VA-702 flies over the rugged mountains of Korea after striking bridges used by the North Koreans to move supplies. VA-702 operated from USS BOXER, CV-21, and this particular mission was flown in July 1951. AD-2s had a larger blade antenna on the spine, and this was an easy way to identify them from the earlier AD-1. AD-2s also had a stronger main landing gear, and the inner wing and tail sections were stronger than on the AD1. It was powered by a Wright R3350-26W engine which delivered 2,700 horsepower. The internal fuel capacity was also increased to extend the AD-2's range with an increased ordnance load. (NMNA)

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AD-2, BuNo. 122226, was fitted with the large radome under the fuselage to continue the development of an early warning version of the Skyraider which had begun with the XAD-1W as illustrated on page 9. However, note that this aircraft has the standard bubble canopy rather than the modified design used on the XAD-HY. This was the only AD-2 fitted with this radome, and no production AD-2Ws were delivered. The first early warning version of the Skyraider to go into production was the AD-3W as illustrated on page 17. (National Archives) gear that retracted into circular uncovered wells beneath the wing. The AD-2 had larger retangular wheel wells which were covered by two doors when the gear was retracted. The upper strut, braces, and the retraction mechanism were covered by a door attached to the front of the strut as had been the case on the earlier Skyraiders. In addition to 156 AD-2 attack. versions, Douglas produced twenty-one AD-2Q electronic countermeasures air-

Above center, left and right: The AD-2 featured a redesigned windscreen and canopy which had a more rounded top and sides. This improved downward visibility and increased headroom when compared to the earlier canopy with the flat sides as used on the AD-1. This new canopy design remained virtually unchanged on all subsequent single-seat versions of the Skyraider. The headrest and armor behind the pilot's head was also redesigned. (Both National Archives) Right: On the AD-1, AD-2, and early AD-3s, the base of the rudder was essentially straight as illustrated here. During production of the AD-3, this was redesigned as illustrated in the top right photograph on page 20. This photograph also shows the earlier tail wheel design used on the AD-1 and AD-2. It was fully retractable, while the redesigned tail wheel that first appeared on the AD-3 was semi-retractable, leaving part of the tail wheel and tire exposed beneath the fuselage. (NMNA)

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craft. These had essentially the same equipment found in the AD-1 Qs and carried the ECM operator in the fuselage compartment. One AD-2Q, BuNo. 122373, was modified for target towing and was redesignated AD-2Q-U. No other subvariants of the AD-2 were produced, however, AD-2, BuNo. 122226, was fitted with the large radome beneath the fuselage to continue the development of an early warning version of the Skyraider.

AD-2Q In addition to the AD-2 attack variant, twenty-one AD-2Q electronic countermeasures aircraft were built. Like the previous AD-1 Q, these Skyraiders carried a second crewman inside the fuselage to operate the ECM equipment. The ovalshaped window for the ECM operator's compartment is visible in this view of an AD-2Q at NAS Alameda, California, in 1948. Note also the teardrop shaped antenna fairing on the side of the aft fuselage. The small scoop on the spine of the fuselage provided cooling air to the ECM operator's compartment. (NMNA)

Above center: BuNo. 122366 was the first AD-2Q to come off the production line, and it is shown here assigned to VC-33 at NAS Atlantic City, New Jersey, in 1950. Notice the door to the fuselage compartment just forward of the national insignia. Whip antennas are visible under the fuselage. While this aircraft retains the fully retractable tail wheel design used on the AD-1 and AD-2, it appears to have been retrofitted with the later rudder design. Left: The Marines also operated AD2Qs. BuNo. 122386 was assigned to VMC-1 and has the standard rudder design found on AD-2s. (NMNA)

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AD-3

Loaded with three bombs and twelve rockets, an AD-3 begins its take off roll from USS BOXER, CV-21, in November 1950. The bombs and rockets will be delivered on communist targets in Korea. (NMNA) Further structural strengthening was added to the AD-3 which entered production in 1948. Additionally, the oleo stroke on the main landing gear was increased, and as a result, the airframe failures, experienced with previous Skyraiders, were finally eliminated. The tail landing gear was also redesigned, and when retracted, a part of the wheel and tire still extended beneath the fuselage. During the production of the AD-3 series, another change was made when a notch was added to the bottom of the rudder just above the arresting hook. On previous versions, including early production AD-3s, the bottom of the rudder had been straight.

However, the earlier rudder design was retrofitted to late production AD-3s and even a few AD-4 series Skyraiders when replacement rudders were required to repair damage. The strengthening of the airframe and other minor changes added 221 pounds to the empty weight of the AD-3 when compared to the AD-2. Design gross weight and maximum take-off weights remained the same at 16,000 pounds and 18,300 pounds, respectively. Top speed dropped to 325 knots, only three knots below that of the AD-2. The service ceiling also decreased slightly to 27,000 feet, but this was of no consequence for an aircraft designed for the low-altitude attack role. Combat range for the AD-3 was 1,300 miles. As with the AD-1 and AD-2, an electronic countermeasures sub-variant of the AD-3 was produced. The twentythree AD-3Qs looked a lot like their earlier counterparts, but they had improved ECM gear. AD-3, BuNo. 122740, was assigned to VA-195, and it is shown here at NAS Fallon, Nevada, in September 1949. This early production AD-3 has the original rudder design with the straight base just above the arresting hook. The new rudder design, which had a notched base, would become standard later during the AD-3 production run. What appears to be a second blade antenna, located aft on the spine of the fuselage above the national insignia, is actually a propeller blade on another AD-3 in the background. (NMNA)

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AD-3, BuNo. 122781, was assigned to VA-174 and photographed at NAS Floyd Bennett Field. (NMNA) By the time the AD-3 entered production, development of other specialized versions had progressed to the point where they were ready for operational use with the fleet. Work on an early warning version of the Skyraider had begun when XBT2D-1, BuNo. 09107, had a search radar added inside a large radome beneath its fuselage. Redesignated the XAD-1W, this aircraft had an aft fuselage compartment housing the electronic equipment and scope associated with

the radar and two additional crewmen. Development continued with a single XAD-2W which had similar modifications, but the first early warning version of the Skyraider to go into production was the AD-3W, thirty-one of which were delivered. These were given the nickname "Guppy" and were provided to both Navy and Marine squadrons. Flight testing witli the XAD-1W and XAD-2W had revealed that the large radome beneath the fuselage degraded the directional stability of the aircraft. To solve this problem, two auxiliary vertical fins were added to the horizontal stabilizers. Another three-place sub-variant in the AD-3 series was

Three AD-3s from VA-174 roll into a dive during training exercises in June 1949. The speed brakes have been deployed on aircraft 410. Although Skyraiders in the late 1940s and early 1950s were painted in the overall gloss Sea Blue scheme, it is evident in this photograph, as well as others, that the top of the center wing section and the top of the horizontal tail were actually flat. The anti-glare panel was also usually flat Sea Blue as shown here, but on some blue Skyraiders, it was painted flat black. This use of flat black for the anti-glare panel seems to have been more of an exception rather than the rule. Photographic evidence would suggest that the flat Sea Blue paint was used considerably more often than flat black for the anti-glare panel. (NMNA)

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AD-3Q

the AD-3N night attack aircraft. Fitted with an AN/APS-31 search radar pod and a searchlight-sonobouy/flare dispenser under its wings, the AD-3N was capable of locating and attacking targets on land or on the water at night or in poor weather where visibility was limited. Fifteen AD-3Ns were produced. Two AD-3Ws were converted to AD-3Es with the installation of specialized equipment designed to search for submarines. Additionally, two AD-3Ns were modified to AD-3S standards to attack submarines. Each AD-3E was paired with an AD-3S to work as a team. Once the AD-3E located the submarine, it would be attacked by the AD-3S. These four aircraft were used experimentally, but no specialized ASW Skyraider was ever put into production.

The plane in the foreground is a standard AD-3, while the other three are AD-3Q electronic countermeasures aircraft. These Skyraiders were assigned to Composite Squadron Thirty-five and were photographed while flying off San Diego on November 4, 1950. Typically, AD3Qs were assigned to composite squadrons and deployed where they were needed in detachments. The AD-3Qs could be externally differentiated from the standard AD-3 by the fact that the blade antenna was located further aft on the spine of the fuselage. There also was a scoop on the spine to provide cooling air for the ECM operator's compartment inside the fuselage. Note that all four of these aircraft have the new rudder design with the notched base. (NMNA) This is the pilot's instrument panel in an AD-3Q. Early versions of the Skyraider had instruments mounted on a main panel, and a covering panel with holes for the instruments was fitted over it as shown here. While this was typical for most aircraft in the late 1940s, it made maintenance more difficult, because the outer panel had to be removed to change any of the instruments. Later Skyraiders had panels where each instrument could be easily and quickly removed whenever it needed to be replaced. However, the layout for the panel remained basically the same for all single-seat Skyraiders with flight and engine instruments on the main panel and the armament controls on the lower panel. (NMNA)

16

AD-3W

The first early warning version of the Skyraider to go into production was the AD-3l1v, of which thirty-one were produced. The AD-3W carried a crew of three including the pilot and two radar operators. (National Archives)

The two radar operators sat next to each other in the aft fuselage. Doors on both sides provided access to their compartment, and this necessitated the elimination of the two side speed brakes. (National Archives)

The large radome under the fuselage decreased the aircraft's directional stability, so auxiliary vertical fins were added to the horizontal tail surfaces to correct this problem. (National Archives)

17

AD-3N, AD-3E & AD-3S

Above: First of the night attack Skyraiders were fifteen AD-3Ns. Like the AD-3vv, these aircraft carried a crew of three, with the two crewmen who operated the electronic equipment being located in the aft fuselage compartment. This AD-3N was assigned to the Naval Air Test Center at Patuxent River, Maryland, for evaluation. (National Archives)

18

Below: Two AD-3Ws were modified to AD-3Es with special electronic equipment designed to search for submarines. They were paired with two AD-3S anti-submarine attack aircraft which were converted from AD-3Ns. Here, one of the AD-3E and one of the AD-3S Skyraiders, both assigned to VX-1, operate together from NAS Boca Chica in January 1950. (National Archives)

AD-4

An AD-4 assigned to VA-65 takes off from USS PHILIPPINE SEA, CV-47, on its way to attack enemy targets in Korea. (NMNA) Improvements made to the AD-4 were internal for the most part. The previous APS-4 search radar was replaced with an APS-19A, and a P-1 autopilot was added. The bomb director was also upgraded. ExternaUy, the design of the windscreen was refined to provide a wider, flat, buUetproof center section. The powerplant was changed to the R-3350-26WA, and empty gross weight rose to 11,712 pounds, 912 pounds more than the previous AD-3. The design gross weight was 16,700 pounds, and the maximum take-off weight climbed to

24,000 pounds. A maximum speed of 315 knots could be attained, and the AD-4 could climb to service ceiling of 36,500 feet. Combat range was 1,044 miles. A total of 372 standard AD-4 day attack versions were produced along with 165 AD-4Bs. An additional twenty-nine ADAs were upgraded to AD-4B standards. The AD-4B had a modified Aero 3A bomb rack on its centerline station and other equipment which permitted it to carry and deliver tactical nuclear weapons. Internal armament was doubled to four 20-mm cannon, aU of which were mounted in the wings. Both of these armament improvements would remain standard on the AD-5 attack variant as weU as the subsequent AD-6 and AD-7, although no "B" suffix was added to their designations to indicate the nuclear capability.

DEAFY was an AD-4 assigned to VA155 and is shown here on the flight deck of USS ANTIETAM, CV-36. It is loaded with thirteen bombs which will be delivered to targets in Korea. Like the previous Skyraider variants, the standard AD-4 was armed with two 20-mm cannon located in the wings just inboard of the fold line. The Wright R-3350 powerplant quickly scorched the sides of the fuselage, and after a few missions, the gloss Sea Blue Paint was discolored with dirty light gray stains. Note the single metal plate on the fuselage just above the upper exhaust ports. This protected the pilot's eyes from the brightness of the exhaust flames during night operations. (NMNA)

19

The inboard wing pylon, as used on all versions up through the AD-4 variant, is shown here with a fuel tank attached. This would be replaced with a stronger pylon on subsequent versions of the Skyraider.

During production of the AD-3, the base of the rudder was designed so that it had a notch just above the arresting hook. This became standard on the AD-4 and subsequent single-seat variants of the Skyraider.

More sub-variants were produced in the AD-4 series than of any other version of the Skyraider. In addition to the AD-4B, thirty-nine AD-4Q ECM' aircraft, 307 AD-4N night attack sub-variants, and 168 AD-4W early warning aircraft were delivered. These were much like their previous counterparts, but they had some upgrades to their equipment. When the Navy realized a requirement for additional day attack aircraft in Korea, 159 AD-4Ns were stripped of their specialized night attack equipment to fill this need. With the electronic equipment and other gear associated with the night attack role removed, these aircraft were lighter and could therefore carry heavier ordnance loads. These converted Skyraiders were given the designation AD-4NA. Cold weather operations in Korea indicated the requirement for "winterized" Skyraiders, so 63 AD-4Ls were delivered with de-icing boots on the leading edges of the wings and both the horizontal and vertical tail surfaces. Thirtyseven AD-4NL night attack sub-variants were also produced with the same cold weather equipment. Fifty AD-4Ws were provided to Great Britain under the

Mutual Defense Assistance Program (MDAP). Twenty of these were delivered directly from the Douglas plant, while the other thirty came from the U. S. Navy's inventory. These Skyraiders served with the Royal Navy under the designation AEW.1. Training with the Royal Navy was conducted by No. 778 Squadron in 1951. The aircraft and personnel were then transferred to No. 849 Squadron where they were assigned to aircraft carriers in four-plane attachments as was the practice in the U. S. Navy. Subsequently, fourteen of these aircraft were given to Sweden for use as target towing aircraft. With their large radomes removed, twelve of these aircraft actually performed this role, while the other two were used for spare parts. France also acquired 100 AD-4 and AD-4N Skyraiders in 1959 for use in the war in Algeria. The French later gave some of these aircraft to Cambodia in 1965. Except for the subsequent A-1 E, A-1 H, and A-1 J aircraft provided to the Republic of Vietnam, these AD-4Ws, AD-4s and AD-4Ns were the only Skyraiders operated by nations other than the United States.

Incendiary clusters are loaded under the outer wing of this Skyraider. The aircraft was capable of carrying a wide variety of ordnance including depth bombs and even tactical nuclear weapons. (National Archives)

Rockets were often carried on the outer wing stations. Here, 5-inch Zuni rockets are being loaded. Several sizes of rocket pods could also be used to carry a large number of 2. 75-inch rockets. (National Archives)

20

AD-4 COCKPIT DETAILS

':l

...

A close-up provides a good look at the details of the illuminated gun sight at the top of the instrument panel in an AD-4. (National Archives)

The gun sight projected this visual display, called a "pipper" on the flat bulletproof glass of the windscreen. (National Archives)

The instrument panel in the AD-4 was a little different from those in previous Skyraiders and had a scope for the APS-19A radar. (National Archives)

As with all single-seat Skyraiders, the armament controls were located on an auxiliary panel below the main instrument panel. (National Archives)

The engine and propeller controls were all located on the stepped part of the left console instead of being on a quadrant. The large switch on the lower portion is the fuel tank selector valve. (National Archives)

L..: Circuit breakers were located on the side of the right console. The wing fold lever and switches for electrical and radio systems are on the top of the console. A map case is next to the seat. (National Archives)

21

AD-4B

The AD-4B was the first version of the Skyraider to have four 20-mm cannon as standard internal armament. It also had an Aero 3A bomb rack on its centerline station, and this was capable of carrying and delivering tactical nuclear weapons . which were delivered by the toss bombing technique to allow the aircraft time to escape the blast of the weapon. Larger Aero 14 racks became standard for the outboard wing stations. This AD-4B was assigned to VC-43 and is shown aboard USS CORAL SEA, CVB-43. (NMNA) Above center: AD-4Bs usually operated in the conventional attack role. This AD-4B was assigned to VA-75 which flew from USS BON HOMME RICHARD, CV-31, in 1952. It is loaded with a variety of bombs and rockets. (National Archives) Right: This red and white AD-4B was assigned to NAS Grosse lie in 1958. Skyraiders in this scheme often had large black areas painted on their fuselage sides to minimize the appearance of the exhaust stains. Several sizes and shapes for this black area were used. (NMNA)

22

AD-4B CANNON ARMAMENT

Skyraiders up through the AD-4 had two 20-mm cannon mounted in the wings. The AD-4B and subsequent attack versions had four 20-mm cannon as standard armament, although in some cases the two outboard weapons were removed. When installed, the outboard cannon were located in bays in the folding part of the wing. (National Archives)

Even with the wing folded, the outboard cannon could be installed or removed as shown here. This was an important consideration on aircraft carriers where wings had to remain folded most of the time. Note how the man installing the cannon is wearing a safety belt attached to a rope to keep him from sliding off the wing as he handles the heavy weapon. (National Archives)

Here is a fully installed cannon with the cylindrical ammunition feed mechanism attached to the top of the weapon. The 20-mm rounds were fed from the magazine through a chute, and once fired, the spent shell casings were ejected through a hole in the bottom of the wing. This is the right outboard cannon on an AD-4B. (National Archives)

Each cannon was supplied with 200 rounds of ammunition which was stored in a metal box or magazine. The entire box was loaded into the wing, and the rounds were then fed to the cannon through a chute, part of which can be seen in the photograph at left. Here, the ammunition box for the right outboard wing is being installed. (National Archives)

23

AD-4L & AD-4Q The AD-4L was a winterized version of the AD-4, most of which had four 20-mm cannon. For operations in extremely cold weather, de-icing boots were added to the leading edges of the wings, horizontial stabilizers, and the vertical stabilizer. These black boots are visible in this flying view of an AD-4L carrying an aerial torpedo on its centerline station. A total of sixty-three AD-4Ls were delivered. This photograph also shows the probe near the top of the vertical stabilizer, and this was a feature on some AD-4 sub-variants. (National Archives)

Above center: The AD-4Q electronic countermeasures sub-variant did not have the probe near the top of the vertical stabilizer, but it retained full attack capabilities, including two 20-mm cannon and the ability to carry the same external weapons as the standard AD-4 attack version. AD-4Q, BuNo. 124045, was assigned to VA-25 and photographed at NAS Oceana, Virginia, on May 18,1950. It is armed with three 1,000-pound bombs and twelve five-inch Zuni rockets. The scoop for providing cooling air to the fuselage compartment remains on the spine just forward of the blade antenna as it had on previous "Q" sub-variants. (NMNA) Left: The electronic countermeasures equipment in the AD-4Q was mounted on racks inside the fuselage compartment and was operated by one crewman. (National Archives)

24

AD-4N

Above: A total of 307 AD-4s were completed as AD-4N night attack aircraft. These were often equipped with a searchlight-sonobuoy/flare dispenser under the left wing and an AN/APS-31 search radar pod under the right wing as shown here. Flash hiders were added to the muzzles of the four cannon to help protect the pilot's eyes when the weapons were fired at night. (National Archives) Left: Extensions were also added to each of the exhaust stubs to reduce the effect of the flames on the pilot's eyes as well as to minimize their visibility to the enemy at night. (National Archives) Below: AD-4N, BuNo. 126984, was assigned to Marine squadron, VMC-2. (NMNA)

2S

Above: AD-4N, BuNo. 126983, was assigned to Advanced Training Unit 307 at Cabaniss Field, Texas, in 1957. In this case, the four 20-mm cannon do not have the flash hiders on their muzzles. The two flash shields above the exhausts were on all AD-4 and subsequent Skyraider variants. (NMNA) Left: The AD-4N's electronic equipment allowed the aircraft to search for and attack targets at night. It was located in the fuselage compartment and operated by two crewmen. (National Archives) Below: AD-4N, BuNo. 125741, was painted in the Light Gull Gray over white scheme and served at NAS Grosse lie late in its operational life. The two outboard guns have been removed from this Skyraider, as was often the case on training and reserve aircraft. (NMNA)

26

AD-4NA & AD-4NL

Above: A total of 159 AD-4Ns had their specialized night attack equipment removed so they could carry more ordnance in the standard attack role. These Skyraiders were redesignated AD-4NAs. Additionally, twenty-three Skyraiders, originally ordered as AD-4Ns, were completed to AD-4NA standards on the production line. This AD-4NA was assigned to the Naval Reserve unit at NAS Glenview in July 1955. (NMNA) Left. Two AD-4NAs fly in formation between AD-4N, BuNo. 126996, and AD-4B, BuNo. 132244. All four Skyraiders were assigned to VA-216 aboard USS YORKTOWN, CV-10, in July 1956. (NMNA) Winterization equipment was added to thirty-seven AD-4Ns which were designated AD-4NLs. As with the AD-4L, this included the de-icer boots on the leading edges of the wings, horizontal stabilizers, and vertical tail. This particular AD-4NL, BuNo. 124745, was assigned to VC35, and it was photographed on October 6, 1951. Just over two months later, on December 13, this aircraft was shot down over Korea, and the crew became POWs. This excellent flying shot shows the use of a flat black anti-glare panel on a Skyraider in the overall Sea Blue Scheme. Note the antenna mast on the top of the vertical tail and the antenna wire extending between the tail and the fuselage. (NMNA)

27

AD-4W

Above: An AD-4W airborne early warning aircraft from VC-12 prepares to take off from USS ORISKANY, CV-34, in 1951. A total of 168 AD-4Ws were delivered. (NMNA) Left: The large radome beneath the fuselage caused stall problems on the AD-3W and AD-4~ To correct these problems and to improve lowspeed handling, fixed slats were added to the leading edges of the outboard wing sections. This AD4W was assigned to VC-11, and the unit's designation can be seen on the bottom of the auxiliary vertical fin. (NMNA)

AD-4vv, BuNo. 124772, was assigned to Marine squadron VMC-1. (NMNA)

28

Fifty AD-4Ws were provided to the Royal Navy under the Mutual Defense Assistance Program. (NMNA)

AD-4 ENGINE DETAILS The AD-4, AD-5, and AD-6 versions of the Skyraider were powered by a Wright Cyclone R3350-26WA engine which produced 2,700 horsepower at take off. The air-cooled, eighteencylinder powerplant turned an Aeroproducts A642-GB04/M20A2162 or an A642-GB05/M20A2-162 variable pitch, constant speed propeller that was thirteen feet, six inches in diameter. Propellers on overall Sea Blue aircraft were painted flat black and had yellow tips as seen here. Skyraiders painted in the Light Gull Gray over white scheme usually had propeller tips that were painted white with a red stripe on the front side and yellow on the rear. In some cases, the red and white markings were applied to both sides.

Each side of the cowling was hinged at the top so that it could be opened easily and quickly for general maintenance. It could also be completely removed when necessary. Gas was fed to the cylinders by a Stromberg PR5BU1 carburetor, and the engine was equipped with an automatic manifold pressure regulator.

A left side view provides a good look at the cylinder heads and cowl flap$. The cowl flaps regulated the flow of cooling air past the cylinders and were electrically controlled by a toggle switch on the left console inside the cockpit. Note also the open nose flaps inside the cowl ring.

A low view from the right side shows how the opened sides of the cowling provided excellent access under the powerplant. The R3350-26WA was fitted with a twostage supercharger.

Beginning with the AD-2, there were only two upper exhaust stubs on the left side. In this case, the aircraft is an AD-4N and has extenders on each of the stubs to reduce the brightness of the exhaust flame at night.

29

AD-5 (A-1 E)

AD-5, BuNo. 133926, was assigned to VMA-322 and is seen here in the overall Sea Blue scheme on September 2, 1955. It is armed with twelve 5-inch Zuni and two 11.75-inch Tiny Tim rockets. (NMNA)

The AD-5 series of Skyraiders marked a radical design departure from all of the -other versions. Many references on the Skyraider state that the fuselage was lengthened by two feet, but official manuals all show a length of thirty-eight feet, five inches for the AD-1 through the AD-4, while the official length of the AD-5 was exactly forty feet, thus making the additional length only eighteen inches. Subsequent AD-6 and AD-7 versions were thirty-nine feet, two and three-quarter inches. Much of the additional length of the AD-5's fuselage was due to the fact that the engine was moved eight inches further forward than on the previous versions. The rest of the additional length was caused by the new vertical tail which was approximately fifty percent larger than on the earlier Skyraiders. The most noticeable physical change to the fuselage was that it was nine inches wider at its center section. This allowed side-by-side seating for the pilot and a second crewman in the front cockpit. The aft cockpit, called the middle fuselage compartment, could be used to house special equipment, and when necessary, one or two operators

The AD-5 series of Skyraiders had a completely redesigned fuselage and tail section when compared to all other versions. The fuselage was much wider and the vertical tail was approximately fifty percent larger in area. The wider fuselage allowed side-by-side seating, and this was a decided advantage for the special purpose sub-variants in AD-5 series. (National Archives)

AD-5, BuNo. 133875, was assigned to Marine squadron VMA-331. It is painted in the Light Gull Gray over white scheme that replaced the overall Sea Blue scheme in the mid-1950s. The large amount of glass in the AD-5's canopy section could cause the heat inside the aircraft to be quite high, so the aft sections were usually tinted blue. (NMNA)

30

Redesignated A-1E in 1962, this "wide body" Skyraider was assigned to NAS Grosse lie in 1965. Note how the aft sections of the canopy opened to permit access. The spoked main gear wheel design used on most Navy and Marine Skyraiders is visible in this photograph. The outboard two guns have been removed from this A-1E, (NMNA) depending on the sub-variant. The basic AD-5 attack version was not favored by pilots, because the wider fuselage, side-by-side seating, and redesigned framed canopy seriously restricted visibility when compared to the single-seat attack versions with their bubble canopy. Navy AD-5s only had flight controls on the left side for the pilot, but those acquired by the U. S. Air Force and the Vietnamese Air Force had flight controls added on the right side of the cockpit. In spite of the disfavor expressed for these attack aircraft, it could not be argued that they were more versatile than the single seat versions because of the wider fuselage. To take advantage of this, kits were provided to convert them to serve as carrier onboard delivery (COD) transports carrying four or ten passengers in addition

to the pilot and observer or passenger in the right front seat. Another kit permitted the AD-5 to carry cargo in the middle fuselage compartment, while yet another allowed it to carry one or two extra fuel cells. The additional fuel could be used by the aircraft to extend range or to increase the amount transferred to other aircraft when the Skyraider served as an aerial tanker. Finally, a kit with litters and other equipment converted the AD-5 into a flying ambulance. Illustrations of all of these kits can be found on pages 60 through 62. It was the special purpose versions of the AD-5 series that really benefited from the wider fuselage. The additional width permitted more mission-specific equipment to be carried, and crewmen were not as cramped as they had been in the, more narrow aft fuselage compartments of the earlier Skyraiders. The special purpose versions in the AD-5 series included 239 AD-5N night attack aircraft, fifty-four AD-50 electronic warfare variants, a single AD-5S anti-submarine warfare (ASW) experimental prototype, and 218 AD-5W early warning aircraft. Each of these is illustrated on pages 49-56. All AD-5 sub-variants were redesignated in 1962 under the aircraft designation standardization program, and both the old and new designations are indicated for each.

This photograph and the one to the right show the wing fold hinge on an A-1E. The opening to the center wing section was usually covered by a snap-on canvas cover to keep debris out of the wing and cannon. Also note the airfoil shape of the flap's outer edge in the retracted position,

This is the left wing fold. Notice the "beer can" extending forward from the leading edge of the wing in both of these photographs. These were painted red and extended forward when the wing fold was unlocked in the cockpit. They warned the pilot and ground crew personnel that the wing fold mechanism was not locked.

31

When the U. S. Air Force first acquired Skyraiders, they retained the Navy's Light Gull Gray over white paint scheme. The Air Force simply painted USAF on the sides of the fuselage and on the wings. Later, the Air Force developed a standard Southeast Asia camouflage scheme for its Skyraiders and those used by the South Vietnamese Air Force. (National Archives)

Above center: A retractable taxi light was added under the left wing tip on Air Force A-1Es. Since the South Vietnamese Air Force received U. S. Air Force A-1Es, these changes were also applicable to VNAF aircraft as well. (Wilkes) Left: The Air Force added dual controls in the cockpits of its A-1Es, and some external changes were made as well. A landing light was added to the left landing gear door. Also notice the solid steel main wheel design used on most Air Force Skyraiders. (Wilkes) Coverage of the AD-5/A-1 E continues on page 49.

32

COLOR GALLERY

AD-3E, BuNo. 122906, was assigned to test and evaluation~ squadron VX-1 at NAS Boca Chica. /~ P'L L: LE HENAFF MEC S' BRECHE"T

French AD-4N, 127888, served with EAA 1-21 in 1967.

o

~D-6, BuNo. 137569, wa:assigned to VA-85 aboard USS FORRESTAL,

CVA-59, and it participated at the Yuma Weapons meet on December 3,

1959.

AD-6, BuNo. 135225, flew with the Marine Engineering Squadron at Quantico, Virginia. It is painted in the red and white scheme applied to many training, reserve, and utility aircraft.

33

•

AD-5, BuNo. 133865, was part of the Skyraider fleet replenishment squadron, VA-122, in 1962.

The tri-color paint scheme on UA-1E, BuNo. 133907, was used on many utility aircraft. This Skyraider was a "hack" aircraft for VAW-33 which flew EA-1E early warning Skyraiders.

AD-5ltv, BuNo. 132789, was assigned to VAW-12, and it operated from USS RANDOLPH, CVA-15, in 1956.

A-1E, 152673, was painted in the U. S. Air Force Southeast Asia camouflage scheme when it served with the 4407th Combat Crew Training Squadron of the 1st Special Operations Wing at Hurlburt Field, Florida, in 1966.

34

AD-1 COLORS

Above: AD-1s were delivered in the overall glossy Sea Blue paint scheme that first appeared in March 1945. This.AD-1 was assigned to VA-175 and is being moved to elevator two aboard USS FRANKLIN D. ROOSEVELT, CVB-42. A large three-digit aircraft number is painted on the side of the fuselage forward of the national insignia. During this time period many aircraft did not have the word NAVY applied to the sides of the aft fuselage. (NMNA)

Below: During the late 1940s and early 1950s the Navy used several marking patterns, and both single and twoletter tail codes were common. This AD·1Q from VC-35 is shown in 1949 with an NR tail code and NAVY painted under the left wing. The two-digit aircraft number is on the cowling, and the national insignia is further forward on .the fuselage than on the aircraft shown above to make room for the word NAVY and the squadron designation. (NMNA)

35

AD-2 COLORS

Above: An AD-2 from VA-154 recovers aboard USS ANTIETAM, CV-36, in 1948. At this time, most attack squadrons used the large aircraft number on the side of the fuselage, and it was also repeated, along with the tail code, on Y-w..1.op- of the right wing and the bottom of the left. The aircraft number was also painted in a smaller size on the lip of the cowling. (NMNA) Left: This AD-2 was assigned to VA194 in 1949, and it is ready to take off from USS BOXER, CV-21. It was common for Skyraiders to launch from carriers without the assistance of a catapult. Note the F8F Bearcat fighters in the background. (NMNA) This AD-2Q also operated from USS BOXER during the carrier's cruise to the western Pacific in late 1949 and early 1950. It was assigned to VA195, a sister squadron to VA-194 shown in the photograph immediately above. As is the case to this day, aircraft in a carrier's air wing had three-digit numbers called a modex, with the first digit being the same for each aircraft in that squadron. The aircraft in VA-194 had numbers that began with 4, while those in VA-195 began with 5. The squadron color was usually painted on the cap of the vertical tail. BOXER returned from this cruise before hostilities in Korea began. (NMNA)

36

AD-3 COLORS

Above: With its wing supports still in place, an AD-3 from VA-75 taxis forward while crewmen remain ready with wheel chocks under each wing. Note the much smaller aircraft number on the fuselage side as compared to the aircraft illustrated on the previous page. The green squadron color is painted on the hub of the propeller as well as on the cap of the vertical tail. (NMNA) Left: An AD-3Q from VC-35 takes off from the unstained wooden flight deck of USS ESSEX, CV-9, in 1952. Even while operating from carriers, composite squadrons often retained their two-digit aircraft numbers. (NMNA) An AD-3W is spotted among other aircraft on the gray stained flight deck of USS VALLEY FORGE, CV-45. It is assigned to VF-194, and this was one of several instances where Skyraiders were assigned to squadrons with VF designations. Notice how the other Skyraiders, as well as the F4U-5N Corsair night fighter to the left, have a blue wash applied over the white in their markings. This was rather hastily applied with brooms to reduce visibility during night operations. The two F9F Panther jet fighters and the AD-3W do not have this wash. An H03S helicopter is positioned on the numberone elevator. (NMNA)

37

AD-4 COLORS

Loaded with twelve bombs and three external fuel tanks, an AD-4 belonging to VA-195 begins its take off run from USS PRINCETON, CV-37, to strike targets in Korea. By 1953, these markings had become standard for carrier based aircraft. They include NAVY and the national insignia on the aft fuselage, while the modex was painted on the cowling. The aircraft number and the tail code were painted on the top of the right wing, and the modex and NAW were usually on the bottom of the left wing. National insignias were on the top of the left wing and the bottom of the right. Both single and two-letter tail codes remained in use during the early 1950s. (NMNA) Above center: This AD-4N was assigned to test and evaluation squadron VX-1 at Naval Air Station Key West, Florida, and it has an aerial torpedo loaded under its left wing. Test and evaluation units had tail codes that began with the letter X. The second letter in the tail code designated the particular squadron, with A being assigned to VX-1 as shown here. (NMNA) Left: Aircraft in training and Naval Aviation Reserve squadrons were often painted in high visibility red and white schemes. This AD-4B was assigned to a reserve squadron at Dahlgren in 1965. (NMNA)

38

AD-5/A-1 E COLORS

Above: By the mid-1950s the Navy had mJved almost exclusively to two-letter tail codes. The primary exception was for training units which retained single-letter codes. The squadron designation was painted under the NAVY on each side of the aft fuselage, and the modex was applied to the cowling. NAVY was also painted in smallletters between the aircraft's designation and Bureau Number under the horizontal tail. These AD-5Ws' were assigned to VC-12 at NAS Quonset Point in 1956. (NMNA) Right: This AD-5N was assigned to VC-33, and it was photographed aboard USS LAKE CHAMPLAIN, CV39, in 1956. (NMNA) Aircraft in utility squadrons were often painted in a tri-color scheme of blue-gray, yellow, and red. These aircraft flew various support roles including towing targets to train gunners aboard ships and on the ground. Pilots also honed their gunnery skills by firing on the towed targets. This AD-5 was assigned to VU1 at NAS Barbers Point, Hawaii, and it was photographed in 1962 with well worn paint. Utility squadrons had tail codes that began with the letter U. The second letter in the code indicated the unit, with A being assigned to VU-1, B to VU-2, and so on. (NMNA)

39

In 1956 the Navy began to transition from the overall Sea Blue scheme to the Light Gull Gray over white scheme for its carrier based aircraft. Most of the standard markings were changed from white to a contrasting flat black. The tips of the propeller blades were painted white with a red stripe on the front side, while the rear side still had the yellow tips as used on the overall Sea Blue aircraft. In some cases, the white and red markings were on both sides of the tips. This EA-1F is preserved at the National Museum of Naval Aviation, and it is painted in the markings of VAW-33 when that unit operated aboard USS AMERICA, CVA-66. Above center: On the Light Gull Gray over white scheme, the tops of the control surfaces, including the ailerons and elevators, were painted white. As a standard practice, both sides of the rudder were also white, but there were quite a few exceptions. This AD-5N is being launched from USS BON HOMME RICHARD, CVA-31, on a rainy day in September 1958. (NMNA) Left: This red and white AD-5 was assigned to the Naval Aviation Reserve unit at Seattle, Washington. This high visibility paint scheme is quite different from the one seen on the AD-4B on page 38. (NMNA)

40

A-1 E COCKPIT COLORS Right: The four photographs on this page were taken in the A-1E Skyraider on display at the United States Air Force Museum at Dayton, Ohio. This close-up view shows the gun sight above the instrument panel. It is located on the left side in front of the pilot. (Wilkes)

/

Below center: The Air Force added flight controls on the right side of the cockpit, but the flying instruments were located in front of the pilot on the left side. The copilot's throttle can be seen at the bottom of the photograph just to the right of center. (Wilkes)

The left console in the A-1E had the pilot's throttle, mixture, and propeller controls as well as the fuel selector valve. Controls for the hydraulic system and trim are also on this console. (Wilkes)

Only a few switches for communications gear and the oxygen system are located on the right console. The handle near the top of the photograph is for opening, closing, and locking the canopy enclosure. (Wilkes)

41

AD-6/A-1 H COLORS

Above: AD-6s of VA-85 are grouped near the superstructure on the huge flight deck of the Navy's first supercarrier USS FORRESTAL, CVA-59, in May 1958. (NMNA) Left: Skyraiders could easily operate from much smaller night decks than those of the In 1956, VA-85 had previously operated from the axial deck of USS INTREPID, CVA-11. With heavy bomb loads under their wings, several of the squadron's AD-6s are ready to take off without the aid of a catapult while the pilot of an F7U Cutlass watches from his cockpit. (NMNA)

supe~6arriers.

The pilot of an AD-6 from VA-145 prepares to take off from the angled flight deck of USS HORNET, CVA-12, in 1957. Skyraiders could take off from the angled landing area of converted ESSEX class carriers without the use of catapults while the jet fighters and other aircraft used the two catapults at the forward end of the ship. This sped up the launch process. The Light Gull Gray over white scheme provided a better background for colorful and more extensive squadron markings than the overall blue scheme. (NMNA)

42

Above: An AD-6 from VA-115 is hoisted aboard USS KITTY HAWK, CVA-63, in 1962. (NMNA) Left: In September 1962, the AD-6 designation was changed to A-1H. Here an A-1H from VA-25 takes off from USS CORAL SEA, CVA-43, in January 1968. In addition to the squadron color on the fin cap, the unit's "Fist of the Fleet" insignia is painted near the top of the vertical tail. A pilot from VA-25 scored the Skyraider's first of two confirmed MiG-17 kills in Vietnam when he scored an aerial victory on June 20, 1965. (NMNA) One of the most famous Skyraider squadrons was VA-176 which painted a large bumble bee on its aircraft. Numerous mission markings on the side of the fuselage just below the canopy indicate that this aircraft saw a lot of combat in Vietnam while flying from USS INTREPID, CVS-11. LTJG Tom Patton of VA-176 shot down a MiG-17 during a RESCAP mission in October 1966 to score the Skyraider's second confirmed MiG kill of the war. This photograph was taken in December 1966, shortly after VA-176 returned from that combat tour in Vietnam. (NMNA)

43

A-1 H COCKPIT COLORS

The pictures on this page and the next were taken by the author in the A-1H on display at the National Museum of Naval A viation at Pensacola, Florida. Above: The instrument panel was very much like that found in U. S. World War II fighters. Basic flying instruments were grouped at the center, while engine instruments were to the left. Radio navigation and fuel quantity gages were to the right. Left: The throttle, mixture, and propeller controls were on the left console, as were the knobs to confrol trim. The large red switch is the fuel selector valve. jControls for the oxygen system are forward of the throttle, and the knob above them actuates the landing gear.

The shape of the canopy remained basically the same on the AD-2, AD·3, AD-4, AD-6, and AD-7. The red unlocking handle is visible on the lower frame, and the yellow manual operating handle is in the forward corner.

44

Armor plate protected the pilot from behind. It extended from the floor up to a point near the top of the canopy.. The armor plate and the inside of the canopy frame were painted flat black.

Above: A Mk 4 Mod 20 gun sight was mounted above the instrument panel. An illuminated "pipper" was generated on the angled reflective glass, and it could be used for gunnery or for aiming the delivery of external stores. The slot below the lower row of instruments contained a pull-out board for navigational plotting. Right: The console on the right side was primarily associated with the aircraft's electrical' systems. Circuit breakers were located on the forward vertical face of the console, and controls for the radios were on the various panels. There was a map case next to the seat on the lower portion. What appears to be an open panel is actually the wing fold lever, and in this case it is in the wings folded position.

To the left of the pilot's seat, and beneath the shroud which covered the canopy actuator, was an air pressure gage. Immediately above it was the air filler valve for the canopy's emergency actuator system.

The yellow manual operating handle, the red release handle, and the cover for the actuating system on the left side of the canopy are visible in this view. The glass was tinted slightly to reduce glare.

45

A-1J COLORS

Above: An A-1J from VA-54 taxis forward on the wooden flight deck of USS BON HOMME RICHARD, CVA31. Note the flat gray anti-glare panel on this Skyraider. (NMNA) Left: This A-1J was assigned to VA25, and it was photographed aboard USS MIDWAY, CVA-41, in 1965 during operations in Vietnam. VA-25's insignia is painted on the fuselage just above and slightly forward of the national insignia. Also noteworthy are the A-4 Skyhawks which are loaded with general purpose bombs, and the F-4B Phante,ms which are armed with AIM-9 Sjdewinder air-toair missiles. (NMN~) The considerable strength of the wing fold mechanism is illustrated in this photograph. With his aircraft loaded with a variety of rockets and bombs, the pilot of this A-1J unfolds his wings as he taxis forward. This Skyraider was assigned to VA-145, and the photograph was taken in September 1966. This mix of external ordnance was not typical for an actual mission. Instead, it was loaded on this A-1J for a demonstration near the end of the Skyraider's service life. The large and very diverse weapons load carried by the Skyraider earned it the nickname, "Flying Dump Truck." (NMNA)

46

u. S. AIR FORCE SKYRAIDER COLORS

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When the U. S. Air Force initially acquired Skyraiders, they were painted in the Navy's standard Light Gull Gray over white scheme. But the Air Force soon developed a Southeast Asia camouflage pattern of Dark Green, Medium Green, and Tan over Light Gray for its Skyraiders. After the Air Force started using a standard tail code and serial number system for the Southeast Asia camouflage scheme, these were applied to Skyraiders. The two-letter tail codes were originally white, and the serial numbers were a combination of black and white numbers preceded by a black AF. (Munkasy) Above center: The tail codes and numbers were later changed to a low visibility flat black. The large and unusual looking weapon under the wing of this A-1E is a BLU-76/B fuel air explosive. (National Archives) Left: This A-1H was assigned to the 602nd Special Operations Squadron (SOS) and was photographed during April 1969 when it operated from Nakhon Phanom Royal Thai Air Base in Thailand. The white blade antenna on the spine of the aircraft is for the VHF radio, and the black fairing aft of it houses the loop antenna for the radio compass. (NMNA)

47

VNAF SKYRAIDER COLORS

The first Skyraiders were assigned

to the South Vietnamese Air Force in 1960 before the designation change. This aircraft is painted in the Navy's Light Gull Gray over white scheme and has VNAF markings. Yet it still has the old AD-6 designation painted under its horizontal stabilizer. The Vietnamese based their national insignia on the one used by the United States, adding more red and yellow. The insignia on the nose is that of the 1st Fighter Squadron. Skyraiders were initially obtained by the VNAF to replace another U. S. Navy aircraft, the rumman FBF Bearcat. (NMNA) Above center: The VNAF subsequently applied the U. S. Air Force's Southeast Asia camouflage scheme to its Skyraiders. This A-1H has the yellow and black fuselage band of the 23rd Tactical Wing. (NMNA) Right: This A-1J was assigned to the 516th Fighter Squadron of the 41st Tactical Wing. Like the U. S. Air Force, the VNAF used the former Navy Bureau Number as the serial number. This was the former U. S. Navy A-1J, BuNo. 142034. The last five digits of the number are painted on the vertical stabilizer. (NMNA)

48

AD-5N (A-1 G)

AD-5N, BuNo. 132553, was one of 239 night attack sub-variants in the AD-5 series. These were redesignated A-1Gs in 1962. This AD-5N was assigned to VC-33 and was photographed on September 2, 1954. The tinted aft and center sections of the canopy are clearly visible in this view. The pod under the right wing is the ANIAPS-31 search radar nacelle, and this was the usual store on the right inboard pylon for AD-5Ns. A searchlight-sonobouylflare dispenser or a chaff dispenser was often carried on the left inboard pylon. As was the case on most Skyraiders, the housing on the spine of the fuselage housed the ANIARN 6 loop antenna. (NMNA) Above center: A Marine AD-5N from VMCJ-3 takes off from USS HORNET, CV-12, in 1956. (NMNA) Right: The ANIAPA-69 ECM antenna "bucket" is visible below the fuselage of this AD-5N from VA (AW)-33. The AD-5N was a three-place aircraft with the pilot seated in the left seat in the front cockpit. An ECM operator sat in the right seat, and a radar operator flew in the middle compartment. The ANIARC-27 UHF transmitter receiver antenna was located in the tip of the vertical tail. (NMNA)

49

AD-5N COCKPIT DETAILS The instrument panel in the AD-5N was divided between the pilot's side on the left and the ECM operator's side on the right. Flight controls were only on the pilot's side. A MK 20, MOD 4 gun sight was on top of the pilot's instrument panel. Flying instruments, including a G-2 compass indicator, gyro horizon, turn and bank indicator, altimeter, and airspeed indicator were grouped in the center of the panel. Engine instruments were located around the outside of the panel, with radio navigation and fuel quantity gages to the right. The ECM operator's side had the scope for the AN/APS-31 radar at the top. The panel below it had controls for the searchlight and the aircraft's electronic countermeasures equipment. (National Archives) The engine ignition switch was on the instrument panel just forward of the" left console. The landing gear control lever, with its wheel shaped knob, was just above the pilot's oxygen regulator at the front of the console. A small hydraulic pressure gage was just aft of the oxygen regulator, and aft of it were the engine control levers, including the supercharger control, throttle, propeller pitch control, and mixture control. At the center of the console was the wing flap control, horizontal stabilizer auxiliary control, and the rudder trim knob. The large handle is the fuel selector. Smaller knobs and switches controlled the lights, tail wheel lock, and oil cooler door. (National Archives) At the forward end of the center console was the engine starter switch and engine primer switch. Moving aft, the large knob was the automatic pilot controller, and immediately aft of it was the wing folding control panel. Next came the control panel for the interior lights, and aft of it was the AIC pilot's ICS panel. The forward knob on the right side of the console is for cockpit ventilation, and the one to the rear is the cockpit heat and defroster control. The AN/ARN-21 radio control panel and ARC-27A UHF control panel are at the rear of the center console. The right console had switches for the IFF system, ARC-2 high frequency radio, and the AN/APN-1 radar altimeter. (National Archives)

50

AD-5N RADAR OPERATOR'S STATION

Above: The radar operator sat on the left side in the middle fuselage compartment. Immediately in front of him was the ID-162A1APS-31 radar scope. Switches and knobs to control the scope and radar were to the left of the scope. The left console had the radar operator's oxygen regulator at the forward end. Control panels for the interphone, the sonobouy/f1are dispenser, and the chaff dispenser were also on this console. (National Archives) Right: On the right side of the middle compartment was a rack with the SN-36B/APS-31 synchronizer unit at the top. Below it were the R-316/ARR-26 receivers, C610/ARR-26 control unit, and IC-VRW-7 wire recorder. (National Archives)

Above and right: Electrical equipment, including power supplies, mixer amplifier units, and radio tuners were located in the area just aft of the radar operator's station. (Both, National Archives)

51

AD-5Q (EA-1 F)

The fifty-four AD-5Qs were converted from AD-5Ns and were used for the electronic warfare role. A pilot and navigator occupied the front cockpit, while two ECM operators flew in the middle compartment and employed the sophisticated electronic warfare equipment. This AD5Q operated from USS SARATOGA, CVA-60, and was assigned to VAW33 in early 1961. It had the tinted canopy sections covering the middle compartment, but many AD-5Qs had solid canopy sections which had small tinted windows. This helped reduce heat build-up in the middle fuselage compartment. (NMNA) Above center: This AD-5Q was assigned to VAW-11 and was photographed at NAS San Diego in August 1960. It has the solid canopy sections with the small tinted windows for the middle compartment. (NMNA) Left: In 1962, AD-5Qs were redesignated EA-1 Fs. This EA-1 F was assigned to VAW-14, and it also has the solid canopy covers with the small tinted windows for the middle compartment. These electronic warfare aircraft were unarmed and remained in service longer than most other variants. They were eventually replaced by the EA-6A Intruder and EA-6B Prowler. (NMNA)

52

Above: With a full load of jamming pods, chaff dispensers, an APS-31 radar pod, and a 300-gallon fuel tank, an EA-1F from VAW-33 is about to be launched from USS INDEPENDENCE, CVA-62. This configuration was standard for an EA-1 F operating in the pathfinder role. The photograph was taken on January 15, 1964, while the carrier was operating with the Sixth Fleet. (NMNA) Right: Two antenna domes were located under the aft fuselage of the EA-1 F. The forward dome housed the AN/APQ-33 radar countermeasures dome antenna, while the one further aft was the AN/APA-69 ECM direction finder dome antenna.

The upper fuselage position light, a blade antenna, and the dome for the AN/ARN-6 radio compass antenna were located on the spine of the aircraft. Part of the wire antenna for the AN/ARN-6 is also visible.

Unlike other versions of the Skyraider, the AD-5 series had a conventional trim tab on each of the elevators. The AN/ALQ-2 tail warning antenna beneath the rudder was unique to the AD-5Q/EA-1F.

53

AD-55

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Above: One AD-5, BuNo. 132479, was used as the prototype for the AD-5S anti-submarine warfare version of the Skyraider. It was equipped with special search gear for locating submarines, and this included a retractable Magnetic Anomaly Dector (MAD) boom in the rear fuselage. Flares could be. launched for visual night searches. This project was cancelled when the Gruman S2F-1 Tracker was accepted as the fleet's carrier-based ASW aircraft. This Skyraider was then converted to AD-5N/ standards. (National Archives) Left: The MAD boom is shown here in the extended position, while in the photograph above it is retracted beneath the rudder. (National Archives)

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A retro flare launcher was located under the aft fuselage on the lower speed brake. (National Archives)

54

The AN/APS-31 search radar pod was intended as standard equipment for the AD-55. (National Archives)

The pilot's side of the forward cockpit in the AD-5S was very much like that in the AD-5N. It included the MK 20, MOD 4 gun sight at the top of the instrument panel. But the right side of the forward cockpit was quite different. It did have the scope for the AN/APS-31 search radar at the top, but the electronic countermeasures equipment found in the AD-5N was replaced with gear designed to locate submarines. This included the controls and display for the Magnetic Anomaly Detector equipment located in the tail. This, along with sonobuoys, were used to locate submerged submarines. The AD-5S could employ the searchlightsonobuoy/flare dispenser shown in the top photograph on page 25 on an AD-4N. (National Archives)

The middle fuselage compartment in the AD-5S was very much like that in the AD-5N illustrated on page 51. The radar scope for the AN/APS-31 radar was the dominant feature on the left side, and the control panel for the radar and the scope was to the left. The radar could locate ships on the surface during the day, at night, or in poor weather, but it was not capable of detecting submerged submarines. (National Archives)

As in the AD-5N, the right side of the middle compartment in the AD·5S ASW Skyraider had a rack with various electronic gear. This included the synchronizer unit for the APS-31 radar as found in the AD-5N, but the other equipment was different. Note that there was a very narrow passageway between the forward and aft cockpits, and the center of the front cockpit is visible in the background. (National Archives)

55

AD-5W (EA-1 E) ...

NAVY

A total of 218 AD-5W early warning Skyraiders were produced. This sub-variant carried a crew of three, including a pilot and an observer in the front cockpit, and a radar operator in the middle compartment. The AN/APS-20E search radar antenna was located inside the large radome beneath the fuselage, and its associated scope, controls, and electronic equipment were in the middle compartment. The hinged sections of the enclosure above the middle compartment had a hump to provide adequate clearance for the equipment. This AD·5W was assigned to VAW-12. AD-5Ws were redesignated EA-1Es in September 1962. (NMNA) Above center: This overall Sea Blue AD-5W was assigned to Marine squadron VMC-2. The larger vertical tail of the AD-5 series eliminated the need for the two auxiliary fins used on the AD-3W and AD-4vv. (NMNA) Right: An AD-5W from Carrier Air Wing Eleven is prepared for launch from USS KEARSARGE, CVS-33, on June 15,1960. AD-5Ws were usually assigned to carriers in detachments of four planes each. In most cases, AD-5Ws only had the two inboard wing pylons, and when used, they normally carried external fuel tanks. (NMNA)

56

AD-5 DETAILS

The engine on the AD-5 series of Skyraiders was moved forward eight inches. The hot air outlet flap for the oil cooler, which was located under the fuselage on other variants, was replaced by an outlet flap on each side of the fuelage. The left flap can be seen in this view just above the leading edge of the wing.

The AD-5 versions had a much larger vertical tail and rudder than the other Skyraider variants. This was necessary to maintain directional stability with the wider and longer fuselage. The scoop in the leading edge provided cooling and heating air for the middle fuselage compartment. The red beacon light above the static probe was a feature of the EA-5Q.

On many special purpose sub-variants of the AD-5, the middle compartment was cover~d by. solid canopy sections, each of which had a small window that was tinted blue. This helped reduce the greenhouse effect experienced in cockpits that were covered by glass canopy sections. This is the right aft canopy section shown in the partially open position.

Above and right: A new inboard wing pylon was introduced on the AD-5. It was larger and was shaped differently than those used on earlier versions as illustrated in the top left photo on page 20. The new pylon could carry external stores up to 2,300 pounds in weight. This pylon was also standard on the subsequent AD-6 and AD-7 versions.

57

AD-5 MAIN LANDING GEAR DETAILS

The landing gear on the AD-5 versions was the design without large main gear doors covering the retracted wheel. Instead, the gear rotated ninety degrees when it retracted, and the wheel and tire fit into an uncovered circular well. With some minor modifications this main gear design without doors for the wheel wells was also used on the XBT2D, AD-1, AD-3vv, and AD-4W

This rear view of the right landing gear shows the retraction mechanism, strut braces, and the aft side of the strut cover. The hydraulic line for the brake can be seen running down the back of the strut to the inside of the wheel. Part of the edge of the cover was painted gloss red. Details inside the forward end of the circular wheel well are also visible in this view.

Details on the inside wall of the right main gear well are visible in this photograph that looks in toward the center of the aircraft. Note that the well for the retraction cylinder and braces is separated from the well for the wheel and tire by a section of the underside of the wing.

This view looks outward under the right wing, and details on the outer walls of both wells are illustrated. On both the overall gloss Sea Blue and Light Gull Gray over white schemes, the interior of the wells was usually painted the same color as the underside of the wing.

58

Top left: The left main landing gear was simply a mirror image of the right. Details of the spoked wheel and the shape of the strut cover are shown to good effect. The strut cover varied in size and shape from one version to another. The catapult bridle hook was painted gloss yellow. Top right: Details inside the two wells are revealed in this photograph that looks up and aft under the left wing.

Details inside the forward part of the left wheel well are illustrated in this view.

Bottom left: An overall view from behind the left main gear shows details of the brakes on the inside of the wheel. Again note the hinged strut braces and the actuating cylinder between them. Bottom right: Additional details inside the left wheel well are shown from this angle that looks outward toward the wing pylon.

59

AD-5 COD CONVERSIONS

The wide fuselage of the AD-5 was adaptable for a variety of uses, and the standard AD-5 attack versions came with two different kits that permitted them to be used for carrier onboard delivery (COD) duties. Each kit was packed in a wooden box and could be installed when needed by the squadron. (National Archives)

This COD kit featured seating for ten people inside the middle compartment. Web seats were provided with lap belts and shoulder harnesses. The contents have been removed from the wooden storage box and are ready for installation. The two long items in the foreground are back rests. (National Archives)

The seats and back rest have been installed on the left side of the middle compartment. The shoulder harnesses are attached to hooks at the top of the back rest. (National Archives)

Here are the seats installed along the right side of the middle compartment. Including the pilot and one passenger in the front cockpit, this COD kit permitted the AD-5 to carry twelve people. (National Archives)

Douglas employees demonstrate the seating with the twelve-place COD kit. Shoulders had to be overlapped to get everyone in place. (National Archives)

In this view, all ten passengers are crammed into the middle compartment. Clearly, it was a real advantage if the people liked each other. (National Archives)

60

A more practical, and certainly more comfortable, COD kit provided four seats for passengers in the middle compartment. It also came in a wooden box, and the contents are shown here having been removed. This was known as the six-place COD kit. (National Archives)

The forward two seats were installed facing rearward, because there was not enough room for passengers to get between them if they faced forward. The two rear seats could be installed to face forward or rearward. (National Archives)

In this photograph, all four seats are installed facing rearward. This was the preferred configuration for carrier operations. Quick egress would have been difficult for the forward two passengers. (National Archives)

When the aft two seats were facing rearward, foot rests were provided for the passengers to brace against. This was very important during carrier launches using a cat· apult. (National Archives)

Items that had to be flown between the aircraft carrier and the shore could be strapped to a pallet on the floor of the middle compartment. Wide web straps securely fastened the cargo to the floor and diagonally to the corners of the compartment. (National Archives)

One or two auxiliary fuel tanks could also be carried inside the middle compartment, and each had a capacity of 155 gallons. To maintain the required fuel-to-oil ratio, an auxiliary oil tank was installed on top of the right fuel tank as seen here. (National Archives)

61

AD-5 AMBULANCE CONVERSION

The AD-5 could also be configured as a flying ambulance. Again, all of the necessary equipment for this role came packed as a kit inside a wooden box. This could easily be installed by the squadron whenever it was needed. (National Archives)

The ambulance kit included four litters, a hoist with fittings and a sling, an oxygen hose, and a support structure for the litters. A length of cable was also included to hold the canopy section open when litters were being loaded or unloaded. (National Archives)

With all four litters installed, the patients had little clearance. To insure that they remained on the litters and to prevent injury, they had to be strapped down securely. (National Archives)

There were no extra provisions for oxygen or interphone equipment, however one litter patient at a time could be provided with oxygen through the use of the oxygen hose provided in the kit. (National Archives)

When only two patients needed to be transported, an attendant could fly in a seat installed next to the litters. This arrangement was also used when medical care was required in flight. (National Archives)

62

The hoist supplied with the ambulance kit could be fitted

to the tip of the folded wing, and its sling was used to assist in the loading or removal of the litters. (National Archives)

AD-6 (A-1 H)

AD-6 Skyraiders of VA-42 are armed with 5-inch Zuni rockets as they prepare for launch from USS FORRESTAL, eVA-59, in March 1956. This was during the transition period between the phaseout of the overall Sea Blue scheme and the introduction of the Light Gull Gray over white scheme. (National Archives) \The single-seat AD-6 was delivered.to the Navy at the same time as the multi-place AD-5. It was basically an improved AD-4B, retaining that sub-variant's nuclear strike capability and four M3 20-mm cannon. It also had the original shorter and more narrow fuselage with the smaller vertical tail design. The speed brakes on the sides of the fuselage, which were not used on the AD-5 series, were present

on the AD-6. Because the wider AD-5 was more suitable for the special purpose versions, only the basic attack version of the AD-6 was produced, with 713 being delivered. Internally, the fuselage of the AD-6 was strengthened over that found in the AD-4B. To better protect the pilot and vital areas of the aircraft, armor plating was added to both sides and the undersides of the fuselage and wing roots. The extra weight of the armor was balanced to some extent by the elimination of some electronics gear. However, empty weight increased by approximately 300 pounds, and top speed dropped from 325 to 285 knots. The service ceiling dropped from 36,500 to 28,500 feet. Equipment was retained to permit all-weather operations and low level bombing with both conventional and nuclear weapons.

A-1H, BuNo. 137496, was assigned to VA-176 and is shown on the wooden flight deck of USS INTREPID, evs11, while the carrier operated on Yankee Station in the Gulf of Tonkin. The photograph was taken in October 1966, the same month that LTJG Tom Patton, one of VA-176's pilots, was credited with a confirmed kill of a MiG-17. The Skyraider operated with equal ease from the smaller ESSEX class carriers as well as the three ships of the larger MIDWA Y class and all of the supercarriers. During this cruise, INTREPID operated as a limited attack carrier and embarked two squadrons of A-1H Skyraiders and two squadrons ofA-4 Skyhawks. (National Archives)

63

Above: An AD-6 from VMA-332 is painted in the overall Sea Blue scheme with a flat black anti-glare panel as it flies out of its home base of Marine Corps Air Station (MCAS) Miami, Florida, on March 2, 1956. (National Archives) Right: This AD-6 from VMA-324 was painted in the Light Gull Gray over white scheme when this photograph was taken in July 1957. Except for the AD-5 series, Skyraiders did not have trim tabs on the elevators. Instead, the entire horizontal stabilizer moved to establish the desired trim for pitch. This photo shows the horizontal stabilizer trimmed to a nose up position. (NMNA) A considerable number of A-1 E, A1H, and A-1J Skyraiders were provided to the South Vietnamese Air Force (VNAF). This A-1H still carried its original Navy Bureau Number and was painted in the Navy's Light Gull Gray over white scheme. The fuselage band was orange and black. The aircraft was assigned to the 1st Fighter Squadron and was based at Bien Hoa Air Base. Later in the war, VNAF Skyraiders were usually painted in the same standard Southeast Asia camouflage scheme developed for the U. S. Air Force. (NMNA)

64

Air Force Skyraiders had additional antennas on the spine. The whip antenna, just behind the cockpit and slightly to the left of centerline, is the FM 622 antenna which was used for communication with troops on the ground. This allowed the pilot to talk directly to the soldiers he was supporting. Also note the solid main gear wheels used on Air Force Skyraiders. This A-1H was named "Bubblesn Bust" and was photographed in March 1970. (National Archives)

YANKEE ESCAPE SYSTEM

The rocket motor for the escape system was located beneath the canopy enclosure behind the headrest. In the ejection sequence, the canopy was jettisoned first, then the rocket propelled the seat upward on two rails until it cleared the aircraft. Skyraiders equipped with the Yankee escape system could be identified by the red and white triangle marking on both sides of the fuselage. (Barthelmes)

Above: Although most Skyraiders did not have ejection seats, some A-1E, A-1H, and A-1J aircraft were fitted with the Yankee escape system during the war in Vietnam. This system had a "zero-zero" capability, meaning it permitted safe emergency egress for the pilot at any speed and altitude within the aircraft's operational capability. This gave pilots operating near the ground in close air support (CAS) missions the chance of survival if their aircraft was shot down. (Barthelmes) Right: The parachute was packed in the seat bucket and was olive green in color. (Barthelmes)

65

AD-6 DETAILS FUSELAGE DETAILS

Nose flaps first appeared on the AD-4 and were also standard on the AD-5, AD-6, and AD-7. These were intended to improve operation in very cold weather. When both the nose flaps and the standard cowl flaps were closed, the engine warmed up very quickly.

The nose flap position indicator was a rod located on the right side of the forward end of the cowling. It extended as the flaps were closed and retracted as they were opened. The nose flaps operated independent of the standard cooling flaps at the aft end of the cowling.

The carburetor scoop was located on top of the nose just aft of the cowling. The inlets for cockpit cooling and heating air were in the corners of the scoop and were separated from the carburetor air duct by small dividers.

The Aeroproducts propeller was thirteen feet, six inches in diameter. Note the.groove in the rear face of the blade near the trailing edge. This propeller had tips painted white and red on the front side and yellow on the rear.

Two plates were located on each side of the forward fuselage above the exhaust stubs. They were called exhaust glare shields, and they helped protect the pilot's eyes from the exhaust flame at night. Single exhaust glare shields on each side of the fuselage first appeared on the AD-3. The arrangement with two glare shields on each side became standard on the AD-4 series and was used on the AD-5, AD-6, and AD-7.

The RESCUE arrow pointed at the external canopy control. A painted line extended from a step to the edge of the cockpit. The rod protruding from the fuselage above the rescue marking was originally intended to be a reference point for lining up the aircraft at different dive angles, but in actual practice it was used by the pilot as a place to hang his h~/met while conducting his preflight inspection.

66

The inlet for air to the oil cooler was located under the fuselage just aft of the cowling. The slot just forward of it was a boundary layer bypass inlet that prevented a buildup of excess air in front of the scoop. The air passed through the oil cooler and vented through the door at the very bottom of the photograph.

The centerline station could carry external stores up to 3,600 pounds in weight. Fuel tanks and bombs were most often carried on this rack. Anti-sway braces on the Aero 3A pylon prevented any side-to-side movement of the store. The AN/ARC-1 VHF blade antenna is located forward of the pylon.

Several antennas were on the spine of Navy and Marine AD-6 and AD-7 Skyraiders. Directly behind the canopy was the ARC-27A antenna. The AN/ARN-6 sense antenna wire entered the fuselage just behind it. Moving aft, the next item was the upper fuselage position light and then the AN/ARN-21 TACAN antenna. The dome housed the AN/ARN-6 radio compass loop antenna.

Although they were not on any of the AD-5 variants, the speed brakes on the sides of the fuselage were standard on the AD-6 and AD-7 Skyraiders. This is the open speed brake on the right side. The brake well was painted the same color as the fuselage, while the inside surface ofthe brake was gloss red. A single hydraulic cylinder actuated the speed brake.

The boarding step was located on the left side of the fuselage just aft of the trailing edge of the wing root. Also visible in this photograph are the lower fuselage position light and the hinges for the lower speed brake.

This view looks rearward under the aft fuselage. The two chaff/flare dispensers are visible, and between them is the AS-133/APX-6 Identification Friend or Foe (IFF) blade antenna.

67

WING DETAILS

This front view of the left wing fold shows the muzzles of the two 20-mm cannon, the extended "beer can" wing fold unlock indicator, and the gun camera next to it on the leading edge.

With the cover for the wing center wing section removed, details of the left wing fold are visible in this photograph. The AD-6 and AD-7 had the same larger and stronger inboard pylons as the AD-5.

------------.." I

Details on the inside of the right wing fold hinge are revealed in this photo taken from the trailing edge of the center wing section.

The load-bearing structure of the wing fold hinge mechanism is illustrated in this close-up view. The wing could be folded with a full load of external stores.

Each aileron had a trim tab at the in'Joard end. A small fence was located at the aft end of the wing fold line with half of it being located on the fixed portion of the wing and half being on the flap.

The trim tab for the aileron had the actuator on the lower surface. This view also provides a good look at the right flap and the two-piece fence that extended from the aft wing fold hinge to the trailing edge of the flap.

68

The L-shaped pitot probe was located under the right wing near the tip. Notice how the national insignia was positioned completely beyond the outboard wing pylon. This photograph was taken with the wing in the folded position.

The AD-6 and AD-7 versions had additional armor added under the aircraft and on the sides to provide better protection for the pilot. The catapult bridle hooks on the single seat versions were located under the wings near the roots.

Three antenna covers were near the wing tips. These first appeared on the AD-3N. The diamond shaped covers were for the APA-70 homing equipment system fitted to the AD-3N and later the AD-4N. The round cover on the right wing was for the APR-9 waveguide. The wings were manufactured with these covers on subsequent versions, but the equipment was not installed.

To facilitate access to the cockpit, walkways, covered with a non-skid material, were on the top of each wing at the root. Since the pilOt almost always entered the cockpit from the left side, a U- shaped step was located under the edge of the fuselage next to the trailing edge of the wing. On the AD-5 series of Skyriders, a step was located on both sides of the fuselage.

The Skyraider had flaps along the full span of the center wing section. This photograph shows the top of the left flap in the raised position.

A lower view provides a good look at the two large hinges on the underside of the flaps. Note again the small fence on the outer edge of the flap and wing.

69

LANDING GEAR DETAILS

As illustrated on pages 58 and 59, the XBT2D, AD-1, AD3V11, AD-4V11, and all versions of the AD-5 had main landing gear that retracted into circular wheel wells that were not covered by doors. All other versions had rectangular wheel wells for the main gear that were covered by two large doors. However, the spoked wheel remained standard on Navy and Marine Skyraiders.

A rear view of the right main gear provides a good look at the strut, retraction mechanism, braces, and the forward wall of the wheel well.

Center left: Details on the inside of the inner door on the right landing gear are illustrated in this view. Note the two hinges and the cylinder that opened and closed the door on the forward hinge. The inner edges of the door were painted gloss red. The inside wall of the wheel well is also illustrated. Center right: The inside surface of the outer right gear door was simply a reverse image of the inner door. Again note the cylinder which activated the door. Left: Details on the rear wall inside the right landing gear well are shown in this view which looks aft.

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A disc brake system was on the inside of each main landing gear wheel. The hydraulic line running down to the brake has been broken on this gear and would normally be attached to the center of the wheel. The brace just forward of the main strut prevented the gear from moving to one side or the other as it moved through the retraction/extension cycle. Also note the metal placard with servicing information on the strut and the tow ring on the front of the strut at its base.

An overall view of the left landing gear shows the forward door on the strut to good effect. Compare its shape to the one shown in the top left photo on page 59.

Above center: The tail landing gear, as installed on all Skyraiders beginning with the AD-3, is shown here from the right. It has the hard rubber tire as used for carrier operations. A wheel with a pneumatic tire could be substituted for land based use, and it was most commonly seen on USAF and VNAF Skyraiders. Hydraulic pressure has been removed from the system, but when present, several inches of oleo would be showing on the strut. Right: The tail wheel was mounted at the rear of the well which was not covered by doors. Beginning with the AD-3, the tail gear was semi-retractable, meaning that part of the wheel and tire was still visible beneath the fuselage after the gear had retracted forward into the well.

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TAIL DETAILS

The AD-6 and AD-7 had a red rotating beacon on the top of the vertical stabilizer. A long static probe extended forward from the tip, and the aft end of the wire for the AN/ARN-6 sense antenna was attached just below the probe.

The vertical tail and rudder was basically the same on all versions of the Skyraider except for the AD-5 series which had substantially larger vertical tail surfaces.

Two tail position lights were located on each side of the vertical stabilizer near the top. The upper light was redorange, while the lower one was clear. The counterbalance and upper hinge for the rudder are also visible.

72

The rudder had two long trim tabs in its trailing edge with fairings for the actuators on the right side. Like the tabs on the ailerons, the trim tabs on the rudder were manually operated through a mechanical linkage.

Above, left and right: Except for the AD-5 series, Skyraiders had elevators without trim tabs. Instead, pitch trim was accomplished by moving the entire horizontal stabilizer. This was accomplished electrically with a switch on the control grip. A small metal balance tab was located on the trailing edge of each elevator. These could not be controlled from the cockpit. Instead, they were preset on the ground. The counter-balance for each elevator was at the tip next to the outboard hinge. Right: The antenna for the AN/APQ22 radio altimeter was located on the underside of the left horizontal stabilizer. This equipment told the ·pilot the altitude of his aircraft above the ground (AGL), while the standard altimeter provided the altitude above sea level (ASL).

The Skyraider had an external arresting hook attached

to the structure of the airframe just aft of the tail gear.

The hook was released through a mechanical linkage for a carrier recovery, then it was retracted hydraulically.

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AD-7 (A-1J)

An AD-7 from VX-5 taxies forward on the flight deck of USS BENNINGTON, CVA-20, in 1958. The tail and cowl bands were medium green with white borders. (NMNA) The final version of the Skyraider, and the final Navy attack aircraft to be powered by a piston engine, was the AD7. This designation was changed to A-1J in September 1962. The original Navy contract ordered 240 AD-7s, but only seventy-two had been delivered when the production

74

lines were closed down on February 18, 1957. This brought the total production of Skyraiders to 3,180. The AD-7 was almost identical to the previous AD-6 except that the powerplant was changed to the Wright R3350-26WB, and the wings and landing gear were strength-

A-1J, BuNo. 142034, appears to be freshly painted in the markings for VA-165 when that squadron operated from USS ORISKANY, CVA-,14. (NMNA)

This U. S. Air Force A-1J, serial number 142058, was the commander's aircraft in the 602nd Special Operations Squadron. It was photographed in December 1969. The Air Force simply used the former Navy Bureau Numbers as the serial numbers for its Skyraiders. (National Archives) ened. Performance figures for the AD-7 were essentially the same as those for the AD-5. Visually, the only way to distinguish an AD-5 from an AD7 was to look at the Bureau Number. This was simple a simple matter, because Bureau numbers for all AD-5s started with 13 and those for all AD-7s started with 14. The 1 was not painted on the vertical tail, so if th'e tail number started with a 3, the Skyraider was an AD-5. If it started with a 4, it was an AD-7.

A-1J Skyraiders were among those provided to the U. S. Air Force and the Vietnamese Air Force (VNAF) during the war in Vietnam. Changes for these services were relatively minor, being limited primarily to different main gear wheels and changes to the radio gear. Along with the A-1 H, these were much preferred for the attack role over the A-1 E, because their single-seat design and bubble canopy provided much better visibility for the pilot. As with the A-1 H, no sub-variants of the A-1 J were produced. A few A-1Js also saw service with VNAF. This aircraft was assigned to the 516th Fighter Squadron at Da Nang in 1966. The unit was part of the 41st Tactical Wing. The bands on the fuselage and rudder were dark blue with white stars, while the flash on the black LP tail code was red. (National Archives)

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MODELERS SECTION Note: Each volume in the Detail & Scale Series of publications has a Modelers Summary in the back of the book. The Modelers Summary discusses the injection molded plastic model kits of the aircraft covered by the book, and all common modeling scales from 1/144th through 1/24th scale will be included. Highlights of the better kits in each scale will be discussed, and recommendations will be made with respect to which kit or kits in each scale are the best for the serious scale modeler to use. Once a kit has been purchased, the modeler should compare the various features of the kit to the detailed photographs in the book to determine how accurately and extensively they are represented. He can then decide what, if any, correcting and detailing work he wants to do to enhance the appearance of his model.

GENERAL COMMENTS A considerable number of plastic injection molded scale model kits of Skyraiders have been released in 1/72nd, 1/48h, and 1/4Oth scales. However there are two negatives concerning these models. First, most are rather old, and just two can be considered to be truly excellent. Second, only two represent Skyraider versions other than the externally identical AD-6/A-1H and AD-7/A-1J. It is a shame that more quality models of a wider selection of Skyraider versions, including the special purpose sub-variants, have not been developed and released. Considering the popularity of the aircraft and the fact that several releases could be made for each version, it seems that the Skyraider would be an excellent choice for the kit manufacturers.

1/72nd SCALE KITS Airfix, Fujimi, Hasegawa, Hobbycraft of Canada, and Monogram have all released 1/72nd scale kits of the Skyraider. The Airfix kit was also released under the Heller trademark, and the Monogram model was issued under the Revell label after Monogram and Revell merged. Of these kits, all represented the externally identical AD-6/A-1H and AD-7/A-1 J versions of the Skyraider except for the Monogram/Revell kit which was an AD-5/A-1 E. As of press time for this book, only the Hasegawa kit is being marketed, however the Airfix, Hobbycraft, and Monogram models could be re-released again, because these companies continually move various kits in and out of their product lines. The Airfix kit is the only 1/72nd scale model of the Skyraider that comes with folding wings. The dive brakes can be assembled in the opened or closed position, but the kit is plagued by numerous outline and shape problems. For example, the propeller has four blades, but otherwise it doesn't look much like the real propeller used on Skyraiders. A lot of very basic detailing is missing, and what is provided is generally heavy and inaccurately represented. The cockpit consists of only a seat, pilot, floor, and a very inaccurate instrument panel. A brace is provided behind the headrest, but it doesn't look much like the real thing. The wheel wells are open with no interior detailing whatsoever. The large hinges for each of the flaps are not represented. Surface detailing consists of raised panel lines and hundreds of rivets. Even the separation between the rudder and the vertical stabilizer is represented by raised panel lines.

76

External stores include two 300-gallon fuel tanks for the inboard wing pylons, while a bomb is provided for the centerline station. Twelve very crude rockets are included for the pylons under the outer wing sections. In all respects, the Airfix kit and its re-release by Heller are very poor when it comes to accuracy, detailing, and fit. We cannot recommend them to the serious scale modeler. The Fujimi 1/72nd scale Skyraider also represented the AD-6/A-1H and AD-7/A-1J versions. While it is better than the Airfix kit, it still leaves much to be desired when it comes to accuracy and detailing. It is more delicately molded than the Airfix kit, but it is also covered with raised panel lines and hundreds of rivets. Separation lines for the rudder, elevators, ailerons, and flaps are better represented than on the Airfix model, and the large flap hinges are present. However, the wheel wells are open and have no detailing. The cockpit tub has a seat and consoles, but there is no representation of the control column or rudder pedals. The instrument panel is too small in the vertical dimension. Two 300-gallon fuel tanks are molded integral with the inboard wing pylons, and a bomb is included for the centerline station. Six weapons, identified as 500-pound bombs on the instructions, are included to go on the outboard wing pylons, but they do not come close to representing any real 500-pound bombs.· As' alternatives, twelve 250-pound bombs are provided, and while these are better than the 500pound bombs, they too are not very accurate. Fujimi is now out of business, and this kit is no longer generally available. If one could be found, it would be of more value to a collector than a builder. With other better alternatives available, we cannot recommend this kit. One of the more recent 1/72nd scale Skyraider models was released by Hobbycraft of Canada, however it is not presently listed in their catalog. Again, the externally identical AD-6/A-1 Hand AD-7/A-1 J versions are represented by this kit. Panel lines are engraved, but they are a little on the heavy side for a 1/72nd scale model. The two side speed brakes can be assembled in the opened or closed position, but the lower brake is not even represented by panel lines. The cockpit tub has a seat and inaccurate representations of the two side consoles. The only other part for the cockpit

The author used markings for the CAG aircraft from VA75 on this Hobbycraft 1fi2nd scale Skyraider. Among 1fi2nd scale A-1H/A-1J kits, the Hobbycraft model rates a distant second to the one from Hasegawa.

interior is the instrument panel, and when assembled, the seat bucket is so close to the instrument panel that a control column could not be glued in place even if one was provided. There is also no representation of the very noticeable bracing and other equipment directly behind the headrest. The wheel wells are open and do not have any detailing. Additionally, the forward well for the retraction mechanism and braces is not separated from the aft well for the wheel and tire as it should be. The struts and braces are inaccurate, and there are no retraction cylinders. Other detailing is also missing. This includes the glare shields on the sides of the fuselage above the upper exhaust stubs. While these may seem like small items, their absence is noticeable on the completed model, so we suggest making some from thin plastic card stock and gluing them in place. Thin card stock should also be used to make the fences just outboard of the flaps. The cylinders for the engine are represented simply by engraving inside the cowling, and this fails to provide proper depth for the powerplant. External stores include a 300-gallon fuel tank for the centerline station. Two inaccurate bombs are provided for the inboard wing stations, and a variety of stores are included for the outboard wing pylons. These include six small bombs which appear to be the training type, two cluster bomb unit dispensers, and two mini-gun pods. We would rate this kit a little below average by today's standards. With some work, it can be corrected and improved to the point that it can be used to build a decent model of the Skyraider. However, it is a distant second to the far superior Hasegawa 1/72nd scale model. By a considerable margin, the best Skyraider kit in 1/72nd scale is from Hasegawa. It has been released several times with some minor differences, but all releases represent the AD-6/A-1 Hand AD-7/A-1 J versions. This is truly a quality kit, being accurate and very well detailed. Fit is excellent, and surface detailing is represented by fine accurately scribed lines. Even the added armor plating on the fuselage is nicely rep'resented, as are the fences just outboard of the flaps. The wheel wells are enclosed with adequate detailing, and while this is not really complete, it is quite adequate for a 1/72nd scale kit. The divider between the forward and aft

Clearly the best Skyraider kit in 1fi2nd scale is the one from Hasegawa. It is quite accurate and very well detailed. Don Harris built this A-1H as the CAG aircraft from VA-165.

The only AD-5 kit in 1fi2nd scale is an old one from Monogram. It is very simplistic and has a number of errors that must be corrected. The author completed this one using markings for VA-52. well on each wing is also correctly represented. Struts and braces are delicate and cleanly molded, and the brakes are represented on the inside of each main gear wheel. The cockpit is also well detailed with a bucket that has correct stepped consoles. A seat, control column, and an instrument panel are also included, and decals provide the features for the panel and consoles. A gun sight completes the cockpit detailing. By adding some seat belts and shoulder harnesses, the cockpit details will be sufficient to meet the demands of most modelers who build in 1/72nd scale. The engine is nicely represented and includes the nose flaps and both rows of cylinders. In fact the only area where we can fault this kit concerns external stores. The Hasegawa Skyraiders come with three external fuel tanks for the centerline station and two inboard wing pylons. Some releases have one or two other stores, but for the most part, Hasegawa expects the modeler to purchase one or more of their kits of external stores. Otherwise this is an outstanding model and we highly recommend it. The Monogram 1/72nd scale Skyraider is the only one in this scale to represented the AD-5/A-1 E version with its wide fuselage. The kit is old, very simple, and not well detailed, but the basics are correct for the most part, and with some effort, it can be used to build a very nice model. Monogram evidently intended this to be a U. S. Air Force A-1 E, because the landing light has been molded on the front of the left landing gear door. However, they also added it to the right gear door as well, and it should only be on the left. But Monogram failed to add other Air Force changes including the retractable light under the left wing tip. The easiest thing to do is to remove the lights molded on the landing gear doors and build a Navy or Marine Skyraider. Surface scribing is raised, and detailing is fairly complete including the small fences just outboard of the flaps and the flash shields on the sides of the fuselage. Even the actuators for the trim tabs on the ailerons are represented. On the minus side, detailing for the landing gear is lacking. The wells are open and the forward one for the braces and retraction mechanism is not separated from the circular well for the wheel and tire. The engine is represented only by the fronts of cylinders molded inside the cowling. Likewise, parts for the cockpit include only a tub, bulkhead with seats, and a pilot. The instrument panel is simply a decal that is to be

77

glued in place. As a minimum, some basic cockpit detailing, including a center console and a control column, should be added, because it will be visible through the large canopy. Another problem is that the air scoop on the leading edge of the vertical tail is missing. This is a bit difficult to add, but with care, it can be drilled out once the two fuselage halves have been glued together. Three fuel tanks are provided as external stores, but none of these is accurate in size or shape. Half of the ones for the inboard wing stations are molded with the pylons, so they should be removed before the pylons are glued in place. The tanks should be replaced with spare tanks from other Skyraider kits, or appropriate ordnance can be used instead. The outboard wing pylons are molded in place under the wings and are a little too thick. It is unfortunate that a better model of the AD-5 has not been released in 1/72nd scale. However, by using some parts from a Hasegawa kit, making a few easy corrections, and by adding some detailing to the cockpit, engine, and wheel wells, a very nice model can be built from this kit.

1/48th SCALE KITS ESCI, Matchbox, Monogram, and Tamiya have released kits of the Skyraider in 1/48th scale. The Monogram kit was also issued under the Hasegawa label for a limited time. The Matchbox kit is the only one to represent an AD-5 version, but unfortunately it is very poor. The ESCI kit is not much better and has been released as an A-1H or A-1J. Another release provides optional parts to build a French AD-4 or Swedish AD-4W target tug. The Monogram kit is average and represents the A-1 H or A-1 J. The same versions are the subject of the Tamiya kit, and this is one of the best models ever released in 1/48th scale. The ESCI kits were molded in Italy using very soft plastic. Features are not crisp, there are a multitude of shape problems, and the fit is very poor. Basic detailing is missing, and what is present is often far from accurate. For example, the landing gear wells are open and not divided between the front and rear areas as they should be. Surface scribing is raised and not very accurate. There is a large indented area on each side of the fuselage. For the A-1H and A-1J versions, panels with the speed brakes are glued into these areas, while for the AD-4 and AD-4W variants, panels with the side entry doors and windows are used instead of the ones with the speed brakes. The AD-4/AD-4W kit has a number of optional parts to build these versions. However, it would have been nice if the large radome to go under the fuselage had been provided for the AD-4W. Further, the fuselage halves have the armor plating molded on them, and this would not be appropriate for a French AD-4 or a Swedish AD-4W. These kits are generally no longer available, and it is just as well. We cannot recommend them to the scale modeler. The Monogram kit, which has been released several times as an A-1 H and an A-1J, is basically accurate, except that the cowling is noticeably too small in diameter. Correcting it is all but impossible. The kit was originally issued in 1980, and it is typical of models from that era. Panel lines are raised, but they are fine although not completely accurate. A few items, including the doors for the 20mm ammunition boxes, are missing.

78

Bob Bartolacci used the Monogram 1/48th scale kit to build this model of an Air Force A-1J. A photograph of the real aircraft appears at the top of page 75. Although it is basically a good kit, the Monogram model falls far short of the Tamiya kit. (Bartolacci) Engineering for this kit is not the best. One big problem is that half of each external store is molded as part of the pylon to which it is attached. This makes filling, sanding the seams between the two halves, and painting each store rather difficult. This problem is complicated by the fact that the long fuse extenders on the bombs under the outboard pylons were used only by the Air Force and VNAF. The Navy and Marines used shorter extenders, yet most of the decals are for Navy Skyraiders. The best way to solve both problems is simply to cut the stores off the pylons and glue the empty pylons in place under the wings. Then the correct stores can be selected and used as desired. The main gear wells are enclosed, and they are separated fore and aft as they should be. However, the engine is represented only by the front half of the forward row of cylinders. This is not particularly noticeable, since the nose flaps are in the closed position, but it still would have been better to have a complete engine in a model this size. The cockpit details are quite good for a 1/48th scale model. Although it can be used to build a good model of the Skyraider, we recommend using the far superior Tamiya kit. Tamiya's Skyraider is one of the best 1/48th scale models on the market. It is beautifully engineered, fits almost flaWlessly, and its detailing is excellent. Surface scribing is recessed, very fine, and it has only minor inaccuracies. All three speed brakes can be assembled in the opened or closed position, and the flaps can be built retracted or extended. The cockpit detailing is excellent and is among the best we have seen in any 1/48th scale kit. The landing gear is equally well done with enclosed divided wells. Both hard rubber and pneumatic tires are provided for the tail gear. To represent the engine, Tamiya molded the front row and the forward half of the rear row of cylinders to a back plate that fits inside the cowling. Optional parts allow the nose flaps to be built in either the opened or closed position. The propeller is the most inaccurate part in the kit and does not have the groove on the rear side. For those modelers who want a more accurate propeller, Cutting Edge from Meteor Productions makes a resin replacement propeller for this kit. It is item number CEC48126.

Clearly, the best Skyraider kit in any scale is the 1/48th scale model from Tamiya. Bill Hardman used markings for VA-145 to complete this beautiful model of an A-1J. Tamiya provided a lot of choices for the external stores. Three fuel tanks go on the centerline and inboard wing pylons, but 2,000-pound bombs can be substituted for one or two of the tanks. Twelve 5-inch Zuni rockets, twelve 250pound bombs, six bomblet dispensers, and four 2.75-inch rocket pods can be selected for the outboard wing stations. It should be noted that the bomblet dispensers are erroneously called 2.75-inch rocket tubes on the instruction sheet. A truly outstanding model of the Skyraider can be built from this kit right from the box. We highly recommend it. The only "fat Spad" in 1/48th scale is from Matchbox, and it is a very poor kit. Almost everywhere there are inaccuracies, poor molding, and a lack of detailing. The wings are made to fold, and they are very toy-like. Most of the surface scribing is raised and very fine, but some panel lines are scribed and quite heavy. Some separate parts, like the inboard pylons, have no surface-detail at all. The rudder is separate from the vertical stabilizer, and like the wing fold, it is very toy-like. The elevators do not

have the trim tabs that were found on the AD-5 series of Skyraiders. Fit problems are prevalent throughout the assembly, and part of this is due to the soft plastic used by Matchbox. This soft plastic also contributes to the presence of flash on some parts and a lack of delicacy and crispness in molding the details. The wheel wells are open, inaccurate in shape, and are not divided fore and aft as they should be. The landing gear is crude at best. There is basic detailing in the cockpit, but it is generally inaccurate and not as complete as would be expected in a 1/48th scale kit. Optional parts allow either a Navy AD-5N/A-1 G or an Air Force A-1 E to be built. Suffice it to say, this is not a very good kit. We have seen a model built by Bill Hardman that mated part of a Matchbox fuselage with a modified wing, horizontal tail, landing gear, and other parts from a Tamiya kit. The finished model was excellent, but this is really the only wayan excellent model of an AD-5 series Skyraider can presently be built. It simply cannot be done using only the Matchbox kit.

BUILDING OTHER 1/48th SCALE VERSIONS It is unfortunate that other versions of the Skyraider have not been produced in 1/48th scale. Until and unless they are, conversion kits must be used. Cutting Edge has a conversion kit that allows an AD-4W early warning Skyraider to be built from the Tamiya kit. With some other minor changes, this conversion kit could also be used to build an AD-3W. This kit is item number CEC48327. Another Cutting Edge kit is called the "Skyraider Non-Armor Conversion." This can be used with the Tamiya kit to produce earlier single-seat attack versions of the Skyraider. It provides replacement panels for the sides and underside of the fuselage that do not have the armor plating found on the AD-6 and AD-7. Also included in this kit are doors for the fuselage sides which are appropriate for Skyraider versions which had one or two doors for an aft fuselage compartment. Both of these kits can be found on the Meteor Productions web site at meteorprod.com. Their address is Meteor Productions, P. O. Box 3956, Merrifield, Virginia 22116.

1/40th SCALE KIT

The only 1/48th scale Skyraider model in the AD-5 series is from Matchbox. It is a very poor kit with numerous inaccuracies and poor fit. Bob Bartolacci did a lot of hard work using the Matchbox kit to build this AD-5N from VA (AW}-33. (Bartolacci)

The largest, injection molded, plastic model kit of the Skyraider is an old Revell model first issued in the 1960s. While it is not a kit that can be used by the serious scale modeler, it is considered a classic from the early days of plastic modeling. In that era, operating features were important, and this kit had an abundance of them. Sliding the centerline pylon back and forth caused the landing gear to retract and extend. All of the control surfaces, including the rudder, ailerons, elevators, and flaps all moved, the canopy and the speed brakes opened and closed, the wheels rolled, and the propeller spun. This made the model "fun," but it was accomplished with a sacrifice in accuracy and detailing. Hinges and linkages for the moving parts had to be much larger than they should be in scale to be strong enough to operate. By contrast, today's very accurate and highly detailed models might have a propeller that turns, but parts are almost always glued in place. This old Revell Skyraider is simply a fond look back at the way modeling used to be.

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