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Aerofax, Inc. P.O. Box 200006 Arlington, Texas 76006 ph. 214647-1105 U.S. Book Trade Distribution by:

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Aerofax Minigraph 9

North American

ockwell ,

A3J/A·5 Vigilante by Michael Grove and Jay Miller "7

ISBN 0-942548-14-0

NORTH AMERICAN A3J·1 CUTAWAY

©1989

Aerofax, Inc. p.o. Box 200006 Arlington, Texas 76006 ph. 214 647-1105 U.S. Book Trade Distribution by:

Motorbooks International 729 Prospect Ave. Osceola, Wisconsin 54020 ph. 715 294-3345 European Trade Distribution by:

Midland Counties Publications 24 The Hollow, Earl Shilton Leicester, LE9 7NII, England ph. (0455) 47256

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ACRONYMS AND ABBREVIATIONS: AB AClS ADI AF AlFCS BIS BlC BuAer BuNo. CAG/CVG CEP CVW

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H2 0 2 Hp HSI IMC IMN

Afterburner Automatic Carrier Landing System Attitude Director Indicator Air Force Augmented Longitudinal Flight Control System Board of Inspection and Survey Boundary Layer Control Bureau of Aeronautics Bureau of Aeronautics Number Carrier Air Group Circular Error Probable Carrier Air Wing Department of Defense Electronic Countermeasures Fleet Introduction Program Focal Length Hydrogen Peroxide Inches of Mercury/Pressure Horizontal Situation Indicator Image Motion Compensation Indicated Mach Number

Integrated Operational Intelligence Center Integrated Operational Intelligence System Knots Indicated Airspeed Low-Altitude Bombing System Leading Edge Root Extension Military Rated Thrust North American General Purpose Attack Weapon Naval Air Station Naval Air Test Center Navy Preliminary Evaluation Office of Naval Operations Passive Electronic Countermeasures System Pilofs Projected Display Indicator Research & Development Replacement Air Group Recon-Attack Navigator Radar Equipped Inertial Navigation System Navy Heavy Reconnaissance/Attack Navy Heavy Attack

10lC lOIS KIAS lABS lERC MRT NAGPAW NAS NATC NPE OPNAV PECM PPDI R&D RAG RAN REINS RVAH VAH

ELECTRONICSIAVIONICS EQUIPMENT

FUNCTION

CHARACTERISTICS

Voice communication, ADF 1750 frequencies

AUX UHF unit AN/AAN·52(V) TACAN IFF·SIF units AIMS IFF (AFC 296)

ADF, Voice Reception Station range. bearing, Airborne ranging Radar identification (IFF) IFF and Air Traffic Control Communications Security

COMM.... Security System

Intercommunications Radar Altimeter

AN/ASN·26 AN/ASW·25A (~.FC 233) AN/APN-202 (AFC 233) AN/ARA-63 (AFC 302)

Flight Reference set Automatic Carrier Landing Radar Beacon Set Approach Control System

x x

ANlAPPr25

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1 CockpitlExternalJShip Low system-o to 3,000 feet High system-500 to 75,000 leet Attitude and heading reference Digital Data Link, 250 UHF channels Radar Augmentor for ACLS IL8-tyPB, 20 channels

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compass

X X X

Television

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. '8. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 25). 30. 31. 32. 33. 34. 35.

Radar Homing and Warning

VISUal-Aural Discrimination

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SpedaJ Warning

L·Band

X

Radar Jammer

X-Band

X

Radar Jammer

XlC-Band

Radar JamlTl8f Comm Jammer

E,F,G,H,I Bands

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Vi~Aural

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Chaff Dispenser Radar Passive Waming

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VISUal aid

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prrOT·STATIC BOOM AIR REFUELING PROBE (RETRACTABLE) RADAR ANTENNA (AN/ASB-12) REFUELING PROBE LIGHT FORWARD ELECTRONIC COMPARTMENT (AUTONAVIGATOR·RADAR-TV) WINDSCREEN RADIATION SHIELD PILOT'S PROJECTED DISPLAY INDICATOR (AN/ASB-12) NAVIGATIONAL-BOMBING COMPUTER (AN/ASB-12) LIQUID OXYGEN CONVERTER RADAR PASSIVE WARNING ANTENNA MAIN ELECTRONICS BAY IFF-SIF ANTENNA FUSELAGE SUMP FUEL TANK INTEGRAL WING FUEL TANK ANTI-eoLLISION LIGHT AFT FUEL (SADDLE) TANK FORMATION LIGHT VERTICAL STABILIZER FOLD LINE TACAN·COMM DUPLEX ANTENNA POSITION AND BUDDY TANKER LIGHTS FUEL SYSTEM OVERBOARD VENT OUTLET TAIL BOOM ECM ANTENNA TAILCONE (EXPENDABLE) FUEL DUMP TUBE ARRESTING HOOK BUMPER ARRESTING HOOK ENGINE STARTING AIR RECEPTACLE CATAPULT HOLDBACK ECM ANTENNA CATAPULT HOOKS EMERGENCY RAM·AIR TURBINE EXTERNAL ELECTRICAL AND COOLING AIR ACCESS APPROACH LIGHTS TAXI LIGHT AUX BRAKE ACCUMULATOR REPEATER GAUGE

CONTROL Pilot RAN

RECONNAISSANCE EQUIPMENT KA-51A

BOMB DIRECTING SET, AN/ASB-12 Inertial Navigator Radar

M

ANlAlR-45 M (AFC 340) ANlAPR-27 ANlALR-SO M (AFC 340) ANlALQ.41 (Deleted by AFC 350) ANlALQ.51A. ·100 ANlALQ.126 (AFC 350) ANlALQ.55 ANlALE·25)A ANlAPR-18 (Deleted by AFC 216)

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64 Identity Codes 4096 Identity Codes

MISCELLANEOUS ELECTRONIC EQUIPMENT ICS ANJAPN-120

x x x

20 preset channels 126 channels

CHARACTERISTICS

B..ECTRONIC COUNTERMEASURES EQUIPMENT

COMMUNICATIONS-NAVIGATIONS·IDENTIFICATION SYSTEM, AN/ASQ·56AJB UHF COMM unit

FUNCTION

EQUIPMENT

CONTROL Pilot RAN

ELECTRONIC DATA COLLECTION EQUIPMENT

X X

AN/ALQ-61

DELETED CANOPY JETTISON AIR BODLES ADF ANTENNA ELECTRONIC ALTIMETER ANTENNA UHF COMM ANTENNA AIR REFUELING REFERENCE LIGHT TACAN ANTENNA TELEVISION SCANNER INTERNAL STORE ANE EJECTION GUN ECM RADAR RECEIVER ANTENNAS WING FOLD LINE WING TIP POSITION LIGHT 400-GALLON DROP TANK FLAP EMERGENCY/CANOPY NORMAL AIR BODLE BOMB BAY FUEL CANS (EXPENDABLE) HYDRAULIC RESERVOIRS

Passive ECM

Multi-Band Detection & Recording

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The prototype North American YA3J-I, BuNo. 145157, being moved from the company's final assembly area into the paint shop prior to the official roll-out ceremonies that would take place on May 16, 1958. Noteworthy are the extended main gear well doors, which usually were closed when the gear were fully extended.

CREDITS: The authors would like to thank. the following individuals for their assistance in assembling the reference materials and photographic images necessary for the successful completion of this book: William Armstrong; Harlan Bakke; Jim Bennett (special thanks); Mac Blair; Ken Buchanon; Frank Compton (special thanks); Marty Crawford; Bob Curboy; Art Eckles; Brian Flatley; Phil Friddell; George Gehrkens; Ed Gillespie; Kelly Green; Dave Hershey; David Hess; Morton Higgs; John Hoover; John Hoppe; Dennis Jenkins; Gayle Lawson; Robert Lawson of The Hook magazine; Jim Meehan; Peter Mersky; Jerry Mickelson; Richard Mico; Don NaJe; Doug Olson; Terry Panopalis; Ron Polfer; R. R. "Boom" Powell; Tom Ring; Mick Roth (special thanks); Dan Rowley; Peter Sferra; Erik Simonsen of Rockwell International Corp.; Charles Stewart; William Swisher; Tommy Thomason; Mike Wagnon; Barbara Wasson; Bryan Wilburn; Dent Williams previously of Rockwell International Corp; and Glenn Wogstad.

PROGRAM HISTORY: Though the last operational example, BuNo. 156608 of RVAH-7, was removed from the active inventory on November 20, 1979, the aesthetically pleasing North American A3J!A-5 Vigilante remains physically perhaps the most impressive large aircraft ever operated routinely from the deck of a U.S. Navy aircraft carrier. Even by standards extant nearly two decades after its operational heyday, the high level of achievement represented by the Vigilante's technological and mechanical sophistication remains extraordinary. Because of the innate versatility resulting from such farsighted engineering, some twentyplus years after first being introduced as an attack bomber, it was mustered out of service as perhaps the most effective and successful dedicated aerial reconnaissance platform in naval aviation history. Just as importantly, the Vigilante also stands as the naval aircraft high water mark for the North American division of today's Rockwell International.' It was, and still is the most advanced aircraft ever sold the Navy by that company, and it also has the honor of being the first combat aircraft of any type to be indigenously designed and I

Rockwell Corporation merged with North American on September 22, 1967, thus forming what today is known as Rockwell International.

developed in total by the company's Columbus, Ohio operation. . The latter was a feat of no small proportion, as the Vigilante was a complex and highly advanced aircraft with features that would set aircraft design precedent in many important areas for several decades to come. From its prototypical use of variable-area ramp-type intakes to its ill-fated.rearward ejection bomb delivery system, it was at the time of its debut, a far-sighted response to a variety of difficult and not easily assi'Tlilated military requirements. Among the many firsts claimed by this magnificent aircraft were the follOWing:

8. First variable inlet using horizontal ramp geometry. 9. First application of H-11 hot work tobl steel in fuselage machined frames. 10. First use of STRUX high-speed steel for landing gear struts. 11. First production f1y-by-wire control system.

The generic Vigilante concept was born during 1953 when North American engineering prodigy Frank G. Compton assembled a small team to study low altitude weapons delivery techniques. Compton had joined the company just prior to U.S. entry into WWII and had rapidly ascended through the ranks to become a primary engineering resource on almost all of the North American Columbus Division's indigenous aircraft projects. By 1956, he had become chief of preliminary design. The Columbus division itself had entered the North Americ.an fold as a result of production overloading that had emerged from a pre-Korean War surge in AF and Navy aircraft contracts. North American, still riding the favorable publicity tidal wave generated by the extraordinary successes of the P-51 Mustang, the B-25 Mitchell, and newer types such as the F-86 Sabrejet, had garnered enough post-war business to warrant the acquisition of additional production capacity. Accordingly, during September 1950, North American's "Dutch" Kindelberger (North American's chief executive officer) opened negotiations with the

1. First use of an airborne digital computer for bombl nay computations. 2. First bomb/nav system with inertial auto-navigator coupled to radar and television sight for check point acquisition. 3. First production heads up display installation. 4. First fully integrated autopilot and air data sys1em for bomb/nav weapon release solution. 5. First use of aluminum lithium alloy in aircraft construction. 6. First multi-mode Ku band monopulse radar with terrain avoidance features. 7. First use of slot deflector spoilers (no dead band) following joint R&D development with North American's F-107 program.

ORIGINAL SINGLE-SEAT NAGPAW PATENT DRAWING 3 LINEAR BOMB BAY 1. 2. 3. 4. 5. 6. 7. 8.

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FUSELAGE LANDING GEAR ASSEMBLY WING TAIL VERTICAL STABILIZER HORIZONTAL STABILIZER ENGINE NACELLE BOMB BAY DOOR

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PROPOSED FLIGHT INTELLIGENCE SYSTEM

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AUTOPILOT Y"""~f-

COURSE COMPUTER

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NAVIGATION-RADIO

9. LINEAR BOMB BAY --r;;rOR ARMAMENT TUNNEL LONGERON WEAPON FUEL CONTAINER AFT FUEL CAN CAP CATAPULT GUN LUG LUG BIFURCATED MEMBER LOADING JACK SPACED LOADING RAILS SHIP'S POSITIONER CRANK

10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22.

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The "Vigilante" full-scale mock-up was quite similar to the actual aircraft with the exception of the intakes, the aft transparency, and the twin vertical tail surfaces.

The prototype YA3J-l, BuNo. 145157, undergoing final ground checks immediately prior to its first flight on August 31, 1958, from the Columbus airport.

government to lease the expansive Naval Industrial Reserve Facility at the Columbus, Ohio airport then occupied by the old and rapidly sinking Curtiss-Wright company. This immense plant, along with facilities bought from the Lustron prefabricated housing company, was taken over formally by North American shortly after negotiations began. It was occupied initially by the company during November and immediately utilized to meet P-51 and P-82 spare parts manufacturing requirements and sub·contract work transferred from Curtiss-Wright and North American's Downey, California plant. As the Columbus facility came on-line in the North American manufacturing program, Kindelberger directed the transfer of a management nucleus from Los Angeles to Columbus in order to build an integrated self-sufficient engineering/manufacturing facility there. The core of this nucleus was Chuck Gallant and George Gehrkens, who were appointed general manager and chief engineer, respectively. Following its assimilation into the North American fold, the Ohio plant became formally the Columbus Division. North American operated it initially as a Navy facility, and dedicated it to on·going navy programs. Later it would become a second-source production line for the AF's F-86 and F-100 fighter series. Aircraft types run through the Columbus facility from its birth through the advent of the Vigilante included the AJ-2, the AJ-2P, the F-86F, the F-86H, the FJ·2, the FJ·3, the FJ-4, the FJ-4B, the F-86 series, the F-100C, the F-100F, the T-28B, the T-28C, and later, the T-2B and T-2C, and a small number of experimental and limited production types such as the FJ-4F and the YAT-28E. During this period, the Columbus Division grew from 1,600 carry-over Curtiss-Wright personnel to more than 17,000 employees. A total of 3,280 new aircraft were produced and 1,260 other aircraft were modified, remanufactured, or partly produced under subcontracts. Included in the latter group were T-6Gs, B-29s, R4Ys, T·28Ds, and F8U fuselages. Frank Compton (who had followed Gehrkens to Columbus) and his small design team, like many similar teams scattered throughout the U.S. aerospace industry, by the early 1950s had become disciples of the generally accepted aircraft design philosophy combining thermonuclear weapons with advanced aeronautical technology. Like other aircraft engineers of the day, they were enamored with the sheer destructive force and broad area damage incurred by a nuclear explosion, and they

2

The prototype YA3J-l, BuNo. 145157, following roll-out but prior to its first flight. Gray-an-white markings essentially were standard for type in Navy service.

were quick to take advantage of the relatively loose CEP (Circular Error Probable) requirements that had resulted. Growing from the latter was a revived interest in an old and inaccurate, but decidedly appropriate weapons delivery technique called toss bombing (With theme variations such as loft and over-the-shoulder release). Toss bombing's singUlar attribute was the time it permitted a delivery aircraft to extricate itself from a given blast area. Nuclear explosions were known to generate strong, near-sonic shock waves that moved outward concentrically from the point of detonation. The strength of these shock waves diminished in relation to their distance from ground zero, and it thus was important for a delivery aircraft to be as far from the initial explosion as possible in order to minimize their effect. During the early 1950s, when Compton and his team began to explore aircraft designs optimized for nuclear weapons delivery, two significant problems became apparent: (1) targets were difficult to locate from aircraft when the mission profile required weapons delivery over very long ranges at very low altitudes; and (2) the sonic speeds achieved by post-nuclear-explosion shock waves dictated that delivery aircraft be capable of transonic to supersonic performance in order to escape their affects. Additionally, demands on the nuclear weapons industry to create bombs transportable by fighters had resulted in a new generation of small weapons that, though remaining remarkably powerful, required much more precise target placement in order to most effectively utilize their lower yields and reduced blast effects. The Navy, by this time, already had integrated several large, nuclear-capable aircraft into its inventory. North American's piston/jet-engined AJ-1/·2 Savage series had been Mk.6 nuclear weapon-capable since the late 1940s, and another piston engined type, the Lockheed P2V-3C Neptune, one member of a large Lockheed patrol aircraft family, also was nuclear weapon and carrier capable. These aircraft represented first-generation delivery systems with limited accuracy and virtually no real ability to protect themselves from enemy defensive action or the affects of bomb blast·generated shock waves. It therefore was apparent the Navy soon would be seeking more advanced replacements, and the service's intermediate step of ordering Douglas' jet-powered (but SUbsonic) A3D Skywarrior, had by 1949, underscored this point to most of the major manufacturers. Although a firm requirement had yet to emerge from the Navy's Bureau of Aeronautics (BuAer) calling for a

nuclear·armed aircraft to replace or complement the vulnerable Savage, Neptune, and Skywarrior (and thus maintain what the Navy then still viewed as its role in the U.S. strategic nuclear deterrent force), Compton, Gallant, Gehrkens, Mac Blair (manager, aerodynamics group), Reggie Clark (vice president in charge of production), and Wilbur Mitchell (avionics specialist) during November 1953, nevertheless initiated preliminary studies exploring configurations optimized to fulfill such related mission profiles. Later joining this group during mid-1955 was John Fosness as program manager. Concerning this period, Gehrkens later would recall, "The Vigilante proved to be the culmination of many different program by-products. Difficulties with the dropping of weapons from the conventionally configured bomb bay of the B·45 at high-subsonic speeds gave birth to the linear bomb bay concept; difficulties with the interception of Soviet Tupolev Tu-95 Bear bombers at high altitudes (purportedly undertaking reconnaissance flights over the continental U.S. during 1954 and 1955) gave birth to the idea of adding auxiliary rocket propulsion systems (initially monopropellant, and later, bipropellant) to fighters (most notably, the FJ-4R); and navigation problems that became apparent during long-range bombing missions were explored using the autonavigation concepts generated by the Navaho intercontinental range missile program. "Frank Turner, a Navy AJ-2 squadron commander, was the first to catch my attention with the ramifications of low altitude flight and radar evasion. He had calleq to tell me about a Savage flight he had made from Barcelona, Spain to Paris, France and back wherein he had not been detected by any radar, foreign or otherwise, during the entire trip. "By the time Frank and I and others got started on NAGPAW, all of these end products effectively were in place for us to utilize during the conceptual stages of the project. Soon the concept evolved into a small, singleplace, high-subsonic speed, pure jet with moderately swept wings, a low tail, an inertial navigation system, a small radar, and an aft-facing linear bomb bay between the jet exhausts." The aforementioned problems with 'accuracy and shock wave avoidance proved difficult to overcome, but as design studies began to mature, solutions resulted. Accuracy was tackled by interfacing an inertial navigator and simple low-resolution "shore-line checkpoint" radar; and post-explosion shock wave avoidance was achieved

through (1) mechanization of the bombing system to permit high loft release of the weapon, and (2) afterburning turbojet engines to enhance acceleration, rate of climb, and turning performance. Assuming the target's coordinates were accurately known with respect to well-defined shoreline checkpoints prior to mission initiation, minimum navigation equipment alignment time on the carrier deck was expected to be required. Following launch, the warmed-up inertial navigation system would be calibrated at the moment the predetermined shoreline checkpoint was crossed. The inertial system then was expected to be sufficiently accurate to guide the aircraft directly to the target. Even while operating at sea level altitude or "on the deck", from the shoreline the aircraft would be brought to within target or off-set point visual identification range. At that moment, a run-in and pitch-up maneuver (i.e., toss bomb) would be undertaken, thus positioning the aircraft in a climbing, vertical attitude directly over the target. At the appropriate moment, the weapon would be released rearward. Inertia would cause it to continue to climb vertically, initially in parallel with the aircraft; gravity eventually would take over and stop the ascent. At that point, the weapon would flip over, stabilize aerodynamically, and descend onto the target. The aircraft, in the interim, would pitch and roll into a horizontal attitude (via the classic Immelman) and accelerate away from the target and blast area. Addition of a rocket booster unit during the course of design development, to be used for very high altitude target penetration only, led to a bomb train study (consisting of the bomb and two fuel tanks in tandem) to include attachment of a bi-propellant rocket motor to the rear fuel tank. The two linear bomb bay fuel tanks which normally were to contain JP-4 would carry hydrogen peroxide (H,O,), instead. The rocket motor was to use JP-4 from the aircraft fuel system through a quick disconnect coupling. The H,O, contained in the bomb bay tanks were to feed the rocket engine, also through a quick disconnect coupling. The mission profile called for rocket propulsion, starting at Mach 1.6 and accelerating to Mach 2 + while climbing from 50,000 ft. to 70,000 ft. Stabilized penetration to the target would take place beginning 100 n. mi. before reaching the initial point. At the initial point, the H,O, contained in the bomb bay tanks would be depleted, the rocket engine jettisoned, and the weapon catapulted rear-

ward on signal from the bomblnavigation system. The H,O, tanks would remain attached to the weapon, stabilizing it during ballistic flight to the target. Testing of the rocket engine configuration in two highly modified FJ-4s, designated FJ-4Fs, was consummated during April 1957. Having been initiated on August 12, 1955 as the NA-234 with a monopropellant rocket, this project was continued under the NA-248 model designation and formally moved into the hardware stage on May 28, 1956, with a bipropellant unit. Two aircraft, the second and fourth production FJ-4s, BuNos. 139282 and 139284 respectively, were modified to include North American AR-1 rocket engines mounted above the exhaust nozzles of their Wright J65 turbojet engines. Flight testing at North American's Columbus plant and the Navy's Patuxent River, Maryland facility verified the viability of the booster rocket system. However, basic aircraft performance utilizing only the jet engines, by this time had proved suitable for mission requirements and thus the rocket propulsion system was declared redundant. Shortly afterwards the program was cancelled. Amazingly, according to Frank Compton, during the course of flight test work related to this project, one of the two FJ-4F testbeds achieved a speed of Mach 1.4 at 70,000 ft. During January 1954, under the aegis of the acronym NAG PAW (North American General Purpose Attack Weapon; this concept evolved during a meeting between Frank Compton, Capt. Noel Gayler, and George Gehrkens during late 1953), a seminal design was established. Incorporating such advanced features as a linear bomb bay-type rearward-ejecting bomb release system capable of functioning in a LABS (Low-Altitude Bombing System) toss bombing mode, a weapons delivery system that integrated the inertial navigation unit with a small, nose-mounted radar to locate targets, and operational rocket propulsion systems for short-term increases in acceleration and maximum speed, the proposed twin-jet engined, single-seat NA-233 was found by the BuAer to be complementary to its arguments favoring a super-carrier-centered Navy nuclear deterrent force. Almost solely because of this the Navy strongly supported it as a possible production program when the Fiscal 1955 budget was presented to Congress. The original NAG PAW study (sent to the Navy as an unsolicited proposal during January 1954) had been optimized as a low level penetrator, and wing geometry had been selected accordingly. Wing area, however, had

been determined by the Navy's zero wind catapult requirements and the resulting wing loading proved too low for acceptable low-altitude ride qualities. During the second design iteration wherein trade-offs in the form of ride qualities vis wind-over-deck requirements were explored, OPNAV changed the ground rules making high altitude, Mach 2 penetration the primary performance objective, and low altitude capability secondary. This changed occurred during January 1955 and at this point NAGPAW quickly was revised to meet the new Navy specification. The revised proposal was submitted to the BuAer by North American during early April 1955. Consequent to this, the name Vigilante formally was proposed by North American as the new aircraft's name.' A letter of intent to proceed was received by North American on June 29, 1956, and a contract for $86 million to produce two YA3J-1 s and a single static test article was signed the following September 17. The change in performance extremes resulting from the Navy's decision to totally restructure the NAGPAW specification had quickly resulted in monumental changes to the basic NAGPAW design. To accommodate the revised performance envelope, major studies were required by the North American design team to generate a compromise wing configuration optimized for operation at both high and low speeds (the latter in order to meet carrier landing and takeoff speed constraints). No aircraft of the proposed NA-233's size (the revised mission objectives had caused across-the-board increases in size and weight and the addition of a second crew member to handle the rapidly increasing cockpit workload) successfully had met such stringent requirements previously, and it therefore became a major challenge to generate a workable compromise. As there was virtually no viable variable-geometry experience base to work from during the mid-1950s, wing sweeping was discarded at an early stage. The conventional fixed wing design thus became a critical element in achieving the Navy's performance objectives and the resulting configuration, though aesthetically pleasing, was significantly less efficient than it would have been 'Although the NAG PAW program was accepted by the Navy's' BuAer as a proprietary concept, Chance Vought learned of North American's effort and also submitted an unsolicited proposal just two months prior to the award date. Ironically, (or coincindentalIy?) Vought had picked the name Vigil/ante [sic) for their proposed aircraft.

A3J-21A-5Bs on the production line at North American's Columbus, Ohio facility on May 23, 1963. The fuselages for the build number 13 (I.) and 14 (rt.) airframes are visible.

The second YA3J-l, BuNo. 145158, during a preflight check-out at North American's Palmdale, California facility. Noteworthy was large, radome-mounted test boom.

The third "Vigilante" and the first A3J-1IA-5A was BuNo. 146694. It is seen taxiing from the company's Columbus facility at the beginning of a test flight.

The fifth "Vigilante", A3J-l/A-5A, BuNo. 146696, shortfy after lifting off from the main Palmdale, California runway at the beginning of a test flight.

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A3J-l/A-5A, BuNo. 146701, during a static display at Edwards AFB, California on May 21, 1961. Visible in the background is B-52B, 52-0003.

Carrier suitability trials utilizing NATC A3J-l/A-5A, BuNo. 146697, were conducted aboard the USS "Saratoga" (CVA-60). Uploading took place on July 25, 1960.

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A3J-l/A-5A, BuNo. 147850, at NAS Patuxent F:iver on April 24, 1963 during weapons trials with a Mk.83 bomb suspended from its right wing pylon.

if the Navy's performance requirements had been somewhat less stringent. Compton's team eventually generated a compromise configuration that on paper, at least, permitted the broadest performance envelope of any large aircraft built up to that time. Still referred to as the NA-233, the new NAGPAW proposal had a 769 sq. ft. low thickness/chord ratio wing with near-full-span blown flaps and a resulting performance envelope that came close to meeting the BuAer's zero-wind-over-deck specification while still allowing a maximum speed of Mach .95 at sea level and Mach 2 at 40,000 ft. Though the sea level performance figure did not meet the Navy's Mach 1 + requirement (to do so would have meant a significant reduction in \'o(ing area, and thus a loss in altitude and payload performance) the achieved specified high-altitude performance was considered excellent. A lengthy series of wind tunnel tests were conducted to verify the new design's applicabilty to the performance and flight characteristic profiles North American had generated on paper. Five models were utilized to determine the performance and stability and control characteristics, air loads, and aeroelastic effects; and two duct models were used to determine the duct recovery and internal flow characteristics. Four additional models were used to investigate store and store delivery characteristics. Two other models were used to investigate aircraft spin characteristics, and yet another

A3J-1/A-5A, BuNo. 147851, on January 9, 1961 while assigned to the NATC. It was wearing a stylized "S" representative of the NATC's Service Test Division.

was used to investigate exhaust efflux patterns and afterbody drag. Flutter models also were developed, these being dynamically similar to the NA-233 base design and tested in a number of different tunnels. Lingering during the course of NAG PAW/Navy deliberations was the then-still-ongoing argument between the Navy and the AF over which of the two major services would accommodate the nation's strategic nuclear deterrent requirement. Historically, this disagreement stemmed from the post-WWII U.S. policy preventing the storage or handling of nuclear weapons on foreign soil (with the exception of Great Britain). This created the dilemma of having targets that at the time were not physically accessible to AF tactical aircraft. These targets thus became the responsibility of the Navy's carrier-borne forces and directly gave birth to the requirement leading up to the AJ-1. From that point forward, the Navy maintained that its carrier and submarine forces offered the more viable (and militarily more flexible) alternative to the AF's astronomically expensive strategic missile and bomber forces. Complicating things for the AF was an on-going debate over the anachronistic Convair B-36 and its many costoverruns and performance failings (all of which eventually would be swept under the carpet in the name of national security). By the beginning of 1957, when the NAGPAW design had been all but finalized, the Navy/AF strategic weapons delivery disagreement effectively had become ALTITUDE ANO TIME PLOT FOR DISCLOSED VERTICAL RELEASE MODE Effectiveness of typical weapon and ground-to-air missile systems.

PROPOSED WEAPON DELIVERY METHOD AND MEANS

1ii@flf1ll1ll1ll111l ·IICOUlSlflO~

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STORE DELIVERY METHOD 1. .2. 3. 4.

WEAPON FUEL CONTAINER AFT FUEL CAN COUNTERMEASURE OEVICE

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TIME IN SECONDS

OBSERVATION, IDENTIFICATION, & DESIGNATION """ TRACKING """ COMPUTER SETTLING A·A MISSILE TIME OF FLIGHT

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perhaps the single most blaring example of inner-service rivalry in the 000. Because of this, and since NAGPAW was being designed primarily as a bomber with a wide variety of nuclear weapons delivery techniques, there remained considerable debate within the Navy when Fiscal 1958 and 1959 budgets were being created over whether to buy the new aircraft in quantity. One faction, led by Garrison Norton, then Assistant Secretary for Air, argued that strategic bombing was not the Navy's mission. He maintained that buying the aircraft would represent yet another attempt to invade the AF's mission domain. It consequently would become the harbinger of further inter-service acrimony. Fortunately for North American, a less passive Navy faction argued that NAGPAW also was capable of performing low-altitude missions while carrying conventional weapons. This latter group eventually prevailed, clearing the way for Navy program personnel to formally request production funds in its Fiscal 1959 budget request for what now officially was referred to as the A3J. The Navy's request subsequently was approved by 000, and shortly afterwards, money was appropriated by Congress. By February 1956, the final specification and configuration criteria had been established, preliminary wind tunnel testing was complete, and the NA-233 full-scale mockup was ready for review. The formal mock-up review board was held during March 1956, at which time the mock-up already was quite firmly fixed in configuration. Changes eventually would occur in the rear cockpit transparency design, some aspects of the intake configuration, the linear bomb bay tail cone (the mock-up was equipped with a clam-shell design), and the vertical tail surface arrangement (the mock-up was equipped with twin vertical tail surfaces). In general, however, it was similar in most respects to the prototype aircraft that soon would follow. Construction of the two prototypes took nearly two years to complete. Engineering drawing release was granted during June 1957, tooling starts were undertaken during November, and actual fabrication of the first aircraft formally was initiated during August. On May 16, 1958, the first YA3J-1, BuNo. 145157, was rolled out from North American's Columbus plant doors for the first time. Three months of static ground and taxi testing at the Columbus airport followed, with chief company test pilot Dick Wenzel piloting the General Electric YJ79-GE-2 powered aircraft during its first flight on August 31, 1958. Wenzel's post-first flight report was lengthy and detailed. After reviewing the aircraft's physical status, special first flight restrictions, cockpit ergonomics, and

'1

c

taxi characteristics, he noted the actual flight events as follows: Take-off

PROPOSED NORMAL LOCATION OF WEAPON FUEL CONTAINERS AND COUNTERMEASURE DEVICE

"Take-off was made using manual control systems J ,

augmentation and damper off, 45° flap, 6° nose up stabilator trim and neutral lateral and directional trim. Maximum afterburner thrust was selected immediately after the brake release and nose wheel steering was utilized to lift-off. Acceleration was high and the take-off roll was approximately 2,500 ft. with a 10 knot headwind component. Lift-off occurred at approximately 150 KIAS with very little rotation required. Landing gear retraction did not produce any significant trim change and the cockpit noise level decreased when the gear doors closed at about 180 KIAS. Minimum AS was then selected and the climb continued at about 180 KIAS and the flaps retracted in increments to allow longitudinal retrimming due to the large nose down trim change due to flap retraction. Moderate flap buffet was encountered at deflections greater than approximately one-half flap. "Control effectiveness about all axes was satisfactory at and immediately after lift-off. Immediately after lift-off, a slight nose-over was made to accelerate the airplane

in ground affect to approximately 160 KIAS and then the airplane rotated slowly and approximately 180 KIAS was maintained. The forward view was excellent throughout the take-off run and through the transition to flight. "After flap retraction, the climb was continued at MRT and 200 KIAS to 10,000 ft. Hp, where the chase pilot conducted an exterior inspection. All doors and surfaces were normal except the fire doors which were partially depressed and remained that way throughout the flight." Climb "An MRT climb was made from 10,000 ft. to 35,000 ft. Hp at speeds considerably below the optimum climb speed schedule. The FJ-4S chase airplane climb performance (MRT) was identical to that of the A3J-1. "During the climb between 20,000 ft. and 30,000 ft. Hp and at .80 IMN, the electrical and augmented systems were engaged. The normal (position), lateral, and directional trim controls also were engaged and used for the remainder of the flight. Lateral trim sensitivity was high during the climb and SUbsequent cruising flight. Control about all axes was satisfactory." Cruise

"It was intended to accelerate from .90 to 1.10 IMN.

)The servo valves were activated by cables hooked to the flight controls which served as a back-up to the fly-by-wire arrangement. Normally, moving the stick would send a signal via wi re to the servo valve.

,. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11.

FUSELAGE WING TAIL ENGINE NACELLES INLET OUCTS BOMB BAY OOORS WEAPON FUEL CONTAINER AFT FUEL CAN COUNTERMEASURE DEVICE PLASTIC BANDS

. _______\. .._/-----_----1

However, radio failure precluded this run. Consequently, the maximum speed attained was .92 IMN at 35,000 ft. Hp. Directional control forces were very light." Speed Brake Characteristics "The speed brakes were fully extended at .85 IMN and 35,000 ft. Hp in a shallow dive. Speed brake effectiveness was good and relatively high. A mild nose down trim change followed by a very mild nose up trim change occured during speed brake extension. Mild to moderate airframe buffet was encountered with the speed brakes extended. A sharp 'crack' was felt and heard as the brakes opened. This disturbance was undesirable. "Following the first brake retraction, the speed brake indicator showed 'barberpole'. Following a subsequent retraction, the speed brake indicator showed "In". Low Speed Investigation "Control effectiveness was investigated in the 'PA' configuration between 25,000 ft. and 20,000 ft. Hp using 50° and 40° of flap. Lateral control response for small deflections was low, but appeared to be slightly better at 50° of flap than at 40° at 145 KIAS. However, the effectiveness was adequate at 40° of flap and the minimum speed investigated was 140 KIAS with 40° of flap. Control was adequate about all axes to 140 KIAS and no unusual,characteristics were noted except moderate f1ap-

horizontal stabilator buffet. The chase pilots observed that the tips of the horizontal stabilators were oscillating through a double amplitude of 1 to 1-1/2 in. with the flaps at either 50° or 40°. Very little flap movement was detected, indicating that the buffet was due to horizontal stabilator shake. "Forty degrees of flap was preferred for the first landing because of the higher pitch attitude which would allow greater nose wheel clearance during a relatively

high landing speed." Landing "Landing was made at approximately 39,500 Ibs. gross weight in smooth air with 40° of flap, speed brakes closed, manual control and augmentation and yaw damper off. Touchdown was made at 140 KIAS on the main gear with power on. The approach was started at 160 KIAS at the 180° position and approximately 145 KIAS was attained "over the fence". The pilot's view over the side and over the nose during the approach and landing was excellent. Longitudinal control forces were high and made landing flare difficult. Immediately after touchdown an attempt was made to hold the nose wheel off, but because of the high forces, the nose wheel was allowed to touch down after a short run. Airplane deceleration was low. No attempt was made to brake the airplane (brakes checked at the 6,000 ft. marker) until braking for the turn off at the end of the runway was initiated with approXimately 2,000 fl.

A3J-l/A-5A, BuNo. 147852, prior to static engine tests at North American's Columbus, Ohio facility. Noteworthy is extended ram-air turbine visible forward of left main gear.

A3J-l/A-5A, BuNo. 147858, during its May 1963 assignment to the NASA at Edwards AFB, California. The "Vigilante" proved useful for sonic boom and related research.

A3J-l/A-5A, BuNo. 147856, bearing distinctive red scalloping. This "Vigilante" was one of the first four to be delivered, departing for VAH-3 on June 16, 1961.

A3J-l/A-5A, BuNo. 148930, of VAH-3 aboard the USS "Independence" (CVA-62) on September 30, 1962. Extended leading edge flaps are noteworthy.

5

of runway remaining. The brakes were relatively cool after

touchdown. " General "The chase pilot observed fuel dumping intermittently from the fuel vent pipe. "With approximately 5,000 Ibs. of fuel remaining, the fuel quantity indication system showed approximately 600 more Ibs. of fuel with the gear and flaps extended than in the cruise configuration.

"The cockpif'noise level was high throughout the flight (and on the ground, canopy closed) and was particularly annoying at about 80% rpm where a hollow howl was encountered.

"On the initial approach for landing, the windscreen frosted over. Canopy defrost and wiping the after half of the screen did not provide a satisfactory view over the nose until canopy defrost had been on for about 5 minutes

which produced an uncomfortably high cockpit temperature and head buffeting. Defrost flow modulation is required (windscreen defrost ducts were not installed because of the interim installation of thick plexiglass windscreen). "The inside canopy manual release could not be operated because of the high forces encountered." Conclusions ''The only major deficiency revealed within the scope

of the flying performed on this flight was flap-horizontal stabilator buffet. Lateral control effectiveness will require further evaluation. Although a number of malfunctions were encountered, none were critical."

Malfunctions 1. The fire doors were partially open during the entire flight. 2. The yaw damper disengaged frequently, requiring resetting. 3. Lateral control forces increased markedly when the electrical system was selected. 4. Fuel sequencing system would not maintain the 625 gais. sump level after selecting 'Transfer' momentarily. 5. The nose gear door remained fully open after gear extension. Following the second gear retraction, the nose

gear showed 'barberpole' and the chase pilot observed that the nose gear door was open approximately 2 in. and the right main gear door was gapping approximately 1/4 in.

6. NO.2 generator did not cut in as designed. The No.2 engine was started first and the NO.2 generator could not be 'Reset'. The No.1 generator cut in as designed and simultaneously the No.2 generator cut in. 7. The brakes were very spongy and the pedais did not return completely after release. 8. The speed brake indicator showed 'barberpoled' following the first speed brake retraction, but showed 'In' after a subsequent cycle. 9. The pitch trim indicator was inoperative. 10. UHF transmissions were initially garbled and then UHF communications were lost completely. 11. Fuel was dumped intermittently through the fuel vent line.

12. Three tries were required to lock the canopy closed." Following successful completion of the first flight, subsequent work on the two prototype YA3J-1s moved ahead rapidly. The second aircraft, BuNo. 145158, entered the company flight test program several months after BuNo. 145157 and immediately undertook preliminary aeroelasticity and control systems tests. Unfortunately, this aircraft, after completing 49 flights and 66.4 flight hours, was destroyed on June 3, 1959, when hydraulic and electrical sys1em failures caused loss of control. As the initial run of nine A3J-1s (BuNos. 146694 through 146702) became available for flight test during the middle of 1959, these aircraft joined the surviving prototype and quickly were allocated for Navy Preliminary Evaluation (NPE), Board of Inspection and Survey (BIS), and other miscellaneous trials at the Navy's Naval Air Test Center facility at Patuxent River, Maryland. Initial carrier trials were undertaken by NATC-assigned A3J-1, BuNo. 146697 on July 22, 1960, when the first successful carrier landings and takeoffs were completed aboard the USS Saratoga (CVA-60). A breakdown of the initial1est program assignment for each of the first sixteen A3J-1 s up to March 1, 1962, was as follows: SuNo. 145157 145158 146694 146695 146696

6

TOTAL FLTS. 307 49 251 253 180

TOTAL FLT. HRS. 433.6 66.4 318.9 441.9 232.1

MISSION powerplanUspin aero.lcontrol flut./struct./-6 powerplant bomb.lnav. system aero.

SuNo. 146697 146698 146699 146700 146701 146702 147850 147851 147852 147853 147854

TOTAL FLTS. 359 152 179 255 144 186 133 80 204 107 159

TOTAL FLT. HRS. 301.2 252.8 237.8 343.7 145.6 339.0 215.3 120.5 311.8 168.2 268.7

MISSION carrier suit.

ECM equip. Navy struct. bomb.lnav. system Navy Navy Navy radar/autopilot radar/bomb.lnav.

North American and several major factions in the Navy considered the Vigilante an extraordinary aircraft, and thus one worth promoting. Indeed, to underscore their claim during 1he first stages of what was soon to become a bitter fight with Congress to keep the Vigilante program alive, early production examples of the aircraft were utilized to set several world speed and altitude records. In the former category, noted aviatrix and then-president of the Federation Aeronautique Internationale, Jacqueline Cochran, on June 6,1960, became the first woman to fly Mach 2 when, as an occupant of the bombardierl navigator's compartmen1, she participated in a speed run over southern Ohio that reached Mach 2.02 (at 47,000 ft.) This was followed by a new world altitude record for class when, on December 13, 1960, a Vigilante carried a 1,000 kg (2,204.62 lb.) dummy payload on a zoom profile flight that peaked at 91 ,451 ft. Flying the mission from North American's Palmdale, California field facility, it exceeded the previous July 13,1951, Soviet "RV" experimental aircraft mark by 24,354 ft. The crew consisted of Navy Cdr. Leroy Hea1h and Lt. Larry Monroe, both of the NATC. Heath later was awarded the Distinguished Flying Cross while Monroe received the Air Medal. At least two A3J-1s, BuNos. 147856 and 147857, from the second production batch, were sent to the Naval Weapons Evaluation Facility (NWEF) at Kirtland AFB, New Mexico, where they became involved in cruciai nuclear and conventional weapons delivery testing. These tests had, in fact, been preceded by a lengthy series of bomb navigation system trials at North American's Columbus, Ohio facility and Patuxent River NAS. Initial bomb system 1rials under the aegis of North American had gotten underway during February 1961, and had led rapidly to the conclusion that deficiencies were significant and numerous; radar, television, terrain avoidance/contour mapping, visual air-to-ground modes, and F10F bombing computer anomalies were pervasive. The Navy, North American, and all affected subcontractors decided that corrective action should be undertaken immediately and tested utilizing A3J-1s BuNos. 146702, 148932, 149278, and 149281 from the second and third production batches. Navy evaluation of the AN/ASB-12(XN-2) Bomb Director Set with the F10F Bombing Computer was conducted at Patuxent River during the period from June 4 through 14, 1962. Twelve bombing flights totaling at 13.4 flight hours were conducted on the NATC cinetheodolite range utilizing A3J-1, BuNo. 146702. Actual drops were scored using Mk.83 low drag bombs during all-weather level flight deliveries at Mach .9 and 20,000 ft. Mk.89 practice bombs were utilized during all-weather loft and over-theshoulder (toss-bomb) deliveries at Mach .9 and 500 ft. run-in altitudes. A run-in heading of 340 0 was utilized for all deliveries. Analysis of the bombing trials determined that F10F steering mechanization resulted in a straight course track during all-weather level flight deliveries and during maneuvering mode deliveries to pull up. It also was determined that the steering signal after pull up was usable throughout the maneuver. Visual air-to-ground modes of the general purpose radar unit were not evaluated. Following the trials it was concluded that bombing accuracy of the all-weather, level flight mode was satisfactory at the delivery condition evaluated with a maximum cross wind component of 20 kts. Nine of twelve scored bombimpac1s were within the specification CEP. Bombing accuracy of the all-weather loft and over-the-shoulder modes was unsatisfactory, however, at the delivery conditions evaluated (with a cross wind component of 20 kts.) as only one of six over-the-shoulder bomb impacts was within the specified CEP. The Navy again recommended North American undertake modifications to the system to refine its accuracy. Other anomalies also had surfaced during this period, including a number related directly to the airframe and its components. Included were: insufficient structural integrity of the flap boundary layer control system com-

ponents; insufficient structural integrity of the main gear wheel bearings; excessive fuel spillage from the fuel cell' vent line; improper assembly of the wing fold control unit; inadvertent hard-over signals in the nose gear steering system; frequent failures of the station 556 fuselage bulkhead assembly; unreliability of the radar altimeter; implosion failures of the radar antenna front dish; poor reliability of cabin air conditioning system components; insufficient structural integrity of the drop tank fuel air pressure disconnect fittings; failures of the engine fire shutoff relay; incompatibility of the air refueling probe ,J,ith the Dalmo-Victor drogue; complexity of determin)ng bombing computer differential ballistic wind offset; poor reliability of the bomb bay fuel can transfer and dump system air valve; frequent failures of the mounting bolts associated with the engine airflow modulator roller assembly; and unsatisfactory operation of the canopy manual internal release handle. In general, the majority of these discrepancies were of minor importance and with select exceptions, easily corrected. Persisting, however, were increasingly frustrating difficulties with the linear bomb bay and its rearward ejecting bomb system; it steadfastly reiused to succumb to redesign and re-engineering. Anomalies remained with the radar (noise modulation and target bloom); the television (lack of contrast and acquisition range); the autonavigator (excessive warm-up time); the terrain avoidance system (lack of suitable ground calibration and alignment; lack of instantaneous vertical speed indicator; and lack of minimum range indication); the F1 OF bombing computer (inadequate steering signal and unsatisfactory bomb director set data); the radar altimeter (excessive errors); the air data computer (inaccurate airspeed position); the terrain avoidance radar system (inadequate radar antenna pitch stabilization; poor stabilization in autonavigator mode; lack of adequate centerline indication; lack of altitude selection capability of the radar altimeter warning light and insu(ficient dimming control range); and the air-to-ground system capabilities (excessive radar oscillation and azimuth cursor strobing). Actual A3J-1 nuclear weapons drop tests were initiated at Kirtland AFB, New Mexico in response to a February 9, 1960, directive that eventually became a phase of the Service Acceptance Trials. Initially, aircraft BuNo. 147857, received on April 28, 1962, was assigned as the sole test aircraft during the Initial Trials Phase (ITP). Later, it would be joined by BuNo. 147856. The purpose of the ITP was to determine the adequacy and reliability of the nuclear weapons provisions in the Vigilante and to determine the acceptability of the aircraft for service use for the delivery of nuclear weapons. BuNo. 147857 was representative of fleet configured A-5As (production numbers 34 through 45), but had additional test instrumentation and a test modification to the armament circuitry. It was delivered with known deficiencies in terrain avoidance and visual bombing modes. Nonproduction MOD C pylons were used as required by operating limitations. The following nuclear weapons, expendable store train items, and weapon adaption kits were utilized during the tests: 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11.

Mk.27 Internal Store Armament Package Mk.28 Internal Store Armament Package Mk.43 Internal Store Armament Package Production tail cone Expendable aluminum tail cone Production internal bomb bay fuel cans COnfigured for weapon store train Non-production internal bomb bay fuel cans not capable of carrying fuel Practice internal store train bomb bay fuel cans not capable of carrying fuel Production F-21 fins Production tail cone latch striker arms (kickers) later modified to a contractor designed test configuration Non-expendable Mk.28 MOD 0/1 Type 3 external training weapon

12. Expendable Mk.28 MOD 0/1 external store configured for fusing and firing functions (F&F) and instrumented for telemetered recording of F&F functions (yaw, roll, pitch, and acceleration 13. Expendable Mk.104 (Mk:28 ballistic shape), non-instrumented

14. Non-expendable Mk.28 MOD 0/1 external store, instrumented for telemetered recording of vibrations 15. Expendable SDU-8B store (Mk.43 retarded external ballistic shape), non-instrumented 16. Expendable BDU-18B store (Mk.43 free-fall external ballistic shape), non-instrumented 17. Non-expendable Mk.43 MOD 9 external Type 3 weapon 18. Mk.28 internal store train configured with F-21 fins, production bomb bay fuel cans, expendable tail cone, and Mk.28 MOD 0/1 store less afterbody,

A3J-l/A-5A, BuNo. 148933, during operations aboard the USS "Enterprise" (CVAN-65). Distinctive white scalloping on wing and horizontal stabilators is readily visible.

A3J-l/A-5A, BuNo. 149279, of VAH-7, during static display at NAS Jacksonville, Florida's 23rd anniversary celebration and open house. Wing pylons are noteworthy. instrumented for telemetered recording of F&F functions 19. Mk.28 internal store train configured with nonproduction bomb bay fuel cans, F-21 fins, no tail cone, and EX-30 store (Mk.28 internal ballistic shape), instrumented for F&F functions 20. Non-instrumented Mk.98 practice store train (Mk.28 internal practice store train) configured with F-21 fins, no tail cone, practice bomb bay fuel cans without fuel carrying capability, and EX-30 store (Mk.28 internal ballistic shape) 21. Mk.28 internal store train with production store train hardware and Mk.28 store less afterbody, instrumented for telemetered recording of vibrations 22. Non-expendable Mk.28 internal store train with production store train hardware and Mk.28 MOD 0/1 Type 3 weapon 23. Mk.27 internal store train configured with F-21 fins, production bomb bay fuel cans, expendable tail cone, production tail cone kickers, and Mk.27 internal store train less afterbody, instrumented for telemetered recording of F&F functions 24. Mk.27 internal store train configured with nonproduction bomb bay fuel cans, F-21 fins, no tail cone, Mk.27 ballistic shape, and instrumented for telemetered recording of yaw, roll, pitch, and acceleration 25. Non-expendable Mk.27 internal store train with production internal store train hardware and MK.43 MOD 9 Type 3 store 26. Non-exendable Mk.27 external store instrumented for telemetered recording of vibrations 27. Non-expendable Mk.57 external Type 3 weapon 28. Aero 8A practice bomb container 29. Mk.89 practice bomb (simulating free-fall trajectories) 30. Mk.106 practice bomb (simulating retarded trajectories)

Under the aegis of VX-5, DET A, the Vigilante nuclear weapons test program commenced on June 26, 1962, and continued for the following six months. It ended formally on December 31. Test objectives were to determine: (1) the effect of environment on the nuclear weapons and their systems; (2) separation characteristics of all nuclear stores in all available release modes; (3) ballistic characteristics of internal store trains in all available release modes; (4) adequacy and reliability of

North American's Columbus Division A3J-1/A-5A production line on March 12, 1962. Today this facility is effectively life/ess and is awaiting conversion to C-17 production.

A3J-l/A-5A, BuNo. 147856 in rarely seen markings of VX-5 test squadron. Redscalloped aircraft was photographed at NAS Pensacola on June 10, 1961.

operation of the T-375 AMAC (Aircraft Monitor and Control) System; (5) adequacy and reliability of the armament release circuitry; (6) adequacy and reliability of the ASB-12 and ASN-26 systems as .they affected bombing CEP and aircraft escape; (7) adequacy of the aircraft as a nuclear weapons delivery platform; (8) adequacy of operation of the thermal closure; and (9) compatibility of nuclear stores with the aircraft as necessary to satisfy Sandia Corporation requirements for certification. Tests that were not completed included the drop tests of the Mk.43 internal store train and the drop tests of weapons scheduled in the visual dive-toss mode. The lalter were eliminated due to the inability of the bomb directing set to function adequately and provide safe execution of the required maneuver in this mode. During the six month test program, a total of 136 flights were completed for a total of 183.1 flight hours. It was concluded that the A3J-1, throughout most of its applicable flight envelope, was a superior bombing platform. Unfortunately, its linear bomb bay and associated rearward bomb ejection system, around which its mission profile was being generated, were not of comparable dependability. Numerous difficulties arose not only with the radar and bomb/navigation unit, but also with the actual mechanical system used for supporting and ejecting from the aft end of the aircraft the various store trains. Specifically, difficulties arose with electrical and mechanical connections, weapons tunnel temperatures, the ejection gun, separation of the store trains from the aircraft, store train stability following ejection, and a host of other anomalies that remain too numerous to list here. Not too surprisingly, during the weapons release tests, it was discovered that when stores were transported conventionally (Le., on underwing pylons), minimal release difficulties were incurred. The aircraft was found to remain quite stable during the release sequence, and asymmetric yaw, even when carrying and releasing asymmetrical loads, was negligible, at worse. While troubles with its bombing system continued to beset the Vigilante, another difficulty of even greater magnitude was beginning to surface. The extraordinary

performance and compleXity of the aircraft had not come cheaply. The technological hallmark it repr~sented had cost millions of research dollars (Navy funding for the A3J-1 during Fiscal 1962 was $177.9 million; funding for 1963 was over $200 million) and Congress now was beginning to balk at unit cost figures that rapidly were approaching $9 million. Other Navy aircraft programs offering hardware of comparable capability at significantly less cost also were moving ahead on schedule. Oniy in speed was the Vigilante markedly superior, for it was becoming readily apparent that aircraft like Grumman's lumbering A-6 (notwithstanding its high vulnerability) easily could deliver weapons as accurately. Though long-term solutions to most of the linear bomb bay anomalies were thought possible, the expense coupled with the time required for correction were not considered palatable by the Congress-and some segments of the Navy. With these facts in mind, North American was quick to promote the altributes of their second-generation A3J-21A-5B. With accelerated production rates and the tapering off of the bombing system development program (the direct result of the previously mentioned inadequacies), North American claimed that a unit production cost of slightly less than $5 million might be possible (excluding government furnished equipment and weapons or sensors; the lalter, as concerns the RA-5C, caused the unit cost to exceed $16.5 million by 1964). Unfortunately, it was at just this very stage in the Vigilante's controversial and short history that the Joint Chiefs of Staff reached a somewhat acrimonious accord rescinding the Navy's right to a piece of the nuclear deterrent mission. The AF thus became the primary deterrent force, leaVing the Navy biased toward conventional tactical responsibilities. Part of the fall-out from this reorientation was the realization by both the Navy and North American that the Vigilante suddenly had become a superb airframe and propulsion system with no reason to exist. They now reviewed the NA-233's mission objectives and, in order to keep the program bUdgetarily alive within the constraints now placed on the Navy's limited strategic defense responsibilites, began selling the design to Con-

7

The first A-5B, BuNo. 149300, being rolled out from final assembly. Distinctive hump of this version later would become trademark of ubiquitous RA-5C.

The second A-5B, BuNo. 146699, during special public relations photo session. Lack of ventral canoe was the distinguishing feature of this rare "Vigilante" variant.

An inverted scale model of the RA-5C showing placement of this version's unique ventral canoe which was optimized 10 house the aircraft's various sensor systems:

RA-5C (Build No. 76) is seen at the end of the production line at North American's Columbus facility. The aircraft was undergoing final assembly prior to delivery.

. - - - - -.....

gress as a low-level attack aircraft optimized to carry conventional weapons. Consequent to this, North American now presented the Navy a selection of advanced Vigilante configuration studies that offered improvements in areas considered shortcomings in the original A3J-l configuration. An immediate step was to dramatically upgrade the aircraft's volumetric efficiency and thus permit an increase in fuel capacity and non-weaponry payload. This created an aircraft with substantial range, while expanding mission options to include tactical weapons delivery (by hanging weapons externally on wing pylons) and reconnaissance. Additionally, and perhaps most importantly, the Navy reciprocally agreed to relax its stringent zero wind-overdeck takeoff requirement. This, coupled with the improved thrust offered by the J79-GE-8 found in lateproduction A3J-l s, an associated increase in engine intake duct capture area, the introduction of blown leading edge flaps (and the deletion of blown trailing edge flaps), and a dramatic increase in trailing edge flap span and chord (and thus, area), produced decided improvements in low-speed and high-altitude performance while allow-

ing a 60% increase in gross takeoff weight (to just over 80,000 Ibs.-which also led to upgraded braking capacity to accommodate the increased dynamic loads). In order to expedite the new Vigilante version's service introduction and consequently to add credence to then-on-going Congressional arguments in favor of the Navy's strategic deterrence role, approximately mid-way through the Model NA-269 production contract (consummated on November 16,1959, and calling for 52 A3J-ls), a decision was made to complete the eighteen remaining airframes, from 269-35 through 269-52, as the first of the dramatically reconfigured A3J-2s. The first of these, BuNo. 149300, following conventional ground and taxi tests, was flown for the first time on April 29, 1962. The A3J-2, later redesignated A-5B, had profitted considerably from the lessons learned from the A3J-l/A-5A. The improvements in high lift devices, the increased wing area resulting from the enlarged flaps, and the increased fuel capacity resulting from the additional fuel tanks mounted on the top side of the fuselage (sometimes referred to as the "top-cap" mod and creating a total redesign of the upper fuselage fairing and related canopy

RA-5C testbed, BuNo. 150823 during low-speed flight with leading and trailing edge flaps and landing gear extended. Carriage of four external tanks was noteworthy. This aircraft spent most of its service career at NAS Patuxent River.

8

details) led to a significantly more capable combat aircraft-though one that, as a result of the Navy's rescinded nuclear deterrence role, effectively was stillborn. In fact, this latter dilemma had become of paramount importance during the waning months of 1961 when it became a certainty the AF would be victorious in its battle with the Navy over the question of deterrence. A long-standing and legitimate need for Navy fleet reconnaissance capability now provided justification for newly appointed Secretary of Defense Robert McNamara to keep the Vigilante in production. After being granted approval by the tri-service Darrow tactical reconnaissance board (which considered all military systems of this nature with the idea of eliminating overlap and integrating analysis and control systems), the resulting aircraft, which was generated in very short order under the auspices of the NA-269 model designator, offered the payload capacity required to accommodate the side-looking airborne radar (SLAR) and numerous optical sensors specified for the Navy's reconnaissance mission. Utilizing the basic airframe of the limited-production A3J-2, the new aircraft, initially referred to as the A3J-3 (and sometimes, the A3J-3P), and later as the RA-5C, was to prove the definitive version of the Vigilante. By the time the Navy's reconnaissance requirement resulted in a redirection of the Vigilante production effort, the first 18 A3J-2s were too far along in the production process to be quickly reconfigured to the reconnaissance configuration. Accordingly, all 18 aircraft were completed to the A3J-21A-5B standard and the first production example was rolled out for the first time during September 1962. Only two A-5Bs, BuNos. 149300 and 149302, were delivered to the Navy under the aegis of that designation. Another four (BuNos. 149301, 149303, 149304, and 149305) of the 18-count batch were delivered as YA-5Cs, and though lacking reconnaissance systems, were utilized by VAH-3 in an interim role as RA-5C trainers during late 1963 and early 1964, .prior to receipt by that unit of fUll-Up capability aircraft. The remaining twelve A-5Bs, BuNos. 149306 through 149317, were retained at Columbus as undelivered pending a decision concerning their conversion to RA-5C standard. The first purpose-built RA-5C, BuNo. 150823 (preceded by BuNos. 149300 and 146699-which flew for the first time as an A-5B and A-5A, respectively), incorporating the major design changes peculiar to the A-5B while optimized to carry an extensive array of tactical reconnaissance equipment (including frame cameras, panoramic cameras, side-looking airborne radar [SLAR], and

a complement of electronic countermeasures equipment fully capable of dealing with advanced electronic warfare scenarios) in a specially designed ventral canoe, was rolled out for the first time during the early summer of 1962 and flown for the first time on June 30. Systems and performance tests were initiated almost immediately afterwards with the majority of these being conducted at the Naval Ordnance Test Station, China Lake, California.

j

Conversion of all eighteen A3J-21A-5B standard aircraft to RA-5C standard eventually took place, alongside aircraft purpose-built to the RA-5C specification. Following conversion, the eighteen A3J·2/A-5Bs became RA-5Cs still while retaining their original BuNos. Utilizing FY 1963 funding, 43 standard RA-5Cs followed close on the heels of the eighteen original NA-269 aircraft. When the last of these rolled from the Colum-

bus Division line, it appeared that Vigilante production had come to an end. Accordingly, tooling and related hardware were placed in long-term storage and the Columbus facility shifted priorities to other products, inclUding the remanufacture of 43 A3J-l/A-5As to RA·5C standard. Attrition caused by continuing hostilities in and around Vietnam resulted in renewed Navy interest in the RA·5C during 1967. The aircraft had proven remarkably successful in its reconnaissance role (Defense Secretary McNamara once stated that the RA-5C's informationgathering capability could not be duplicated "by any other device in the Navy inventory") and no other readily available aircraft was available immediately to accom· modate the reconnaissance mission requirement. Accordingly, during 1968, in a rare occurence of reinstatement, the RA·5C was placed back in production

in order to accommodate Navy operational needs. Though initial orders called for 46 new RA-5Cs, only 36 were actually procured (the first of these flying during March 1969). The last totally new aircraft completed, BuNo. 156643, rolled from the Columbus Division's plant doors on August 10, 1970. It was delivered to the Navy on November 5. The last North American-sponsored flight of an RA-5C occurred on July 25,1974, when BuNo. 156615 departed Columbus for delivery to the fleet piloted by chief company test pilot Ed Gillespie and company airborne test engineer Dave Breese. A final delivery flight from Columbus followed on July 31 , this being accommodated by a Navy crew. In all, 156 Vigilantes were manufactured in Columbus and 140 of these were either manufactured as RA·5Cs or rebuilt to that standard. The following is a complete listing of all Vigilantes and their respective dispositions:

VIGILANTE INVENTORY It should be noted that the factory serial number indicates the order of manufacture. Some of the original A-5As (factory numbers 1 through 59) were converted to RA-5Cs; these aircraft are designated by the original A-5A number and the RA-5C conversion "C" number. BuNos. 149300 through 149305 were A-5B/YA-5C aircraft converted to RA-5Cs, and 149306 through 149317 were A-5B aircraft converted to RA-5Cs. In all, there were 156 Vigilantes made, of which 122 were RA-5Cs (79 original and 43 converted aircraft). FACTORY NUMBER DISPOSITION/LOCATION/CREW

BuNo. 145157 145158 146694 146695 146696 146697 146698 146699 146700 146701 146702 147850

I/C66 2 3 4/C67 5/C68 6 7/C69 8 9 10/C70 11/C48

147851 147852 147853 147854

13 14/C79 15/C85 16/C84

147855 147856 147857 147858 147859 147860 147861 147862 147863

17

121C58

18/C86 19/C80 20/C64 21/C83 221C82

23/C81 24 25

148924 148925 148926

26 ·27/C60 28/C78

148927 148928

29 30/C78

148929 148930

311C71 32

148931

33

148932 148933 149276 149277 149278

34/C49 35/C63 36/C52 37/C47 38/C54

149279

39/C44

149280

40/C46

149281

41/C61 42

1492~2

149283

43/C50

149284 149285

44/C51 45/C45

149286 149287 149288

46/C55 47/C59 48/C65

149289 149290

49/C53 SO

149291 149292

51/C57 52

149293

53/C62

149294 149295 149296

54/C56 55/C73 56/C77

149297

57/C72

Stricken at Davis Monthan AFB, AZ. Ejection at Columbus, OH; Hopkins Ejection at Columbus, OH; Burdick Stricken at Key West, FL Stricken at Davis Monthan AFB, AZ.; to Soccoro Stricken; Gate guard PAX River, MD Stricken at Lakehurst, NJ Stricken; Destroyed at NWEF, Albuquerque Ejection at Patuxent River, MD; Lcdr. Grimes Stricken at Davis Monthan AFB, AZ. Stricken at Jacksonville, FL Ejection at Albany, GA; RVAH-12; Cdr. Bolte, Ltjg. Hawken Stricken at Pax River, Maryland Stricken at Davis Monthan AFB, AZlChina Lake Stricken at Jacksonville, FL Ejection Uss Independence RVAH-7; Cdr. Pritscher, Ltjg. Feldhaus Ejection at NASWF; Gugenbiller, Lt. Biehl Stricken at Jacksonville, FL Stricken at Davis Monthan AFB, AZ.; China Lake Stricken at Albany, GA Stricken at Davis Monthan AFB, AZ. Stricken at Key West, FL Stricken at Davis Monthan AFB, AZ.; China Lake Stricken on USS RooseveItRVAH-3; Cdr. Gear Ejection USS Enterprise RVAH-7; Lcdr. Tuttle, Ltjg. Sharp Stricken at Sanford Stricken at Davis Monthan AFB, AZ. Ejection at Tokyo, Japan, RVAH-6; Lcdr. Campbell, Lt. Cook Stricken at Sanford Ejection at Clark AFB RP RVAH-7; Cdr. Billings (CAW-14), Ltjg. Beaver Stricken at Jacksonville, FL Ejection at Sanford, FL RVAH-3; Lcdr. Lovelace, Adj.l Kelsey Ejection USS Enterprise RVAH-7; Lcdr. Chapdelaine, AEI Stringer Stricken on board USS Forrestal (Flight deck fire) Stricken at Davis Monthan AFB, AZ. Stricken at Key West, FL Stricken at Davis Monthan AFB, AZ. Combat loss USS Enterprise RVAH-l; Lt. Norrington, Lt. Tangeman Ejection USS America RVAH-5; Lcdr. Pippen, Ltjg. Otis Lost at sea USS Ranger RVAH-3; Lcdr. Woolf, Ltjg. Kirby Stricken at Davis Monthan AFB, AZ.; to Soccoro Stricken USS Enterprise RVAH-7; Lt. Kruse, Ltjg. Cottle Combat loss USs Kitty Hawk RVAH-ll; Cdr. James, Lcdr. Monroe Stricken on board USS Forrestal flight deck fire Ejection USS America RVAH-5; Lcdr. Meyer, Ltjg. Waggoner Stricken at Davis Monthan AFB, AZ.; to Soccoro Ejection at Albany, GA; Cdr. Barnes, Ltjg. Hornick Ejection USS Enterprise RVAH-7; Lt. Sutor, Ltjg. Carrothers Stricken at Davis Monthan AFB, AZ. Stricken USS Independence RVAH-l; Lcdr. Conrey, Lt. Garret Stricken at Davis Monthan AFB, AZ. Ejection at Sanford, FL RVAH-3; Lcdr. Moore, Ltjg. Haney Combat loss USS Constellation RVAH-5; Cdr. Stamm, Ltjg. Thurn Stricken at Davis Monthan AFB, AZ. Stricken at Davis Monthan AFB, AZ. Ejection at sea Key West, FL RVAH-3; Lt. Carson, Lcdr. Comstock Stricken at Davis Monthan AFB, AZ.; to Soccoro

DATE OF ACTION 4 May 78 3 Jun 59 9 Jan 63 12 Nov 73 2 May 72 31 Jul 75 17 Mar 4 May 3 Aug 5 May

61 79 79 72

11 Jan 10Jan 8 Jun 14 May

61 74 76 68

29 Aug 8 Jun 29 Jan 13 Dec 4 May 27 May 24 Jun 9 Jan 27 Sep

61 76 74 71 78 77 74 62 64

BuNo.

FACTORY NUMBER DISPOSITION/LOCATION/CREW

DATE OF ACTION

149298 149299 149300 149301 149302

58/C74 59/C75 60 61 62

3 Aug 20 Sep 3 Jan 16 Feb 17 Aug

79 77 75 78 67

149303 149304 149305 149306

63 64 65 66

30 Oct 12 Sep 29 Jul 9 Dec

69 73 67 64

149307 149308

67 68

149309

69

149310 149311 149312

70 71 72

149313 149314

73 74

149315 149316

75 76

149317 150823 150824 150825

77 1 2 3

150826

4

150827

5

150828

6

150829 150830

7 8

150831 150832 150833

9 10 11

3 Sep 65

150834 150835

12 13

9 Sep 68

150836

14

10Jan 74 20 Feb 63

150837 150838 150839 150640 150841 150842

18 19 20

151615 151616

21 22

151617

23

4 May 78 19 Sep 63

151618 151619

24 25

4 May 78 8 Sep 64

151620 151621

26 27

24 Oct 68

151622 151623

28 29

4 May 78 4 May 78 5 Mar 74

151624 151625

30 31

23 Apr 72

151626

32

6 Jan 65 6 May.74 27 Nov 62 27 Nov 62 1 Jan 70 9 May 75 5 Sep 63 5 May 64 29 Jul .4 May 31 Jul 4 May 5 May

67 78 76 78 68

18 May 68 29 Jul 67 21 May 66 19 Sep 63 19Jun69 6 Oct 66

15 16 17

Stricken at Jacksonville, FL; to Socorro Stricken at Key West, FL Stricken at Jacksonville, FL Stricken at Key West, FL Stricken USS Constellation RVAH-12; Cdr. Dian, Ltjg. Hom Stricken Stricken at Davis Monthan AFB, AZ.; to Socorro Stricken USS Forresta/ flight deck fire Combat loss USS Ranger RVAH-5; Lcdr. Beard, Ltjg. Cronin Stricken at Davis Monthan AFB, AZ. Ejection at Sanford, FL RVAH-9; Lcdr. Smith, Adjc. Carolyers Combat loss USS Constellation RVAH-6; Lcdr. Thompson/Ltjg. Parten Stricken at Davis Monthan AFB, AZ.; China Lake Stricken at Davis Monthan AFB, AZ.; to Socorro Stricken USS Ranger RVAH-9; Lcdr. Schoonover, Ltjg. Hollingsworth Stricken at Davis Monthan AFB, AZ. Ejection at Sanfrod, FL RVAH-3; Lcdr. Butler, Ens. Smith Ejection at Sanford, FL RVAH-3; Lcdr. Scruggs Ejection USS Forrestal RVAH-13; Lt. Jenkins, Lt. Standridge Stricken at Davis Monthan AFB, AZ. Stricken at Jacksonville, FL Stricken at Key West, FL Ejection USS Forrestal RVAH-13; Cdr. Barnes, Ltjg. Wolfe Combat loss USS Kitty Hawk RVAH-13; Cdr. Griffen, Walters Ejection at Sanford, FL RVAH-3; Cdr. Mclain, Lt. Morgan Ejection USS Saratoga RVAH-l; Lcdr. Williams, Lt. Haisten Stricken at Davis Monthan AFB, AZ. Combat ioss USS Constellation RVAH-6; Lcdr. Kolstad Ltjg. Klennert Stricken at Jacksonville, FL Stricken at Davis Monthan AFB, AZ. Ejection USS Kennedy RVAH-14; Lcdr. Reed, Lt. Marechal Stricken at Davis Montah AFB, AZ.; to Socorro Ejection USS America RVAH-5; U. Pirrotte, Ens. McClure Ejection USS America RVAH-5; Lcdr. Pippen, Ltjg. Otis Stricken at Key West, FL Stricken at Davis Monthan AFB, AZ. Stricken at Davis Monthan AFB, AZ.; to China Lake Stricken at Davis Monthan AFB, AZ. Stricken at Jacksonville, FL Combat loss USS Enterprise RVAH-6; Cdr. White, Lt. Carpenter Combat loss RVAH-l; Lcdr. Bell, Lcdr. Hutton Ejection Sanford, FL RVAH-l; Lcdr. Bell, Amhc. Pemberton Ejection USS Kennedy RVAH-14; Cdr. Williams, Lt. Feeback Combat loss RVAH-7; Cdr. Polfer, Ltjg. Kernan Lost at sea USS Independence RVAH-l; Cdr. Matula, Lt. Gronquist Ejection at Albany, GA RVAH-12; Cdr. Huber Ejection at Sanford, FL RVAH-13; Cdr. Nolta, Ltjg. Stokes Stricken at Key West, FL Combat loss USS Enterprise RVAH-7; Cdr. Jarvis, Ltjg. Artzlip Combat loss RVAH-13; Lcdr. Johnson, Lcdr. Nordahi Combat loss USS Kitty Hawk RVAH-13; Lt. Coffee, Ltjg. Hanson Stricken USS Forrestal

4 May 78 14 Nov 64 19 Aug 66 14 Oct 70 5 Jun 74 16 Jan 66 4 May 78 14 Jun 67 3 Oct 67 2 Feb 70 4 May 8 Jun 18 Nov 23 Jan

78 76 76 70

19 May 67

15 Dec 65 20 Sep 64 4 May 78 23 Oct 66 3 Aug 79 4 May 78 9 Sep 69 3 Dec 73 17 Oct 65 16 Oct 65 26 Jan 4 May 30 Aug 4 May 26 Jan 31 Mar

72 78 70 78 72 69

20 Oct 65 3 Sep 64 6 Aug 70 7 May 72 20 Jul 65 5 Mar 70 23 Dec 64 1 Jul 75 12 Feb 67 20 Dec 65 3 Feb 66 25 Oct 68

9

RA-5C, BuNo. 150823, following assignment to the NATC at NAS Patuxent River. Carrier trials were conducted aboard the USS "America" (CVA-66) during April 1965.

BuNo.

FACTORY NUMBER DISPOSITIONILOCATIONICREW

151627

33

151628 151629 151630

34 35 36

151631

37

151632

38

151633

39

151634

40

151726 151727 151728

41 42 43

156608 156609

87 88

156610 156611

89 90

156612 156613 156614.

91 92 93

156615 156616

94 95

156617

96

Combat loss USS Kitty Hawk RVAH·13; Cdr. Putnam, Ltjg. Pendergast Stricken at Davis Monthan AFB, AZ Stricken at Davis Monthan AFB, AZ Ejection at Naples, FL RVAH-3; Lcdr. McKay, Lt. Stevens Ejection USS John F. Kennedy RVAH-14; Lcdr. Bright, Ltjg. Ellis Combat loss USS Kitty Hawk RVAH·13; Lcdr. Lukenbach, Lcdr. Daigel Combat loss USS Enterprise RVAH-7; Lt. Sutor, Ltjg. Dresser Combat loss USS Constellation RVAH-12; Lcdr. Hyatt, Ltjg. Goodermote Stricken at Davis Monthan AFB, AZ Stricken at Rota, Spain Ejection at Miami, FL RVAH-3; Lcdr. Sledge, Ltjg. Lowrie Static Display at NAS Memphis, TN Ejection USS Constellation RVAH-12; Lcdr. Fowler, Ltjg. Dipadova Stricken at Rota, Spain Lost at sea USS Independence RVAH·11; Lcdr. Karr, Lcdr. Pullinger Static Display at NAS Key West, FL Stricken at Jacksonville, FL Ejection USS Forrestal RVAH·6; Lt. Rutledge, Ltjg. Parr NWC China Lake, CA Combat loss USS Saratoga RVAH-1; Lcdr. Smith, Lt. Kunz Stricken at Key West, FL

DATE OF ACTION 9 Mar 67 4 May 78 4 May 78 13 Aug 74

The third RA-5C, BuNo. 150826, during flight trials over North American's Columbus facility. The aircraft temporarily was flown in natural metal scheme.

BuNo. 156618 156619

19 Feb 69

156620 156621 156622 156623

22 Dec 65

156624

16 Dec 65

156625 156626 156627 156628 156629

13 Aug 67 4 May 78 26 Jan 72 8 Dec 67 20 Nov 79 21 Apr 73 31 Oct 78 22 Jul 70 19 Jun 78 3 Aug 79 11 July 74 16 Nov 79 7 Jun 72 18 Nov 76

156630 156631 156632 156633 156634 156635 156636 156637 156638 156639 156640 156641 156642 156643

FACTORY NUMBER DISPOSITION/LOCATION/CREW 97 Stricken at Jacksonville, FL 98 Ejection at Albany, GA RVAH-3; Lcdr. Watt, Lcdr. Criswell Stricken at North Island, CA 99 100 Static Display at Pensacola, FL 101 Storage at Davis Monthan AFB, AZ 102 Lost at sea USS Sarato9a RVAH-11; Cdr. Hogan, Lcdr. Mullholland 103 Static Dispaly at Navy Aviation Museum, Pensacola, FL 104 Storage at Davis Monthan AFB, AZ 105 Stricken at Key West, FL 106 Stricken at Cubi Point, RP 107 Storage at Davis Monthan AFB, AZ 108 Ejection USS Ranger RVAH-1; Lcdr. Renner, Lt. Joseph 109 Ejection at Albany, GA RVAH-1; Lt. Pigeon, Lt. Bixler 110 NWC China Lake, CA 111 NWC China Lake, CA 112 Combat loss USS Enterprise RVAH-13; Lcdr. Agnew, Lt. Haifley 113 Lost at sea USS Enterprise AVAH-5; Cdr. Everett, Lcdr. Stokes 114 Stricken at Rota, Spain 115 Storage at Davis Monthan AFB, AZ 116 Ejection at Patuxent River, MD; Lcdr. Hauck 117 NWC China Lake, CA 117 NWC China Lake, CA 119 NWC China Lake, CA 120 NWC China Lake, CA 121 Stricken at Jacksonville, FL 122 Static Dispaly at Patuxent River, MD

DATE OF ACTION 3 Aug 79 12 Jan 78 13 Jan 21 Nov 2 Feb 2 Feb

79 78 75 75

11 Oct 78 17 Apr 19 Jun 26 Mar 7 Feb 27 Sep

79 78 79 79 70

1 Mar 1 Aug 1 Aug 28 Dec

72 79 79 72

17 Oct 71 7 Feb 12 Jun 23 Jul 1 Aug 15 Jun 15 Jun 16 Nov 3 Aug 15 Jun

78 79 73 79 79 79 79 79 79

RA-5C, BuNo. 150828, was the first production sample of this variant and the first to fly (on September 12, 1963), with a complete instrument and sensor system package.

The reopened RA-5C production line on January 22, 1970. These aircraft were in final assembly immediately prior to Navy delivery and assignment to operational units.

RA-5C, BuNo. 146696, of RVAH-l, being recovered aboard the USS "Saratoga" (CVA-60) in the Atlantic Ocean on May 11, 1969. High pitch angle is noteworthy.

RA·5C, BuNo. 149287, of RVAH·l. Folded wingtips conserved cramped carrier deck space. Vertical fin also was foldable, but usually left extended.

10

MISCELLANEOUS DESIGN STUDIES: North American's Columbus Division continued to explore potential indigenous and foreign markets for the Vigilante and its various derivatives throughout the history of the program. The most likely customer, other than the Navy, was of course the AF, and accordingly, manyovertures to that service were made during the course of the twelve years the aircraft remained in production. Because of the Vigilante's phenomenal performance, the Air Defense Command (ADC-which later became the Aerospace Defense Command) during 1960, appeared to offer the greatest potential for a sale, and accordingly, many of North American's AF design studies were optimized to meet ADC requirements. Among the more noteworthy ADC-oriented Vigilante studies was a group proffered under the aegis of the title Retaliator. These called for the incorporation of a single Rocketdyne (North American) XLR46-NA-2 liquid-fuel rocket in the area normally occupied by weapons and/or auxiliary fuel tanks. This added pmpulsion unit was optimized to improve speed and altitude performance while permitting the aircraft to carry externally a sizable quantity of high performance air-to-air radar guided missiles. Following initial presentations during 1960 and 1962, the Retaliator was shelved temporarily while a more realistic demand for its capabilities developed. Ten years later, the ADC mission, by then referred to under the IMI acronym (Improved Manned Interceptor) was addressed with the NR-349 design which added a third J79 in the space originally allocated the linear bomb bay. Bifurcated dorsal intakes were faired into the upper surfaces of the two standard intakes and served to duct air to the additional engine. Radar guided air-to-air missiles were faired externally underneath the fuselage. Still other studies calling for the incorporation of advanced sensors and J58 turbo-ramjet engines also failed to reach fruition. Plans for Marine Corps acquisition also failed to gel. The Vigilante's innate ability to operate from short strips had made it suitable for what the Marine Corps referred to as Short Airfields for Tactical Support (SATS). This activity could be accommodated through the use of portable catapults and arresting gear. At the time of consideration, SATS units already were deployed with the Marines in the Western Pacific. Cost constraints killed the Marine Corps proposal long before hardware development was initiated. Concern remained throughout the operational career of the Vigilante over its great weight and associated high landing and takeoff speeds. Accordingly, North American, at one time, initiated discussions with noteworthy NASA aerodynamicist John Stack wherein it was concluded the company should explore the possibility of applying a variable·geometry (variable-sweep) wing to the Vigilante. This occurred during June 1959, and though wind tunnel tests at NASA's Langley, Virginia facility indicated reasonable advantages to the configuration, no full-scale hardware ever was built. It also should be mentioned that the Vigilante was offered for foreign sale to several countries, including Australia. Limited information has surfaced pertaining to the proposed foreign Vigilantes, but it appears the aircraft was proffered in a variety of configurations that included attack and reconnaissance capability. Though physically appealing and giving the impression of being quite potent, the various Vigilante proposals eventually all proved still-borne. No non-Navy Vigilantes ever flew, though at least one aircraft, BuNo. 145157, was ioaned the AF for a short term flight test program to explore its potential. Additionally, another Vigilante, BuNo. 147858, was loaned the NASA for participation in a noise pollution research program conducted at Edwards AFB, California during March/April 1963.

resulted from a new Navy training policy that was implemented at approximately the same time production Vigilantes first were becoming available for fleet introduction. Resulting from this were several special RAG (Replacement Air Group) squadrons created to support various Navy aircraft communities (Le., the Douglas A3D, the Douglas A4D, the Vought F8U, etc.). Heavy Attack (VAH) community assets thus were divided between Atlantic and Pacific Fleet organizations with VAH-3 accommodating the needs of the former and VAH·123 accommodating the needs of the latter. Because both served the A3D community, they were considered primary personnel resources for Heavy Attack Wing One (HAtWingOne) at NAS Sanford, Florida, and Commander, Fleet Air Whidbey (ComFAirWhid) at NAS Whidbey Island, Washington (assigned control over Pacific Fleet VAH units following the disestablishment of HAtWingTwo on June 30, 1959). Further to this, as per Navy standard practice, once assigned to a carrier, the VAH squadrons and detachments reported to the Commander of the embarked Carrier Air Group (CAG) for operational control. Because the Vigilante's mission underwent a drastic change from attack to reconnaissance during the course of the type's introduction into service, major changes took place in its system of squadron assignments and chain of command. As a reconnaissance platform, it was moved from heavy attack (VAH) to reconnaissance attack (RVAH) squadrons, and because the latter required only half the aircraft of the former (six vis twelve), it became possible to concentrate the RVAH community at a single shore base and consequently to limit training resources to a single RAG. NAS Sanford assumed the latter responsibilities and HAtWingOne's RAG, VAH-3 ("Heavy Three"), thus became during 1961, the primary Vigilante training squadron. The initial four operational A3J-1s were assigned to VAH-3 and formally handed over at NAS Sanford on June 16, 1961. These aircraft were used for pilot and bombardier/navigator qualification and training only. Standard curriculum for transitioning into the Vigilante consisted of the following:

R4D R4D R4D A3D-2T A3D-2T A3D-2T A3D-2T A3D-2T A3D-2T A3D-2T A3D-2T A3D-2T A3D-2T A3D-2T A3D-2T A3D-2T A3D-2T A3D-2T A3D-2T A3D-2T A3J A3J A3J A3J A3J A3J

OPERATIONAL SERVICE: In the middle of the turmoil surrounding its operational failings and extraordinary cost, production of the A3J·1 during the late 1950s and early 1960s continued to accelerate at Columbus. While the Congress argued with the Navy and North American over the Vigilante's bUdget and linear bomb bay problems, preparations were initiated during 1959 to make Navy transition into the type as smooth and safe as possible. Underscoring the latter was the incorporation of "contractor support" as part of the Fleet Introduction Program (FIP). Under this concept, North American provided technical training, spare parts, and maintenance assistance. Though relatively common· place during test and development, this kind of support had never previously been utilized at the FIP level. Some difficulty in integrating the Vigilante into the fleet

A3J A3J A3J A3J A3J A3J A3J A3J A3J A3J A3J

Dead reckoning procedures Low level nav and dead reckoning procedures Low level nav and optical drift MPP, pressure and low level nav MPP, pressure and low level nav Radar familiarization IP and checkpoint procedures Simulated bombing runs Low level sharkey navigation High altitude pinpoint bombing Masthead bombing Tampa target identification Radar reconnaissance Radar reconnaissance

RBS Jacksonville RBS Jacksonville Delivery mission Delivery mission Multiple strike mission Multiple strike mission Familiarization Aerobatics, ioft indoctrination, GCA, bounce Loft familiarization, bounce Supersonic flight, fam. Basic instruments, (hooded) penetration. GCA Airways instruments, (hooded) penetration, GCA Instrument check (hooded) Night familiarization Night airways, penetration, GCA Low level loft and over-theshoulder introduction Low level loft and over-theshoulder Low level loft and over-theshoulder High altitude bombing/RTI Jacksonville Low altitude RTI Low altitude RTI Loft and over-the-shoulder bombing Loft and over-the-shoulder bombing

A3J A3J A3J A3J A3J A3J A3J A3J A3J A3J A3J

HOURS GROUt-jD/FLIGHT 2.5/4.5 2.5/4.5

F9F-8T F9F-8T F9F-8T F9F-8T A3J A3J A3J A3J A3J A3J A3J A3J A3J A3J A3J A3J A3J A3J A3J

2.5/4.5 2.5/4.5 2.5/4.5

A3J

2.5/4.5 2.5/4.5 2.5/4.5 2.5/4.5 2.5/4.5

A3J

2.0/2.0 1.0/2.0 2.0/2.5 2.0/3.5 2.0/2.5 2.0/2.0 2.0/3.5 2.0/1.5 2.0/1.5 2.011.5 4.0/3.0 4.0/3.0 4.0/3.0 2.0/1.5 2.0/1.5

A3J A3J A3J A3J A3J A3J A3J A3J A3J A3J A3J

2.0/1.5 2.0/1.5 3.5/3.5 3.5/3.5 4.0/3.0 4.0/3.0 4.5/2.5 4.5/2.5 4.0/3.0 4.0/3.0 4.5/2.5 5.0/2.0

VAH·3 CURRICULUM

AIRCRAFT MISSION DESCRIPTION

A3J A3J A3J A3J A3J A3J A3J

2.5/4.5 2.5/4.5 2.5/4.5 2.5/4.5 2.5/4.5 2.5/4.5 2.5/4.5 2.5/4.5 2.5/4.5 2.5/4.5 2.0/2.0 2.0/2.0

Loft and over-the-shoulder bombing Laydown bombing High altitude RBS High altitude navigation Low altitude D/M Low·low-high D/M High-low-high loft D/M High-low-high over-theshoulder D/M High-low-high laydown D/M High-lOW-high laydown D/M Hi9h-Iow-hi9h shape drop D/M Hi9h-Altitude supersonic D/M

A3J·1 PILOT TRAINING -

A3J

A3J·1 BOMBARDIER/NAVIGATOR TRAINING AIRCRAFT MISSION DESCRIPTION

A3J

Aerobatics Instrument loft demonstration Instrument loft procedures Instrument loft procedures Pre·f1ight, cockpit check, taxi Basic airwork, control system check-out, slow flight bounce AlB take-off. auto flight system, bounce Systems emergencies, GCA, bounce Aerobatics, loft indoctrination, GCA, bounce Loft familiarization, bounce Supersonic flight fam Basic instruments (hooded) penetration, GCA Airways instruments (hooded) penetration, GCA Instrument check (hooded) Night familiarization Night airways, penetration, GCA Low level loft and over-theshoulder introduction Low level loft and over-theshoulder tactics Low level loft and over-theshoulder tactics Formation and FCLP demonstration Formation and FCLP Formation and FCLP Formation and FCLP High altitude bombing, RTI Low altitude RTI Low altitude RTI Loft and over-the-shoulder bombing Loft and over-the-shoulder bombing Loft and over-the-shoulder bombing Laydown bombing High altitude RBS High altitude navigation Low altitude Low-low-high High·low-high loft High-lOW-high over-theshoulder High-low-high laydown High-low-high laydown High·low-high shape drop High altitude supersonic

HOURS GROUND/FLIGHT 1.5/1.5D 1.5/1.5 D 1.5/1.5 D 1.5/1.5 D 2.0/0 D 2.0/2.0 D 2.0/2.0 D 2.0/2.0 D 2.0/2.0 D 2.0/2.0 D 1.0/2.0 D 2.0/2.5 D 2.0/3.5 D 2.0/2.5 D 2.0/2.0 N 2.0/3.5 N 2.0/1.5 D

2.0/1.5 D 2.0/1.5 D 2.0/1.5 D 2.0/1.5 D 2.0/1.5 D 2.0/1.5 D 4.0/3.0 D/N 4.0/3.0 D 4.0/3.0 D/N 2.0/1.5 D 2.0/1.5 D 2.0/1.5 D 2.0/1.5 D 3.5/3.5 D/N 3.5/3.5 D/N 4.0/3.0 DIN 4.0/3.0 D/N 4.5/2.5 D 4.5/2.5 D 4.0/3.0 D/N 4.0/3.0 D/N 4.5/2.5 D 5.0/2.0

By May 1962, a number of pilots had been qualified in A3J-1 familiarization flights by VAH-3 instructor pilots, and the second two classes of pilots and bombardier/ navigators from VAH-7 were undergoing training. VAH·7, in fact, became the first operational unit to receive the type when it began transitioning ftom the Douglas A3D-2 to the A3J-1 during the summer of 1961, utilizing aircraft assigned to VAH·3. The first of VAH-7's allotment of 12 A3J-1 s began to arrive at NAS Sanford on January 25, 1962, deploying for a NATO 6th Fleet exercise in the Eastern Atlantic and Mediterranean the following August aboard the new USS Enterprise (CVAN-65) for the new attack aircraft's first cruise.' This initial cruise proved somewhat abbreviated, due in part to the fall-out resulting from the Cuban Missile Crisis, and following a little over two months at sea, VAH·7 and the USS Enterprise returned to Florida on October 11. Some three months later, on February 6, VAH-7 again departed aboard the USS Enterprise to again join the 6th Fleet in the Mediterranean. This cruise was of full duration, ending some seven months after it began upon the arrival of the USS Independence (CVA-62) and VAH-1 as part of the 7th Fleet. 'This also was the operational debut of the USS Enterprise.

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RA-5C, BuNo. 156615 of RVAH-l at NAS Fallon on October 10, 1977. "NK" tail code on vertical fin and unit insignia on intake cheek are readify discernible.

RA-5C, BuNo. 156629 of RVAH-l at NAS Albany on July 27, 1970. Three-tone marking scheme (note "Navy") was somewhat unusual.

I.RA-5C, BuNo. 156638, of RVAH-l whife assigned to the USS "Enterprise" (CVN-65). Slight upward flex to wing and modest nose-high cruise attitude were normal.

VAH-1 had, in fact, begun receiving its first A3J-1s on Janaury 22,1963. By the time of the Vigifante's arrival, the September 18, 1962, introduction of the new DoD unified nomenclature system had taken place and the type now was formally referred to as the A-5A. VAH-1, by the time of its first deployment with its new aircraft, had gone through the still rapidly developing Vigifante training program being accommodated by VAH-3. With the intention of replacing VAH-7 (aboard the USS Enterprise) VAH-1 departed for the Mediterranean aboard the USS Independence on its one and only A-5A cruise on August 6, 1963, under the aegis of the 7th Fleet. The cruise lasted seven months, at the end of which time the USS Enterprise with VAH-7 aboard arrived in the Mediterranean as a replacement. VAH-7's cruise aboard the USS Enterprise in the Mediterranean began during late February 1964 and continued through July 29 when the USS Forrestal on that date formally replaced it. Somewhat surprising, though already having been at sea for some five months, the USS Enterprise did not immediately head for its home port. Instead, accompanied by the cruiser USS Long Beach (CGN-9) and the frigate USS Bainbridge (DLG N-25), under the auspices of "Operation Sea Orbit" and as the spearhead for Task Force One (TF1), it departed the Mediterranean on a southerly course that proved to be the first leg of a round-the-world cruise. Utilized as a mission to prove the Navy's ability to conduct prolonged operations on a global basis, "Operation Sea Orbit" ended on October 3, 1964, when the ships arrived at Norfolk, Virginia. "Operation Sea Orbit" and the preceding five months spent in the Mediterranean as part of the 6th Fleet proved to be the swansong cruise for the A-5A. This firstgeneration Vigilante finally had proved simply too cumbersome and unproductive for the Navy to support. Coupled with continuing linear bomb bay and associated bombing system difficulties and a decision to reorient the aircraft's mission responsibilities and upgrade extant aircraft to the improved RA-5C configuration, A-5As quickly were relegated to training roles and removed from the active inventory as heavy attack aircraft. At a later date, all surviving examples were returned to Columbus for conversion to RA-5C standard. In the interim, another nomenclature change had been made to the Navy's designation system, this one, on December 20, 1963, resulting in Carrier Air Groups (CVGs) being retitled Carrier Air Wings (CVWs). Fleet designators thus became CVWs in concert with the new reference acronyms. Also during this period, the two extant operational A-5Bs, BuNos. 149300 and 149302, joined VAH-3 at Sanford and there were utilized temporarily as Vigifante trainers. As more and more RA-5Cs 12

RA-5C, BuNo. 156643, of RVAH-l whife assigned to the USS "Enterprise" (CVN-65). Noteworthy is the RSO's closed transparency curtain to keep out extraneous light.

entered the inventory, the two A-5Bs became redundant and eventually were returned also to Columbus for upgrading and retrofit to RA-5C standard. With the successful completion of initial flight and sensor systems trials during early 1963, the delivery of the first RA-5Cs to VAH-3 was initiated during January 1964. These aircraft, which had been turned over to the Navy on June 27, 1963, initially were used as introductory trainers and preceded actual fleet introduction of the type by several months. Fleet introduction finally got underway during mid-1964, when VAH-5 received its initial RA-5C allotment at NAS Sanford, Florida. These first aircraft joined a small group of well-worn A-5As being utilized as interim trainers. As more RA-5Cs joined the squadron, the A-5As were phased out so that by the middle of 1964, none remained in the unit. Effective during the spring of 1964, the few extant VAHdesignated units were redesignated RVAH- as each squadron's transition into the RA-5C neared completion. The new designation more accurately reflected the new aircraft's specified mission objectives. Associated with the new squadron identifiers was a decision to change the title of the unit's "parent" organization while shore based. Accordingly, during August 1964, NAS Sanford, Florida, as part of ComNavAirLant's Heavy Attack Wing One, had its name changed to Reconnaissance Attack Wing One (RAtWingOne). All units had taken delivery of the Vigilante at NAS Sanford, but shortly after delivery of the last aircraft from this facility, a decision calling for the movement of the entire Vigifante community to NAS Albany, Georgia was inacted. The official date of change was May 1, 1968, though with several squadrons at sea, actual completion of the move was some time in taking place. Six years later, during 1974, the community moved again, this time to NAS Key West, Florida. It would remain at Key West for the rest of its service career. By the early summer of 1964, RVAH-5 had completed transition into the RA-5C and was preparing for its first officiai tour of duty. Assigned to CVW-9 aboard the USS Ranger (CVA-61), the unit found itself involved in training exercises off the coast of Hawaii shortly after the infamous Tonkin Gulf debacle of August 2. Accordingly, it became the first Vigifante squadron to participate in WestPac operations when the USS Ranger became part of the U.S. build-up resulting from the late summer's events. The gradual increase in U.S. involvement in Vietnam curtailed a strong showing of RVAH-5's capabilities during this first operational deployment. Because of the scarcity of RA-5C assets, the sensitivity of select RA-5C sensors, and inexperience with the Vigifante as a reconnaissance platform, the Navy's Vought RF-8A assets

were tasked with covering the high threat regions of N. Vietnam while Vigifante assets were assigned the less threatening S. Vietnam arena. This scenario would be short-lived, however, as following the return of the RVAH-5 to the U.S. during May 1965, four more Vigifante squadrons were sent into the combat zone. The first of these was RVAH-1, assigned the USS Independence (CVA-62) as part of CVW-7 and entering combat during the summer of 1965. Two more Vigifante squadrons followed during October, these being RVAH-13 aboard the USS Kitty Hawk (CVA-63) as part of CVW-11 which departed on the 19th, and RVAH-7 aboard the USS Enterprise (CVAN-65) as part of CVW-9 which departed on the 26th. RVAH-9 also departed for WestPac near the end of the year, as part of the USS Ranger's (CVA-61) complement under the aegis of CVW-14. In response to a series of bombing anomalies quickly attributed to inaccurate maps, one of the first major tasks handed the Vigifante units operating in Vietnam was the generation of optical imagery of the entire Vietnamese plat. This was accomplished without extraordinary difficulty over a period of some two weeks, quickly building confidence in both the aircraft and its systems and correcting inaccuracies in the original references that had led to bombing errors approaching, in some instances, 4 miles. The RA-5C over Vietnam incurred the highest loss rate of any Navy aircraft of the war. Though the RA-5C's mission of pre- and post-strike reconnaissance was simple in principal, it was extremely dangerous in execution. The basic mission objective was to obtain photographic imagery of a target or group of targets both before and after a strike mission. Gathering imagery of a target prior to a strike proved only modestly dangerous due to the element of surprise enjoyed by the overflying aircraft. But N. Vietnamese defenders learned very quickly to expect a post-strike fly-over as well-and invariably had antiaircraft weaponry at ready by the time this segment of a mission took place. Such activity eventually resulted in the loss of at least 23 RA-5Cs in Vietnam, including 18 downed aircraft directly attributable to combat activity. Anti-aircraft artillery was credited with 11 of the 23 losses, and 2 more were written-off following lethal hits by SA-2 Guideline surface-to-air anti-aircraft missiles. Additionally, ground defenses, most likely in the form of SA-2s, are known to have led to the loss of 2 additional aircraft, and at least 1 RA-5C was shot down by an Atoll launched from a MiG-21. In addition, there were 5 operational RA-5C losses (ramp strikes, etc.) inclUding 2 that remain potentially combat-related. The Vigifante's reputation for ramp strikes was well

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RA-5C, BuNo. 149289, of RVAH-3. Readi/y discernible in this view was the curved intake outboard lip peculiar to the "early" RA-5Cs and their pre- "dash 10" engines.

RVAH-3 RA-5Cs, BuNos. 149314 and 150841, respectively, during formation ops. RVAH-3 served as the community RAG until it was disestablished on August 17, 1979.

RA-5C, BuNo. 150831 of RVAH-3. Vertical fin markings consisted of red trim with black "GJ" tail coding. All other markings were standard for type.

RA-5C, BuNo. 156613, of RVAH-3 is equipped with J79-GE-l0 engines evidenced by the leading edge root extensions that were part of the required intake configuration.

deserved. The aircraft was difficult to land on a carrier due to its size, its mass, and its high landing speed. Pilots often voiced concerns about the difficulty of carrier operations during marginal weather conditions and mechanical emergencies. It was well known that the most stressful part of a mission for a Vigilante back-seater was the final approach to landing aboard a carrier. Some personal insight into the plight of the average RA-5C pilot operating in Vietnam is provided by the following quoted from a lelter sent to The Hook editor, Robert Lawson by Art Skelly: "Of the 260 combat flights I flew in the Vi9i1ante, the most unusual had to be with RVAH-6 during 1966 aboard the USS Constellation. One dark, overcast Sunday morning, I photographed an oil storage area that had been hit the previous night by A-6s. On our way out of the target area over downtown Haiphong, we took some severe AAA, automatic weapons fire, and SAMs. Tracers were criss-crossing over the canopy and the F-4 escort pilot was going crazy calling out flak. I decided we had had enough so I pulled up into a nearby thunderstorm and we immediately encountered rain, hail, and lightning. I was on instruments, 4,000 ft. altitude, 600 knots, wings level and still dodging tracers. The attitude gyro just didn't look quite right, but that was the least of my worries, then. A few seconds later I broke out on the other side and we were inverted. The F-4 was right in position, inverted tool The guys in the ready room threatened to mount a Brownie on top of my hardhat for future maneuvers."

During the course of the Vigilante's Vietnam career, which spanned from August 1964 to the ceasefire in 1973, squadrons assigned the aircraft completed 31 combat zone deployments. RVAH-5 and RVAH-610gged five deployments to the war zone, RVAH-1, RVAH-7, RVAH-~ 1, and RVAH-13 logged four deployments, RVAH-12 logged three deployments, and RVAH-910gged two. Two Vigilante squadrons never were assigned to Vietnam. RVAH-3, in its capacity as a training squadron, was never deployed in an operational capacity and remained stateside throughout this period, and RVAH-14 was a permanenttenant of the 6th Fleet in the Mediterranean. This unit was not the first RA-5C squadron to serve in the Mediterranean, however, as RVAH-9 had operated there from the USS Saratoga (CVA-60) as part of CVW-3 from December 1964 to June 1965. By the time of the RA-5C's final, post-Vietnam war tour to WestPac on the USS Ranger during September 1979, the type had completed a total of 73 deployments throughout the world. Of these, 41 were to WestPac (both during and after the war) and 32 were to the Mediterranean. Four additional cruises, as mentioned earlier, were completed by the A-5A. The last carrier-arrested landing of an RA-5C occurred when BuNo. 156615 of RVAH-7, crewed by LCdr. Habel

and Lt. Parr, trapped on the USS Ranger on August 17, 1979. The last RA-5C catapult takeoff from a carrier occurred on September 21, 1979 when BuNo. 156608 of RVAH-7, crewed by Cdr. Myers and LCdr. McManamon departed the USS Ranger for NAS Key West. This was followed by the last RA-5C field arrested landing which took place on November 14,1979, when BuNo. 156608 of RVAH-7, crewed by Lt. Little and LCdr. McCray, was trapped at NAS Key West. The last Vigilante flight occurred shortly afterwards when, on November 20, BuNo. ~56608 of RVAH-7, crewed by Lt. Westmoreland and LCdr. Plunkett (CRAW-1), departed NAS Key West for Davis-Monthan AFB. All that now remained of the original Vigilante community was several aircraft temporarily stored "in situ" at NAS Key West and a single aircraft saved for use as a gate guardian. As a last act to permanenliy end the operational history of the magnificent Vigilante, the formal disestablishment of Reconnaissance Attack Wing One was consummated on January 7, 1980. Thirty-six Vigilantes eventually found their way to Davis-Monthan AFB where they were placed in storage. Of this number, eight eventually were transferred to the New Mexico Institute of Mining and Technology storage area at Socorro, New Mexico, there to eventually be used as targets; five were transferred to the Naval Weapons Center at China Lake, California, there also to be used as targets (at one time, droning select Vigilantes was discussed, but this idea never reached fruition); one was donated to the Pima Air Museum at Tucson, Arizona (next to Davis-Monthan AFB) and there placed on display as a museum artifact, and the remainder were assigned to long-term storage. It is interesting to note that scarcity of Vigilante assets during the course of the type's operational history played a key role in dictating the number of aircraft assigned each squadron. The nine deployable units initially were assigned a complement of six aircraft each. This figure remained fixed until approximately 1971 when attrition finally eroded the buffer that had resulted from the 36 follow-on new-build production aircraft. After that date, the per unit aircraft figure stabilized temporarily at 4 to 5, but by 1973, had dropped to just 3 aircraft. This figure remained constant throughout the rest of the Vigilante's operational career, though only because of a steady decline in the number of operational Vigilante squadrons. The beginning of Vigilante phase-out had been underscored by the rapidly escalating difficulties resulting from these asset shortages. From 1974 through 1979, these shortages had become so acute the trading of aircraft between squadrons in order to maintain minimal reconnaissance capability had become commonplace. Normal attrition also had continued to take its toll, forcing units

to operate fewer and fewer aircraft while attempting to meet on-going and ever-increasing assignment loads. A vicious cycle now began to develop wherein remaining aircraft, though used somewhat sparingly, were forced to log more hours in order to accommodate on-going fleet requirements. In turn, this placed a heavy burden on airframes and maintenance needs while consuming fatigue life and reducing spare parts inventories. With prOduction permanently ended and maintenance liabilities rapidly escalating, the Vigilante's future as an operational Navy reconnaissance platform was decidedly limited. RVAH-14 became the first RA-5C unit to be disestablished when on May 1, 1974, its remaining aircraft were assigned to the surviving Vigilante community members. VIGILANTE SQUADRONS: VAH-1/RVAH-1 Srook/n' Tigers-This squadron began transitioning from the Douglas A3D-11-2 and Lockheed P2V-3BI-5 to the A3J-1 during September 1962. The following month the A3J-1 was redesignated A-5A. VAH-1 became the second fleet squadron to receive the Vigilante when it accepted its first aircraft on January 22,1963. Following one deployment aboard the USS Independence (CVA-62) with the A-5A, the unit began transitioning into the RA-5C during early 1964. Redesignated RVAH-1 on September 1, 1964, it made its first deployment as a reconnaissance unit during May 1965. This also was the USS Independence's and RVAH-1 's first combat deployment. Two more homeport changes eventually were made, the first to NAS Albany on July 18, 1968, and the last to NAS Key West on August 2,1974. The unit was decommissioned on January 19, 1979. SMOKIN' T/GER CRUISES Carrier Dates CVA-62 CVA-62 CVA-62 CVAN-65 CVA-60 CVA-61 CVA-60 CVA-66 CVA-66 CVN-65 CVN-65

8/6/63 to 3/4/64 5/10/65 to 12/13/65 6/13/66 to 2/1167 1/3/68 to 7/18/68 7/9/69 to 1/15170 10/27170 to 6/17/71 4/11/72 to 2113/73 1/3174 to 8/3/74 9/6/74 to 10/12174 7/30/76 to 3/28/77 4/4/78 to 10/30/78

Area

Ale

Mediterranean A-5A

Vietnam Mediterranean

Vietnam Mediterranean

Vietnam Vietnam Mediterranean

NATO Exercise WestPac WestPac

RA-5C RA-5C RA-5C RA-5C RA-5C RA-5C RA-5C RA-5C RA-5C RA-5C

Modex AG 60X AG 60X AG 60X NG 10X AC 60X NE 60X AC 60X AJ 60X AJ 60X NK 61X NK 61X

VAH·3/RVAH-3 Sea Dragons-This unit served as the Fleet Replacement Squadron (RAG). It took delivery of the first four fleet A3J-1 s on June 16, 1961, at NAS Sanford, Florida. It was the only unit to operate the A-5B and YA-5C (in training roles only). It received its first

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RA-SC, BuNo. 149306, of RVAH-S. static at NAS Alameda on June 18. 1964. Four 400 gal. external tanks were suspended from the wing pylons.

RA·SC, BuNo. IS6636, of RVAH-3. Straight intake outboard leading edge indicates a J79-GE-1O-equipped aircraft.

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RA-SC, BuNo. 149307, of RVAH-S, static at NAS Alameda on September 13, 1969. Unit insigne is visible on intake. Noteworthy is "Mushmouth" on vertical fin.

RA-SC, BuNo. 149310, being hoisted aboard the USS "Ranger" (CVA-61) during June 1964, prior to the carrier's departure for Hawaii. Hoist attachment is noteworthy.

RA-SC, BuNo. IS6624, of RVAH-S over the South China Sea on August 3, 1974. The aircraft then was assigned to the USS "Constellation" (CVA-64).

RA-SCs, BuNos. IS6626 (foreground) and IS6625, respectively, then assigned to the USS "Ranger" (CVA-61). Leading edges were unpainted in consideration of BLC.

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RA-SC, BuNo. IS6631, of RVAH-5 at NAS Key West on August 22, 1977. Unit insigne is visible under wing root leading edge extension on intake side.

RA-SC, BuNo. IS6636, of RVAH-S while assigned to the USS "Enterprise" (CVAN-6S). AN/ALQ-41/-S1/;126 antenna fairing is visible protruding from wing trailing edge. til.

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RA-SC, BuNo. IS0836, equipped with night photography flasher pods under its wings, being hooked on the USS "America's" (CVA-66) port bow catapult prior to launch.

RA-5C on December 10,1963 and was redesignated as RVAH-3 on July 1, 1964. During its service career its homeport was moved from NAS Sanford to NAS Albany on May 1, 1968, and from there to NAS Key West on January 15,1974. After serving as the Vigilante community RAG throughout its career it was disestablished on August 17, 1979. RVAH-3 incorporated the Fleet Photographic Laboratory as a Special Class Photo Lab. From 100,000 to 120,000 prints a year were produced by this facility before its disbandment. RVAH-3 also served as the starting point for what eventually became known as the Naval Intelligence Processing System (NIPS). As part of the original North American developed Integrated Air In· telligence System (IAIS), the Surface Sub-System (SSS), later designated the Integrated Operational Intelligence Center (IOIC), was installed aboard several attack car· riers to process and exploit the photographic and electronic "take" of the RA-5C. Air intelligence officers, photographic interpreters and photographers mates, data processors, aviation electronic technicians, and radarmen (later replaced with cryptologic technicians) all were trained in this facility to provide intelligence analysis and support. When aboard carriers, it was referred to as the Carrier Intelligence Center (CVIC). When referred to in conjunction wit the RA-5C, it was known as the Integrated Operational Intelligence System (lOIS). Following an upgrade and capability expansion program, the IOIC was known as the Naval Intelligence Processing System Training Facility NIPSTRAFAC, on January 16, 1974, was moved to NAS Key West. In a typical application of the lOIS concept, a single RA-5C making a reconnaissance pass at supersonic speed at low or high altitude, would gather continuous full spectrum passive electronic countermeasures, infrared, side-looking airborne radar, and multiple serial frame and panoramic camera data that was geographically position-and-time correlated by means of a matrix block recorded on each sensor's media. This matrix was the key to the correlation and analysis function of the CVIC whereby information gathered could be rapidly and accurately recalled for detailed analysis. Targets detected by one media or the other could be isolated for further consideration and evaluation by immediate cross· referencing all other data acquired at that time. This permitted the command structure complete and highly ac· curate information of a given area of interest.

VAH-5/RVAH·5 Savage Sons-This unit converted from the Douglas A-3B to the RA-5C during mid-1963. In the interim, it operated a few A-5As and utilized them as conversion trainers. On May 1, 1964, it was reo designated RVAH-5 and by then had converted complete· Iy to RA-5Cs, becoming the first squadron to deploy operationally with this Vigilante version when they took it into combat over Vietnam while aboard the USS Ranger (CVA-61). Its homeport was moved from NAS Sanford to NAS Albany on May 1, 1968, and then to NAS Key West on January 16, 1974. The unit was disestablished on September 30, 1977. SAVAGE SONS CRUISES Carrier

Dates

CVA-61 8/5/64 to 5/6/65 CVA-66 11130/65 to 7/10/66 CVA-66 1110/67 to 9/20/67 CVA-64 5/29/68 to 1131169 CVA-61 11114/69 to 6/1/70 CVAN-65 6/11171 to 2/12/72 CVA-61 -11/16/72 to 6/22/73 CVA-64 6/21174 to 12/23174 CV-61 1/30/76 to 9/7/76

Area

A/C

Modex

Vietnam RA-5C NG 10X Mediterranean RA-5C AE 40X Mediterranean RA-5C AE 40X RA-5C NK 1XX Vietnam RA-5C NE 60X Vietnam Vietnam RA-5C NK 60X Vietnam RA-5C NE 60X RA-5C NE 60X WestPac RA-5C NE 61X WestPac

RVAH·6 Fleurs-This unit transitioned from the Douglas A-3B to the RA-5C. Its first aircraft arrived at NAS Sanford on September 16, 1965, seven days before a for· mal redesignation to RVAH-6. After several combat cruises it survived the devastating fire aboard the USS Enterprise (CVAN-65) during January 1969 and as a result it was based temporarily at NAS Barbers Point until the carrier was repaired at Pearl Harbor. By March, the unit was again at sea and during April, was ordered into the Sea of Japan in connection with the downing of a Navy Lockheed EC-121 M by North Korean fighters. At the time, RVAH-6 and the USS Enterprise became part of the largest task force assembled since WWII. The unit's homeport eventually was moved from NAS San· ford to NAS Albany on December 1, 1967, and from there to NAS Key West during 1974. It was disestablished on October 20, 1978.

FLEURS CRUISES Dates CVA-64 5/12/66 to 12/3/66 CVA-61 1114/67 to 5/25/68 CVAN-65 119/69 to 7/2/69 CVA-63 1116/70 to 7/17171 CVA-66 6/5/72 to 3/24173 3/11174 to 9/11174 CV-59 CV-63 5/21/75 to 12115/75 CVN-68 12/1/77 to 7/20178 Carrier

Area

A/C

RA-5C RA-5C RA-5C RA-5C Vietnam RA-5C Vietnam Mediterranean RA-5C RA-5C WestPac Mediterranean RA-5C Vietnam Vietnam Vietnam

Modex NL 70X NE 70X NG 60X NH 60X AJ 60X AA 60X NH 60X AJ 60X

VAH·7/RVAH-7 Peacemakers of the Fleet-This unit transitioned from the Douglas A3D-2 to the A3J-1 during August 1961, though its first Vigilantes did not arrive until January 25, 1962. In the interim, a new insignia was adopted along with the Peacemakers nickname. The unit's first deployment with the Vigilante began during August 1962 when it accompanied the USS Enterprise (CVAN-65) to the Mediterranean. Transition into the RA-5C began during August 1964, and on December 1, 1964, it was redesignated RVAH-7. The squadron's first WestPac and combat deployment occurred during October 1965 with the USS Enterprise and it flew its first combat mission on December 2. The unit's final WestPac tour, conducted between February and September 1979, also became the last Vigilante operational cruise. The unit's homeport was moved from NAS Sanford to NAS Albany on May 1, 1968, and then to NAS Key West during July 1974. It was disestablished on September 28,1979. PEACEMAKERS OF THE FLEET CRUISES Carrier Dates Area CVAN-65 CVAN-6S CVAN-6S CVAN-6S CVAN-6S CVA-62 CVA-64 CVA-59 CVA-63 CVA-63 CV-59 CV-63 CV-61

8/3/62 to 5/8/62 2/6/63 to 9/4/63 218/64 to 10/3/64 10/26/6S to 6/21166 11119/66 to 7/6/67 4/26/68 to 1127/69 8/11169 to S/8/70 1/5/71 to 7/2/71 2/17/72 to 11/28/72 11123173 to 7/9/74 3/5/7S to 9/22/75 10/2S/77 to S/1S178 2/21/79 to 9/22/79

A/C

Mediterranean Mediterranean Mediterranean Vietnam

A3J-1 A-SA A-SA RA-SC Vietnam RA-5C Mediterranean RA-SC RA-SC Vietnam Mediterranean RA-SC Vietnam RA-SC WestPac RA-5C Mediterranean RA-SC RA-SC WestPac RA-SC WestPac

Modex AF 7XX AE 7XX AE 7XX NG 10X NG 10X AG NK 60X AA 60X NH 60X NH 60X AA 60X NH 61X NE 61X

RVAH·9 Hoot Owls-This unit transitioned from the Douglas A-3B to the RA-5C during April 1964 and subsequently was redesignated RVAH-9 on June 3. The unit entered combat during 1965 with the USS Ranger (CVA-61). Its homeportwas moved from NAS Sanford to NAS Albany on May 1, 1968, and then to NAS Key West during January 1974. The unit was disestablished on September 30, 1977. HOOT OWLS CRUISES A/C

Modex

Carrier

Dates

Area

CVA-60 CVA-61 CVA-60 CVA-61 CVA-60 CVA-60 CVA-59 CV-62 CVN-68

11128/64 to 7/12/65 12/1 0/65 to 8/2S/66 S/2/67 to 12/6/67 10/26/68 to S/17/69 6/17/70 to 11/11/70 6/3/71 to 10/31171 9/22/72 to 7/6/73 7/19/74 to 1/21175 7/7/76 to 2/7177

Mediterranean RA-SC AC 9XX Vietnam RA-SC NK 9XX Mediterranean RA-SC AC 90X Vietnam RA-5C NE 70X

Mediterranean RA-SC Mediterranean RA-SC Mediterranean RA-SC Mediterranean RA-SC Mediterranean RA-SC

AC 60X AC 60X AA 60X AG 60X AJ 60X

RVAH·12 Speartips-This unit was commissioned as RVAH-12 on July 1, 1965, specifically to operate the RA-5C. Its homeport was moved from NAS Sanford to NAS Albany on May 1, 1968, and from there to NAS Key West during January 1974. It was disestablished on July 2, 1979. RVAH-12 during the course of its Vigilante history was picked to serve as the short-term host unit for a little known, and at the time, highly sensitive project known as Snare. This involved the installation of an articulated, infrared spectrum sensor on the top side of two aircraft, BuNos. 148933 and 151727, just ahead of their respec· tive vertical tail surfaces. The Xerox·manufactured Snare was hydraulically slewable and controlled from the back seat of the aircraft. A viewfinder for aiming was provided. All of the system's electronics were contained in the basic module, which protruded approximately ten inches above the topside of the aircraft. Data from the unit was collected on a 16 channel analogue tape recorder for later evaluation. Missions to obtain laser emitter and other related data from special Soviet Badger, Bear, and Bison long range bombers flying fleet observation missions from Russian soil were conducted from the USS Independence for a short period during the unit's 1971/1972 Mediterranean cruise. SPEARTIPS CRUISES A/C

Modex

Carrier

Dates

Area

CVA-60 CVA-54 CVA-S9 CVA-66 CVA-62 CVA-64 CVAN-6S CV-62 CV-60

3/11/66 to 10/26/66 4/29/67 to 12/4/67 7/22/68 to 4/29/69 4/10/70 to 12/21170 9/16/71 to 3/16/72 1/5/73 to 10/11/73 9/17/74 to S/20/7S 3/30/77 to 10/21177 10/3178 to 2/7/79

Mediterranean RA-SC AC 60X RA-SC NK 12X Vietnam Mediterranean RA-SC AA 60X RA-SC NG 60X Vietnam Mediterranean RA-SC AG 60X

Vietnam Vietnam Mediterranean Mediterranean

RA-SC RA-SC RA-SC RA-SC

NG NK AG AC

60X 60X 60X 60X

RVAH·13 Bats-This unit received its first RA-5Cs on October 5, 1964, haVing initiated transition during the preceding August. On November 1, 1964, it was redesignated RVAH-13. Its homeport was moved from NAS Sanford to NAS Albany during December 1968 and later was moved again, to NAS Key West during April 1974. It was disestablished on June 30, 1976. BA TS CRUISES Carrier

Dates

Area

AlC

Modex

CVA-63 CVA-63 CVA-66 CVA-59 CVA-66 CVAN-6S CV-61 CV-62

10/19/65 to 6/13/66 11/5/66 to 6/20/67 4/10/68 to 12/16/68 12/2/69 to 7/8/70 7/6/71 to 12/17/71 9/12172 to 6/12/73 S/7/74 to 10/18174 10/1S/75 to 4/24/76

Vietnam Vietnam Vietnam Mediterranean Mediterranean Vietnam WestPac Mediterranean

RA-SC RA-SC RA-SC RA-SC RA-SC RA-SC RA-SC RA-SC

NH 60X NH 60X NH 60X AA 60X AJ 60X NK 60X NE 60X AG 60X

RVAH·14 Eagle Eyes-This unit was commissioned as RVAH-14 on February 1, 1968, specifically to operate the RA-5C and to accommodate the impending commissioning of the USS John F. Kennedy (CVA-67) scheduled for September 7, 1968. Its homeport was moved from NAS Sanford to NAS Albany on May 1, 1968. It was disestablished on May 1, 1974, before it could be transferred to NAS Key West. EAGLE EYES CRUISES

RVAH·11 Checkertails-This unit transitioned from the Douglas A-3B to the RA-5C during April 1966. On July 1 it formally was redesignated RVAH-11 and its first RA-5Cs arrived shortly afterwards. A tragic fire aboard the USS Forrestal (CVA-59) on July 29,1967, destroyed three of the unit's RA-5Cs, but fortunately none of the 132 men lost that day were RVAH·11 personnel. The unit later became the first RVAH squadron to be awarded the Presidential Unit Citation when the USS Kitty Hawk and CVW-11 received the award for a previous cruise. During a 1971 combat cruise, RVAH-11 provided the first tactical reconnaissance photographs of Haiphong harbor since the bombing halt of 1968. The unit's homeport was moved from NAS Sanford to NAS Albany on December 1, 1967 (though the new quarters were not occupied until June 1968), and from there to NAS Key West during 1974. Disestablishment took place on June 1, 1975. CHECKERTA/LS CRUISES Carrier

Dates

CVA-59 CVA-63 CVA-63 CVA-62 CVA-64 CVA-67 CV-60

Vietnam 6/6/67 to 9/14/67 11/8/67 to 6/28/68 Vietnam 12130/68 to 9/14/69 Vietnam 6/23170 to 1131/71 Mediterranean Vietnam 10/1/71 to 6/30/72 4/16/73 to 12/1/73 Mediterranean 9/27/74 to 3/19/75 Mediterranean

Area

AlC

Modex

RA-SC RA-5C RA-5C RA-SC RA-SC RA-SC RA-SC

AA 60X NH 60X NH 60X AG 60X NG 6eX AS 60X AC 60X

Carrier

Dates

Area

CVA-67 CVA-67 CVA-67 CVA-62

4/S/69 to 12/20/69 9/14/70 to 2/28/71 12/1171 to 10/6/72 6/21/73 to 1119/74

Mediterranean RA-SC Mediterranean RA-SC Mediterranean RA-SC Mediterranean RA-SC

AlC

Modex AS AS AS AG

60X 60X 60X 60X

The disestablishment of Reconnaissance Attack Wing One remains an event unique in the annals of U.S. Naval aviation history. Never before had an entire community been phased out of operation so completely, and without a replacement. The gap left by the demise of the RA-5C continues to this very day. Though reconnaissance systems are available to the Navy, with the exception of the few extant Marine Corps RF-4Bs, virtually all are parasitic units with limited capability-compromised by their podded enclosures or thei~ "quick change" requirement. Squadron Code Letters (rarely used with the exception of RVAH-3): RVAH-lIGH; RVAH-3/GJ; RVAH-S/GK; RVAH-6/GS; RVAH-7/GL; RVAH-9/GM; RVAH-11/GN; RVAH-12/GP; RVAH-13/GR; RVAH-14/GQ CARRIER AIR WING CODE LEITER COMBINATIONS 1962·1979 Code Air Wing Squadrons Atlantic Fleet AA

CVW-17

RVAH-6, RVAH-7, RVAH-9, RVAH-11, RVAH-12, RVAH-13

15

RVAH-5 RA-5C seconds before trapping aboard the USS "Constellation" (CVA-64) following an Indian Ocean mission during the "Midlink 74 CENTO" naval exercises.

RA-5C, BuNo. 148926, of RVAH-6 while assigned to the USS "Ranger" (CVA-61). RVAH-6 eventually compleled two Med and six WestPac cruises.

RA-5C, BuNo. 149294, of RVAH-6 at NAS North Island on April 28, 1966. Unit insigne is visible just ahead of extended ventral spoiler surface under left wing.

RA-5C, BuNo. 149313, of RVAH-6 at NAS North Island on April 28, 1966. Aircraft is in rarely seen Vietnam-era camouflage.

--------

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--

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Heavily weathered RA-5C, BuNo. 156624, of RVAH-6, apparently at Davis-Monthan AFB. Ventral sensor canoe has missing station 4 pallet.

RA-5C, BuNo. 156638, of RVAH-6 while assigned to the USS "Kitty Hawk" (CVA-63) during 1975 WestPac deployment. This aircraft was equipped with J79-GE-l0 engines.

.... -

RA-5C, BuNo. 146696, of RVAH-7. This aircraft was heavily weathered from steady use as a reconnaissance platform during the course of the Vietnam war.

RA-5C, BuNo. 146702, of RVAH-7 while assigned to the USS "Kitty Hawk" (CVA-63). Large size of single-piece slab stabilators is readily apparent.

r------~-------:::....;----------...:.....;:.:..------....,~ ~

i 602

RA-5C, BuNo. 149291, of RVAH-7 while assigned to the USS "Constellation" (CVA-64). Vertical fin was all-white with red horizontal stripes and black lettering.

RA-5C, BuNo. 15/618 of RVAH-7 while assigned to the USS "Kitty Hawk" (CVA-63) in port at NAS North Island on February 16, 1972.

16

Two RA-5Cs, BuNos. 156608 (foreground) and 156641, of RVAH-7 while assigned to the USS "Ranger" (CVA-61). Black radome was not often seen on "Vigilantes".

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Nolth American RA-5C, BuNo. 156631, of RVAH-5 during September 1977. Squadron code letters, "GK", are visible on vertical tail. "Savage Sons" insignia is visible on intake cheek. Noteworthy are unpainted leading edge flaps and opened ventral SLAR fairing cover for ground maintenance.

....-

North American RA-5C, BuNo. 149313, of RVAH-6 on April 28, 1966, while assigned to the USS "Constellation" (CVA-64). It is seen transient at NAS North Island while wearing rarely seen Vietnam-era camouflage. "Vigilante" camouflage patterns varied considerably from aircraft to aircraft, with some having more pronounced scalloping.

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--._------""'~ Nolth AmerIcan RA-5C, BuNo. 156627, of RVAH-6 on October 3, 1970, while assigned to the USS "Kitty Hawk" (CVA-63). It is seen transient at NAS Miramar. Gray on gray "Navy" is noteworthy. This is one of the late-production "Vigilantes" equipped with J79-GE-l0 engines and associated modifications. 17

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North American RA-5C, BuNo. 156622, of RVAH-7 during Aprii 1977. "NH" squadron code is visible on vertical tail and "Peacemakers" squadron insignia is visible on intake cheek. This was one of the late-production "Vigilantes" equipped with J79-GE-l0 engines and associated modifications.

North American RA-5C, BuNo. 156618, of RVAH-7 transient during May 1976 at NAS Norfolk and while assigned to the USS "Forrestal" (CVA-59). "AA" squadron code is visible on the vertical tail. This was one of the late-production "Vigilantes" equipped with J79-GE-l0 engines and associated modifications.

North American RA-5C, BuNo. 156643, of RVAH-12 during June 1978 and while assigned to the USS "Saratoga" (CVA-BO). Red gear well door interior panels are noteworthy. This was one of the late-production "Vigilantes" equipped with J79-GE-l0 engines and associated modifications.

18

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North American A-5A, BuNo. 149278, oi VAH-3. This aircrait, bearing tail code "GJ" 263, represents the earliest known markings for operational A-SA aircraft. Standard paint scheme for A3J-l and A-SA aircraft included F.S. 36440 or F.S. 16440 light gUll gray overall with F.S. 17875 (ANA 511) insignia white for undersurfaces and vertical fin. Nose radomes almost aiways appeared in radome tan. All other markings were standard for type.

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North American A-SA, BuNo. 149283, of VAH-7 while operating from the USS "Enterprise" (CVAN-65). Aircraft of this unit, such as "AF" 710, were painted in standard colors and markings with nOSe and tail codes in black. The stylized "7" on the vertical fin was insignia blue, approximately F.S. 15044, with seven white stars spaced horizontally and vertically. All other markings were standard for type.

,

North American A-SA, BuNo. 149295, "AG" 607, of VAH-l while aboard the USS "Independence" (CVA-62). VAH-l was the finai unit to receive A-5As which it later surrendered for RA-5Cs. The aircraft was in standard gray/white/tan Navy colors overall with full-color national insignia. The unit, having transitioned from the A3D-2, retained its distinctive boomerang marking in F.S. 12197 international orange, and black rudder bars on the vertical fin. Tail and nose codes, BuNo., "Navy", and carrier name also were in F.S. 17038 gloss black.

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North American RA-5C, BuNo. 146998, of RVAH-6 while on station at NAS Albany during 1972. Aircraft was in standard paint scheme with light blue "GS" tail code, fleur-de-lis, and fin band. The BuNo., nose code, "Navy", and squadron designation were in gloss black. All other markings were standard for type.

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North American RA-5C, BuNo. 148933, of RVAH-7 aboard the USS "Enterprise" after transitioning from A-5As. Unit markings remained the same as earlier markings, but tail code was changed to "AE" in gloss black. National insignia was standard full-color and, as with all "Vigilantes", the intake warning flash was insignia red with white lettering. "Rescue" arrows were yellow with black outline and lettering. All other markings and data placards were standard for type.

,

North American RA-5C, BuNo. 149317, of RVAH-12 while aboard the USS "America". As with the A-5A, standard RA-5C painting was F.S. 36440 or F.S. 16440 light gull gray overall with F.S. 17875 insignia white undersurfaces and vertical fin. The radome was tan. The fin marking was a stylized shock wave with upper and lower flashes in insignia red and interior flashes in insignia blue. The blue flashes were separated with insignia white flashes and the tail code was in gloss black. All other markings were standard for type with nose code, ship name, serial, and "Navy" in gloss black.

,

North American RA-5C, BuNo. 156625, of RVAH-3. Overall aircraft painting and markings were standard for type with tail code, "Navy", and nose number in gloss biack. The distinctive fin flash like the lightning flash on the nose was gloss insignia red with black shadow lines .

RVAH·6

..

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_

.....

NORTH AMERICAN RA-!iC,---' BuNo. 149276 ,

North American RA-5C, BuNo. 149276, in the distinctive markings of RVAH-14, while aboard the USS "John F. Kennedy" during 1969. The fin markings were a stylized white lightning flash with black borders on a field of light blue. BuNo., tail code, and carrier name were in gloss black. The aircraft was in standard paint scheme with full-color national insignia. The stylized eagle and nose code were in black.

SPECIFICATIONS AND PERFORMANCE:----· AVAILABLE SCALE MODELS AND DECALS: MODELS: Advent (Revell) AMT (Hasegawa) Frog Hansa Hasegawa Marusan (UPC) Monogram Nitto Revell (U.S.) Revell (Foreign) UPC (Marusan)

1/82nd lI72nd 1172nd 1I125Oth 1/72nd 1I129th 1I76th

A-5A RA-5C RA-5C RA-5C RA-5C A-3J A-3J A-3J A-3J A-3J A-3J

1/137th

1/82nd 1/82nd 1I129th

DIMENSIONS: Wing Span (OAS) (folded) Sweep (at 25% chord) Aspect ratio (span'larea) Mean Aerodynamic Chord Area (total) Horizontal stab. span (total) Length (OAL) static (w/vertical fin & nose radome folded) Height (OAH) static (w/vertical fin folded) Height (top of canopy) statl<: Wheel base Wheel track

A-SA

RA-5C

53.02' 42.00' 37.5° 4.02:1 15.16' 700 sq.' 30.58' 76.55' 65.37' 19.37' 15.50' 11.96' 21.75' 11.62'

53.02' 42.00' 37.5° 3.73:1 16.75' 753.7 sq.' 30.65' 76.55' 65.37' 19.37' 15.50'

WEIGH"

DECALS: Super Scale (Micro Scale): (All RA-5C)

72-093 72-094 72-302 72-524 72-525 72-528

RVAH-1, RVAH-7, RVAH-7 RVAH-3, RVAH-3, RVAH-6,

,

-6, -11 -12, -13 -9 -5 -7

Empty'" Basic 'h( Design't

Combat Max. aile Max. Ian Overlo(j(,

PER FOB

? 21.75' 11.62'

Max. ~iP( Max. ~jpt: Initial eli service.:

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Comb"l . Comb"t Ferry rm

North American RA-5C, BuNo. 156632, "NG" 608, of RVAH-ll while aboard the USS "Constellation" (CVA-64) during 1972. The RA-5Cs of "Heavy Eleven" were in standard paint scheme and full-color national markings. Checkerboard on fin was black and white with tail code in black and shadowed in red. All other markings were standard for type.

/

21

VIGILANTE PRODUCTION DETAILS Variant

BuNos.

YA3J·lIYA·5A 145157·158 A3J·lIA·5A 146694-702 147850-863 148924-933 149276-299

A3J·2JA·5B

149300-317

A3J·3/RA·5C

150823·842 151615-634 151726-728 156608-643

TOTAL PRODUCTION

O.y.

Con. Nos.

2 9 14 10 24 18 20 20

247-1/2 247-3111 263-1114

3 36

NAVY RVAH-7

269·1110 269·11/34 269-35/52

279·1/20 283·21/40 283-41143 316-1136

156

CONVERSIONS A·SA to RA-SC: 43 aircraft modified. viz: 145157, 146695. 146696.

-

146698.146701,146702,147850,147852,147853, 147857,147858,147859,147860,147861, 148925, 148929, 148932, 148933. 149276, 149277, 149278, 149281,149283,149284,149285.149286,149287,

147854, 148926, 149279, 149288.

149291,149293,149294,149295,149296,149297, A-58 to RA-SC: 14 aircraft modified, viz: 149300, 149307,149308,149309,149310,149311,149312, 149315, 149316, 149317. A-58 to YA-5C: 4 aircraft modified, viz: 149301, 149305. YA-5C to RA-5C: 4 aircraft modified, viz: 149301, 149305.

149298, 149299. 149302, 149306, 149313, 149314,

NOT TO SCALE

147856. 148928, 149280, 149289,

149303, 149304, 149303, 149304,

CE:-------------------. A-SA

RA-5C

32,714 33,124 40,953 47,530 56,293 56,293 55,160 38,500 62,953

37,498 38,219 49,329 55,617 79,588 79,588 65,988 47,000

806 1320 8,000 52,100 1289

806 1320 6,600 49,000 1284 1508 2050

WEIGWS AND LOADINGS: Empty "eight, Ibs, Basic w~ight, Ibs. Design ~eight, Ibs, Combat weight, Ibs, Max. all,wable takeoff weight, Ibs, (field) (cat) Max, larding weight, Ibs, (field) (arresting) Overla'd T.O, weight, Ibs,

?

PERFOHMANCE: Max. ,:peed at S,L., mph Max. speed at 40,000 ft., mph Initial comb rate, fpm at S,L. Service ceiling, ft. Comb"t radius (attack) mi. Comb,t radius (recce) mi. Ferry rC!llge, mi.

1807

Scale: 1/100th Drawn by Mike Wagnon

_ .._,---------------------------_..

_------------------ -------------------------~

Last flight of the North American RA-5C, BuNo. 156610, of RVAH-12, while assigned to the USS "Saratoga" (CVA-60) during January 1979. Landing accident at NS Rota, Spain, ended this aircraft's operational record. Lift attachment sling is noteworthy and identical to system used to lift "Vigilantes" aboard aircraft carriers while docked.

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156608

uss ENTERPRISE

North Amerfcan RA-5C, BuNo. 151727, of RVAH-12 and while assigned to the USS "Constellation" (CVA-64). It is seen while the USS "Constellation" was in port at NAS North Island on April 28, 1967. "NK" squadron code is visible on the vertical tail and "Spear1ips" insignia is visible on the intake cheek.

North American RA-5C, BuNo. 156608, of RVAH-13 and while assigned to the USS "Enterprise" (CVAN-6S). It is seen while transient at NAS Alameda on July 15, 1972. "NK" squadron code is visible on the vertical tail and "Bats" insignia is visible on the intake cheek.

23

North American A3J-1/A-5A, BuNo. 146694 during open house at NAS Moffet Field on April 30, 1961. This was the first A3J-I, and the third "Vigilante" (the two predecessor aircraft were YA3J-ls). High-visibility da-glo vertical fin markings were indicative of aircraft's test status.

A pair of VAH-1 A3J·1/A·5As is seen aboard the USS "Independence" (CVA-62) while assigned to CVW-7 between August 1963 and March 1964. A practice bomb dispensing pod is suspended from the foreground aircraft's left wing pylon.

260

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North American A3J·IIA·5A, BuNo. 148929, of.RVAH-3. "GJ" squadron code letters are visible on the vertical tail and "Sea Dragons" squadron insignia is visible on intake cheek. Unlike its successors, the A3J-IIA-5A coufd accommodate only a single external store pylon under each wing.

24

I

AB AC AE AF AG

CYW-1 CYW-3 CYW-6 CYW-6 CYW-7

AJ

CVW-8

Pacillc Fleet NE CVW-2 NG

CYW-9

NH NK

CYW-11 CYW-14

NL

CYW-15

AVAH-11, AVAH-14 AVAH-1, AVAH-9, AVAH-11, AVAH-12 VAH-7, AVAH-5, RVAH-13 VAH-7 (1962 period) VAH-1, RVAH-1, RVAH-7, RVAH-9, AVAH-11, RVAH-12, RVAH-13, RVAH-14 RVAH-1, RVAH-6, RVAH-9, RVAH-13

NA-258

NA-263

NA-269

NA-269

NA-272

NA-279

NA-283

NA-296

NA-298

NR-349

O,lg. Date 7/18/55 4/30/56

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RVAH-1, RVAH-5, RVAH-6, RVAH-7, RVAH-9, RVAH-13 RVAH-1, RVAH-5, RVAH-6, RVAH-7, RVAH-11, RVAH-12 RVAH-6, RVAH-7, RVAH-11, RVAH-13 RVAH-1, RVAH-5, RVAH-7, RVAH-9, RVAH-12, RVAH-13 RVAH-6

Known Vigilante Model Numbers: Model No. NA-233 NA-247

i

Notes

Initial design and mock-up A3J-1/A-5A Production development of NA-233 Constructor's Nos. 247-1/-11 11 built 10/3/57 A3J-1/A-5A Continuation of NA-233, transferred to NA-247 1/26/59 A3J-1/A-5A Continuation of NA-247 production Constructor's No. 263-1/-14 14 built 11/16/59 A3J-1/A-5A Continuation of NA-263 Constructor's No. 269-1/-34 34 built A3J-21A-5B 11/16/59 A3J-3/RA-5C Added luel and recce capability Continuation of NA-263 Constructor's No. 269-35/-52 18 built A3J-1/A-5A 4/13/69 Long lead-time effort lor seven ale, transferred to NA-269 A3J-3/RA-5C 1211/61 Continuation of NA-269 production Constructor's No. 279-1/-20 20 built RA-5C 11/2162 Continuation 01 NA-279 production Constructor's No. 283-1/-23 23 buiit 4/7/64 RA-5C Conversion of A-5As to RA-5Cs 27 converted 12129/65 RA-5C Conversion 01 A·5As to RA-5Cs 16 converted approx. 1972 Improved Manned Interceptor study

RA-5C, BuNo. 156641, of RVAH-7 while assigned to the USS "Ranger" (CVA-61). Unit insigne is visible under wing root leading edge extension on intake tunnel side. RVAH-7's distinctive black radome is noteworthy. automatically to transmit stick inputs to the master actuator if the electric fiight controi system failed or was not used. When pitch augmentation was engaged, horizontal stabilator displacement was varied by a series actuator at a mechanical summing point. This was part of the The A-5A was a two-place, twin-engine attack bomber; augmented longitudinal flight controi system (ALFCS). the RA-5C was a two-place, twin-engine reconnaissance A standard group of pitot-static instruments was proplatform. Both were designed for carrier-based or landvided the pilot: airspeed/Mach indicator, counter-pointer based operations and both were capable of all-weather, altimeter, and vertical speed indicators. Navigation inhigh- or low-altitude operation. The A-5A was equipped struments included a horizontai situation indicator (HSI), a stand-by magnetic compass, and a clock. All normai with two underwing external store stations and the RA·5C engine instruments also were located on the pilot's inwas equipped with four. strument panel. The systems operator's cockpit was proThe primary mission of the RA-5C was tactical reconvided with an azimuth and range indicator, a clock, wind speed and direction and true airspeed/ground speed innaissance. The aircraft and its systems comprised onedicators. The RAN's cockpit was equipped with sensor half the U.S. Navy's Integrated Operational Intelligence control panels and monitoring equipment. System (lOIS). The airborne systems counterpart was the Besides standard instrumentation, the cockpits were ship-or ground-based Integrated Operational Intelligence equipped with conventional UHF and VHF communicaCenter (IOIC). This system was designed to provide tactions equipment, navigation equipment inciuding a stantical commanders with the full and up·to-the-minute indard TACAN, IFF/SIF transponder units, a radar altimeter telligence picture of any target area. This information was (AN/APN-120; this unit had a special high-altitude comprised of photographic coverage, radar coverage, capability that provided accurate altitude information to and Electronic Order of Battle (EOB) data. 75,000 ft. and a special low altitude system that provided The following description covers all three major accurate altitude information from ground level to 3,000 ft.); and other miscellaneous instruments and indicators. Vigilante variants and delineates specific model differences wherever necessary or appropriate: An automatic carrier landing system (ACLS) was provided. This unit permitted safe carrier approaches in marginal weather conditions_ After radar lock-on was Cockpit: The pilot and systems operator (A-5A) or established at the 4 to 6 mile acquisition gate, the data recon-attack navigator (RAN in the RA-5C) were provided link electrically positioned the pitch and bank steering separate, connected cockpits. All primary flight controls bars of the attitude director indicator (ADI) in the direcand indicators were installed in the pilot's cockpit. All tion the aircraft had to be flown to maintain or regain the primary controls and indicators for navigalion, bombing, desired glide path. When suitable conditions were inand reconnaissance were installed in the systems dicated, the AFCS could be engaged and coupled into operator's/RAN's cockpit. the data link control loop. Pitch and bank commands The front cockpit, occupied by the pilot, was equipped based on azimuth and elevation errors then were relayed with a conventional control stick and directional control to the aircraft for automatic glide path control. pedals (which were electrically adjustable fore and aft). Control forces were simulated by artifical leel bungess All Vigifantes, including the RA-5C, remained installed in the mechanical linkage. Normal pilot control bomber/attack capable throughout the type's operational inputs were electrically transmitted to the master acservice career. In order to accommodate accurate tuator.s (when the electric llight control system was enweapons delivery and also to achieve accurate placement gaged) but the basic mechanical system operated in of sensors over target, all aircraft were equipped with the parallel with the electric system and would take over North American Autonetics AN/ASB-12 bomb directing.

CONSTRUCTION AND SYSTEMS:

RA-5C, BuNo. 147856, of RVAH-9 while assigned to the USS "Ranger" (CVA-61). Unit insigne is visible on side of intake underneath extended spoiler surface.

RA·5C, BuNo. 149299, of RVAH-9 seconds after contacting the deck of the USS "Nimitz" (CVN-68) during recovery operations off the Virginia Capes on May 6, 1975.

RA-5C, BuNo. 149315, of RVAH·9 while assigned to the USS "Saratoga" (CVA·60). Bomb racks attached to wing pylons are noteworthy. Nose art identifies plane captains.

RA·5C, BuNo. 156621, of RVAH·9 while assigned to the USS "Nimitz" (CVN-68). Catapult was only seconds from launch as RA-5C's J79s were in afterburner.

25

North American RA·5C, BuNo. 150824, was the second prototype of this third "Vigilante" model. Painted in high-visibility da-glo markings and assigned to the Naval Air Test Center at Patuxent River, Maryland, it spent most of its service career being used as a testbed for "Vigilante" systems and sensors.

North American RA-5C, BuNo. 156615, of RVAH-l on October 19, 1977, while assigned to the USS "Enterprise" (CVAN-65). "NK" squadron code letters are visible on the vertical tail and "Bmokin' Tigers" squadron insignia is visible on the intake cheek. This was a late-production "Vigilante" equipped with J79-GE-l0 engines.

:-===============;;z::/=============:.==-----..::-:::-=========~ I ./

Weary-appearing North American RA-5C, BuNo. 156613, of RVAH·3. "GJ" squadron code letters are visible on the vertical tail. Red, white, and blue (note stars) intake markings are noteworthy, as are typically unpainted leading edge lIaps. This was a J79-GE-l0 powered aircraft.

26

Heavily weathered North American RA-5C, BuNo. 156624, of RVAH-6. "AA" squadron code letters are visible on the vertical tail. Missing segment of ventral canoe normally was occupied by a panoramic camera system. All canoe stations were accessible from underneath. This was a J79-GE-10 powered aircraft.

North American RA-5C, BuNo. 156608, of RVAH-7 while assigned to the USS "Ranger" (CVA-61). "NE" squadron code letters are visible on the vertical tail and the "Peacemakers" squadron insignia is visible on the intake cheek. Black radomes were peculiar to RVAH-7 aircraft as most other "Vigilante" squadrons had gray or white radomes.

,=--oiiilllll.6/2

-

..---

North American RA-5C, BuNo. 156625, of RVAH·7 while assigned to the USS "Kitty Hawk" (CVA-63). "NH" squadron code letters are visible on the vertical tail and the "Peacemakers" squadron insignia is visibie on the intake cheek. Red trim around chaff dispenser is noteworthy. This was a J79-GE-10 powered aircraft.

27

set as an integral part of the radar equipped inertial navigation system (REINS). This unit (developed from the autonavigator system resulting from North American's work on the Navaho missile program) was composed of an inertial autonavigator, a navigational computer, a North American NASAR bombing computer, tie-in equipment, a general-purpose radar set, and controls and indicators for operation of the entire system. The AN/AS8-12's basic purpose was to provide navigation and aircraft positioning. In addition, a closed-circuit television set was pro-

vided as a daylight navigation aid. All-environment capability was made possible by the system's ability to provide accurate navigation with unlimited range, position read-outs in latitude and longitude, ground-mapping radar operation, and a steering signal presented on the pilot's all-attitude indicator (AAI) and available to the lateral axis of the AFCS. AN/AS8-12 capabilities inciuded: (1) Multiple target or destination capability through preset or in-flight set-in of any five positions; (2) allenvironment position monitoring using general-purpose radar equipment; (3) highly accurate visual identification and navigation through a closed-circuit television sight; and (4) digital and analog information required for operation of reconnaissance systems. The inertial autonavigator subsystem consisted of a gyro-stabilized platform on which were mounted two velocity meters. Part of this sUbsystem was a digital navigation computer called Verdan (Versatile Digital Analyzer). Verdan was a digital computer with a generalpurpose computing section and a differential analyzer which shared a common, rotary, magnetic memory disk. Verdan continuously calculated aircraft position with respect to the earth local level plane and could calculate range and bearing to selected checkpoints or targets. The General Dynamics Electronics radar, integrated into the AN/AS8-12 was a general-purpose unit operating in the J-7 band at 60 kw peak power in a narrow, duallobe pattern. The radar provided conventional and expanded ground-mapping and contour-mapping in a + or - 45° sector scan, depressed-center PPDI-type display. The normal ground-mapping mode provided all-weather navigation assistance and target location with peak performance optimized at 60 n. miles range at 60,000 ft. The radar antenna was a dual-surface, paraboloidal reflector containing a flexible mylar diaphragm. The latter provided a changeable basic antenna pattern allowing either conventional ground-mapping or "pencil" beam pattern options. A closed-circuit television sight was installed as part of the AN/AS8-12. The scanner sight was composed of a vidicon tube and an optical prism unit which, when selected, would present a view of the area on the RAN's radar-television indicator and pilot's projected display indicator (PPDI). The latter, representing the first Heads Up Display (HUD) ever installed in an operational aircraft, provided data (via radar displays) and terrain avoidance and normal ground or contour map, altitude, steering, and weapon delivery command information, all projected on a diachroic mirrored surface that sat, like a conventional HUD, on top of the pilot's instrument panel. The scanner assembly was mounted in a small dome under the nose, aft of the radome. The optics for this unit could be slewed to 45° left or right of the aircraft centerline and vertically downward to 55°. A fixed aft-vieWing position also was possible and three beam angles were available. Two slightly different ejection seat types eventually found their way into the Vigilante. Initial prototype and production A-5As were equipped with North American HS-1 seats which permitted escape at speeds as low as 100 knots. late A-5As, the A-58s, and the RA-5Cs all were equipped with North American HS-1A seats capable of zero-zero emergency egress. In either the HS-1 or the HS-1A, the seat bucket was electrically adjustable through a vertical range of 5 in. (the headrest, however, remained stationary). The original seat was equipped with an N8-7E personnel parachute requiring the use of a standard integrated harness garmet; later seats were equipped with the N8-7E or NES-15A parachutes. With the original seat, ejection was initiated by pUlling the face curtain handle forward and down sharply to full travel, or by turning (unlocking) and pulling either alter· nate ejection knob. Seat ejection thrust was provided by a single unit catapUlt rocket. This provided sufficient force to propel the seat approximately 125 ft. above the aircraft flight path at average cruising speeds. A 52 in. stabilizing drogue parachute then deployed from the headrest. An automatic seat/man separation system, following seat stabilization and descent to below 13,000 ft., would actuate and kick the seat away at apprOXimately 2 secs. This would be followed by parachute and survival kit deployment and descent. The cockpits were air conditioned and pressurized. The air conditioning system provided the following functions: cockpit and pressure suit conditioning; cockpit and pressure suit pressurization; cockpit cooling and pressurization (unpressurized to 8,000 ft.; constant 8,000 ft. level pressure from 8,000 ft. to approx. 23,400 ft.; constant 5.0-psi differential pressure at all altitudes above approx. 23,400 ft. MSl); anti-g suit operation; windshield and canopy defrosting and windshield anti-icing; engine anti-icing (it should be noted that there were no provisions for inflight structural anti-icing and it was not recom-

28

mended the Vigilante be flown in known icing conditions); pneumatic system supply; and hydraulic reservoir pressurization. In addition, the air conditioning system also provided pressurized air for the canopy seals, air data computer, liquid oxygen bay, ECM waveguide, radar, inertial autonavigator platform, aircraft fuel supply system, and hydraulic reservoirs as well as supercharging air to the pneumatic system air compressor. Air for this system came from the final stage of each engine compressor where taps at three points bled hot, high-pressure air and routed it to primary heat exchangers on each side of the aircraft. There it was cooled to approximately 300°F. by ram air from the engine intake ducts. Two independent oxygen systems were installed. The normal breathing oxygen supply, good for 8 hrs., was provided by a liquid oxygen conversion system. The original A-SA windscreen design was produced as a multi-laminate of tempered glass and silicone in layers. At the time of its introduction, this unit was claimed by its maufacturer, Libby-Owens-Ford, to be the largest onepiece curved, laminated aircraft glass made up to that time. At an early stage in the production program, this unit was replaced with a stretched acrylic windscreen that was substantially less expensive and decidedly easier to manufacture. The pilot's and systems operator's cockpits were provided with separate, jettisonable, clamshell-type canopies. The pilot's canopy was of conventional design. The systems operator's canopy was primarily of metal construction with a single, small window on each side, this to restrict the amount of light in the cockpit in consideration of the need to monitor radar and television equipment. A sliding shade arrangement was installed for both windows in the systems operator's/RAN's canopy for darkening the cockpit. 80th canopies were opened and closed by pneumatic cylinders which were controlled by pneumatic toggle vavles installed in each cockpit. Power for canopy operation was supplied by the pneumatic compressor system and an air storage bottle with 3,000 psi pressure reduced to 450 psi. An emergency air bottle for each canopy permitted emergency egress_ Fully opened, the canopy angle was 33°. Normal opening or closing time was approximate 5 sees. Fuselage: The 14.47 to 1 fineness ratio fuselage was of conventional all-metal semi-monocoque construction. Primary materials were aluminum and steel, with titanium in the engine bay and high load carry-through areas. The fuselage was broken into three major components consisting of the forward fuselage, the intermediate fuselage, and the aft fuselage. The engine nacelles were tied into the linear bomb bay via two main bulkheads. The forward bulkhead also served as a major carry-through structure for the wing attachment points. The aft bulkhead, of steel, absorbed wing and concentrated landing loads from the landing gear. A wing brace also transmitted side loads from the wing to the aft steel bulkhead. To permit access to the radar compartment and to facilitate handling, the nose radome could be opened and rotated upward and aft through operation of an electrical actuator. With both the vertical tail and the radome folded, the RA-5C's over-all length was reduced from 76.55 ft. to 65.57 ft. Wings: The wings were developed from earlier North American design philosophies that had given birth to the wings for the FJ-4 and F-100 series fighters. The wing skins were integrally machined from large slabs of Alcoa 2020-T6 aluminum-lithium alloy. This material offered greater strength than conventional aluminum alloys while providing great elasticity and reduced density (and thus lower weight). The main structural boxes of the inboard and outboard wing panels were similar in that they both had milled upper and lower skins, redistribution ribs, and front and rear spars. The main differences between the inboard and outboard panels were: (t) the inboard wing had intermediate spars to stiffen the skins whiie integral stringers were used on the outboard wing for this purpose, (2) the inboard wing was an integral fuel cell while the outboard panel was not. The wing sweep angle was 27.5° at quarter-chord and the thickness-chord ratio was 3.5%. The wings could be power folded by the NO.2 hydraulic system. A hydraulic lock valve was provided in the wing fold line to prevent inadvertent wing spreading in the event of hydraulic pressure loss during wing folding. Positive hydraulic sequencing actuated lockpins upon completion of the wing spread cycle. Manually operated locks, actuated from the cockpit, secured the lockpins in position. The wings could be cycled independently, if desired. When the wings were folded, the span was reduced to 42 ft. 4 in. (A-SA). lateral control was provided by a spoiler-deflector system. Control was through master actuators and mechanical linkages, which, in turn operated full-powered hyd raulic actuators. The spoiler-<Jeflector system consisted of conventional and inverted spoilers and deflectors located on the inboard wing panels, only. The conventional spoilers, located at the mid and inboard positions, opened a maximum of 70°. The deflectors, located on the lower sur· faces under the conventional spoilers, opened a max· imum of 35°. The outboard spoilers and deflectors were inverted, the spoilers being on the lower surfaces and the

deflectors on the upper surfaces. The inverted spoilers opened a maximum of 70° and the outboard deflectors opened a maximum of 39°. The spoilers and deflectors were mechanically interconnected so that hydraUlically powered movement of the spoilers resulted in movement of the deflectors. During rolling maneuvers, the inverted spoilers and deflectors on the outside wing induced drag, offsetting the yaw effect of the mid and inboard spoilers on the inside wing. A series of override bungees were installed in the mechanical linkage to the spoiler actuators, consisting of one bungee for each inverted spoiler and one for each set of inboard and mid spoilers. These bungees allowed continuous operation of the lateral system in the event one set of actuators should fail. The spoiler-deflectors also could be used as speed brakes. Ttie flaps were equipped with a system permitting pllcn trim change via flap extension or retraction. An interconnect unit mechanically repositioned the pitch augmentation actuator, thus moving the horizontal stabilators to a new trimmed position. Full span leading edge flaps were installed on each Wing. These consisted of three hydraulically powered and mechanically controlled sections. The outboard section operated on linkage separate from the inboard sections, and had an actual maximum extension of 38.5° on the A-SA and 50° on the RA-5C, while the mid-and inboard sections extended to a maximum of 25.5° on the A-SA and 28.5° on the RA-5C. Activation of the wing flaps automatically positioned the leading edge flaps through a series of jackscrews driven by motors powered by the NO.2 hydraulic system. At less than transonic speeds, the leading edge flaps normally were lowered to 5° on the outboard sections and 3° on the inboard sections for best cruise angle. All Vigilantes were equipped with boundary layer control systems (8lC). However, the A-SA had 8lC on its trailing edge flaps, only, whereas the A-58 and RA-5C had 8lC only on their leading edge flaps. 8lC decreased the airspeed and angle-of-attack required for approach and landing, and also minimized the amount of aircraft rotation required for takeoff. A 8lC valve, installed in the compressor bleed line from each engine, directed highvelocity air over the tanding flaps, beginning when the flaps left the fully retracted position. Flow began as the flap droop approached the 25° position and reached maximum when the flaps were extended to approximately 40°; the valves were full open at 50°. Tall Surfaces: longitudinal and directional control were provided by single-piece slab-type horizontal stabilators and a single-piece, slab-type vertical tail surface, respectively. All surfaces were hydraUlically powered and irreversible. Control of the longitudinal system was through master actuators and mechanical linkages, which, in turn, operated full-powered hydraulic surface actuators. The directional control system was a direct, mechanically controlled and hydraUlically powered system. 80th the longitudinal and directional systems were augmented for optimum control characteristics at various altitudes and airspeeds. The horizontal surfaces were attached to spindle fittings on the fuselage, below the vertical fin. Each surface had a travel range of 15° leading edge up and 18° leading edge down. Pitch trim involved small, symmetrical movements of both horizontal tails. Changes in lateral (roll) trim were accomplished by differential deflection of the stabiliators. Even in consideration of this capability, the horizontal tail surfaces could not be used for roll control. The vertical tail was an all-moving, siab-type unit. Total surface travel was 16° (8° either side of center)_ Travel was regUlated by a ratio-changer controlled by the position of the wing flaps. Travel varied linearly from 2° left or right (with flaps up) to 8° left or right (with flaps down 25° or more). The vertical tail surface could be folded at an angled hinge line located at approximately mid-height. Power folding was accomplished by No. 2 hydraulic system pressure. Manual folding also was permissible. Positive hydraulic sequencing actuated lockpins upon completion of the unfold cycle. When the vertical fin was folded, height of the aircraft was reduced from 19 ft. 4 in. to 15 ft. 6 in. Flight Control Systems: The flight control systems were hydraulically powered and irreversible. The longitudinal and lateral systems were electrically controlled, hydraulically operated systems with a stand-by mechanical control system. The directional system was mechanically controlled and hydraulically actuated. The longitudinal and lateral systems used master actuators which were capable of accepting either mechanical inputs from the control stick or electrical inputs from the electrical control system. The master actuators mechanically positioned the control valves on the horizontal stabilator and spoiler surface actuators. Movement of the control pedals was transmitted directly to the vertical tail surface actuator. Electric trim actuators (controlled with conventional trim switches) were used for roll, yaw, and alternate pitch trim. Normal pitch trim was provided by using the same electric trim actuator and controlling it electronically using an input for the pitch trim synchro on the pilot's stick grip. Electronic augmentation systems were provided for both directional and longitudinal stability. Augmentation was accomplished by using inputs from

t'

<7'

RA·5C, BuNo. 156639, of RVAH-9 at NAS Key West on August 22, 1977. Extended leading and trailing edge flaps at the beginning of takeoff are noteworthy.

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RA-5C, BuNo. t46702 of RVAH-9 at NAS Fallon. Noteworthy is Navy NT-2 towbar attached to nose landing gear.

J

RA-5C, BuNo. 149283, of RVAH-ll while assigned to the USS "Forrestal" (CVA-59). Visible under the inboard section of the right wing is a night photography flasher pod.

Rare image of RVAH-ll RA-5C, BuNo. 156614, assigned to the USS "Constellation" (CVA-64) and wearing shark's mouth markings on its intakes.

A VA-34 A-6A, BuNo. 151563, was utilized to refuel RVAH-ll RA-5C, BuNo. 156610. The latter was assigned to the USS "Constellation" (CVA-64).

Camouflaged RA-5C, BuNo. 149289, of RVAH-12. Camouflage was applied to select "Vigilantes" during 1966 tests but proved relatively short lived and inappropriate.

gyros and accelerometers, air data computer information,

to three maximum brake applications and up to as many

and servo loop circuitry. The Vigilante was equipped with an automatic flight control system (AFCS). This was designed to provide automatic control of the longitudinal and iateral flight con-

as 12 lesser applications of a magnitude necessary to stop a fully loaded aircraft during ground handling operations. The emergency brake system received pressure from the No.2 hydraUlic system and consisted of a power

trel systems from touchdown speeds at sea level to Mach

metering valve, an accumulator, and necessary lines and

2 at approximately 55,000 ft. During normal AFCS operation, the pilot could make pitch and roll stick steering corrections (within limits) without disengaging the system. It utilized inputs from the air data computer, flight reference set, the AN/ASN-26, and the AN/ASB-12, and provided outputs to the longitudinal and lateral control systems.

hoses. It was operated by an emergency brake handle in the front cockpit.

Landing Gear: The fully retractable tricycle ianding gear was electrically controlled and hydraulically ac- . tuated. All three gear rotated forward during the retraction process with the main gear rotating 900 before locking into their respective wells. Normal retraction sequences took about 7 to 9 seconds. In the event of a hydraulic system failure, the forward retraction feature allowed the gear to be extended by graVity and air loads if the pilot pulled the emergency gear extension handle. The wheel well doors were electrically sequenced to open whenever the gear were in their unlocked position. The strut and trunion fairing doors were mechanically linked to, and retracted by, the landing gear struts. The main gear were each equipped with a single 36 x 11, Type VII, 24-ply tire inflated to 120 psi (minimum)

and 225 psi (maximum) for shore use and 250 psi for shipboard operations, and independent disc brakes. The nose gear was equipped with a single 26 x 6.6, Type VII, 16-ply tire inflated to 150 psi for shore use and 325 psi for shipboard operations.

Nose wheel steering to 75° (+ or - 5°) either side of the aircraft centerline was available through the directional control pedals when the pilot depressed the steerlterrain button. When the button was not depressed, the nose wheel was in the damping, swiveling configuration which allowed 360° swiveling for ground handling purposes and unlimited steering deflection through differential braking. When being towed, a Navy universal tow bar (NT-2 Model 3 or similar) was required. The brake system consisted of two independent hydraulic systems: the normal brake system and the emergency brake system. These were completely separate down to the shuttle valve at each main gear wheel. The normai system consisted of a power brake

Vigilantes (BuNo. 145157 and subsequent ale) having complied with AFC 170 and AFC 252_were eqUipped with an automatic skid control system as part of the normal brake system. This unit detected incipient steel skids and

~~~~~e:s ~~~~~r~~cf~;e:;t~::u: d:~e~~;;,:"riate

wheel'

The Vigilante was equipped with an arresting gear for carrier operations. The arresting hook was located on the aft lower fuselage and was hinged adjacent to the root of the horizontal stabilator leading edges. The V-shaped assembly was faired into the fuselage by mechanically operated trunion, hook point doors, and beam fairing doors. The hook was retracted by No. 2 hydraulic pressure and extended by a piston-type air hydraulic accumulator. Hook point doors were installed to cover the

hook point when the arresting gear was retracted. These doors were opened and closed mechanically by the hook during the cycle. An air-oil hook bumper unit prevented the hook from bouncing into the access well during an arrested landing and retracted before the hook was retracted. The hook extended to 550 from the vertical. HydrauliclPneumatic Systems: During the early stages of Vigilante design, North American envisaged using compressed nitrogen rather than hydraulic fluid for the aircraft's power requirements. As this proved impractical, a more conventional hydraUlic system was utilized

emergecny flap extension system. Prior to flight, the pneumatic system bottles were precharged to 3,200 psi. During flight. a hydraulic motor-driven air compressor

maintained the bottles at 3,000 psi. The compressor was powered by the NO.2 hydraulic system. A Garrett AiResearch ram-air turbine (RAT) was installed just ahead of the left main gear well. It extended automatically or upon pilot demand. It was capable of providing both minimal hydraulic power and minimal elec-

trical power (via hydraulic power) during emergency situations.

Electrical System: The A-5A electrical power source was a 400-cycle, constant-frequency, alternating-current system supplying three-phase power (A, B, C rotation) at 115 volts per phase. Across any two phases, power measured 200 volts. Normal AC power was provided by two engine-driven brushless generators. Essential AC and DC bus power could be provided by an emergency power unit driven by the RAT. The A-5A had two 30 kva AC generators with one being driven by a constant-speed drive on each engine. pro-

viding a total system capacity of 60 kva. The RA-5C had two 42 kva AC generators providing a total system capacity of 84 kva. The generators were cooled by passing oil from the engine oil tank through the frame and shaft of each unit.

The AC power distribution system was composed of two independent systems. The NO.1 system normally was energized by the left-hand generator and consisted of the NO.1 primary bus and monitored buses. The NO.2 system normally was fed from the right-hand generator and consisted of the No. 2 primary and essential buses. For ground operation of all buses, external AC electrical power was required. Power access was on the left side

valve with an integral manual master cylinder, an aux-

of 2,800 to 3,250 psi. The reservoirs were pressu rized to provide adequate fiuid supply to the engine-driven pumps under all conditions. The NO.1 system provided hydraulic power to all basic flight control actuators, the yaw augmentation system, and the leading edge flaps. The No. 2 system provided power to all basic flight control system actuators, the leading edge flaps, and all other hydraUlically operated systems and components.

iliary accumulator, and necessary lines and hoses. The power brake valves, one for each wheel, provided differential pressure at the wheel in proportion to the degree the pedals were depressed. Hydraulic pressure from the NO.2 hydraUlic system was metered from the system to each brake unit. The normal system was capable of up

Emergency hydraulic system reqUirements were inter-

of the fuselage, forward of the main landing gear. DC power was obtained by utilizing two 200-ampere DC converters (transformer-rectifiers), a primary and an alternate, to provide 28 volts DC to various systems. The DC power distribution system was composed of the primary bus and the essential bus. Lighting: Interior lighting consisted of: Pilot: right and left console red floodlights; right and left console white high-aititude lights; console refractor panels red lights (indirect); individual red instrument lighting (instrument panel); indirect red lighting for checkoff lists and stand-by compass; warning, caution, and advisory lights; a utility light (RA-5C, only); and left and right emergency lights.

faced with the NO.1 system and generated by the RAT. Pneumatic power prOVided high-pressure air for canopy normal operation, canopy emergency jettison, and emergency flap extension. Separate pressure storage bottles were provided for the canopy jettison and

lighting; warning, caution, and advisory lights; a utility light (RA-5C, only); and red floodlights. Exterior light equipment consisted of wing and tail position lights located on the wing tips and the vertical tail

instead. Initially, hydraUlic power was supplied by two separate systems with only one independent pump per engine. Later aircraft were equipped with two pumps per engine. Additionally, each system had its own reservoir and separate lines, and delivered a basic no-flow pressure

Systems Operator: white incandescent compartment

29

North American RA-5C, BuNo. 149276, of RVAH-7 while assigned to the USS' "Kitty Hawk" (CVA-63). "NH" squadron code letters are visible on the vertical tail and a non-standard "Peacemakers" squadron insignia is visible on the intake cheek. Curved intake lip indicates this was a J79-GE-B powered aircraft.

=-=

ft

CCI::lI • _ _ .....

_

North American RA-5C, BuNo. 149299, of RVAH-9. Stylized "GM" squadron code letters are visible on the vertical tail and "Hoot Owls" squadron insignia is visible on the intake cheek. This was an upgraded early RA-5C equipped with J79-GE-10 engines and associated modifications and improvements.

North American RA-5C, BuNo. 147856, of RVAH-9. "NE" squadron code letters are visible on the vertical tail and "Hoot Owls" squadron insignia is visible on the intake cheek. Bright red paint of gear well doors is noteworthy. Wing fold option was utilized out of habit, even when operating from a land base.

30

RVAH-5 unit insignia.

RVAH-6 unit insignia.

_.......

RVAH-7 unit insignia.

RVAH-9 unit insignia.

RVAH-ll unit insignia.

---....--

Pilot's main and two side console panels for RA·5C, BuNo. 156614 (side console panels actually are from a different aircraft). Radar warning indicator is visible just behind gloves. Main flight and propulsion instrumentation was located on main panel. Side consoles accommodated throttle quadrant and miscellaneous panels.

31

RA-5C, BuNo. 151727, of RVAH-12 on March 2, 1978. Squadron insigne is visible on intake ramp side, just below wing leading edge root section.

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RA-5C, BuNo. 156628, of RVAH-12. Markings were red, white, and blue with black lettering. RVAH-12 was disestablished on July 2, 1979.

--.-:::::::-_ _.....

RA-5C, BuNo. 156643, of RVAH-12. Color markings were in red, white, and blue, with all black lettering. XII on tail was red. Main gear doors also had red interior surfaces.

An RA-5C of RVAH-12 settles in for a trap aboard the USS "Forrestal" (CVA-59). High AoA was a contributory factor in giving the "Vigilante" a bad ramp strike reputation.

RA-5C, BuNo. 145157, of RVAH-13 assigned to the USS "Kitty Hawk" (CVA-63) during SEA operations. Visible in the background are blast-fence-protected "Super Sabres".

RA-5C, BuNo. 146698, of RVAH-13 assigned to the USS "America" (CVA-66). Exhaust plume and lowered leading and trailing edge ffaps indicate touch-and-go practice.

surface; low-intensity formation lights consisting of fuselage formation lights installed aft of the wing trailing edge, and wing formation lights installed in the tips (single units with lenses on both the upper and lower surfaces); retractable, rotating anti-collision lights on the top and bottom of the fuselage; a taxi light located on the nose wheel landing gear; approach lights (for the LSO to help him determine aircraft approach attitude) located on the nose landing gear; an air refueling reference light installed on the underside of the forward fuselage below the pilot's COCkpit; and a fuel probe light installed in the upper left nose section forward of the windshield. All exterior lighting was controlled from the pilot's.cockpit. All interior lighting was controlled independently. Additionally, the buddy tanker signal lights were controlled from the aft cockpit. Armament and Sensors: The armament system was

utilized on the A-5A to release weapons or fuel dump tanks mounted externally under the wings or internally in the linear bomb bay. In the RA-5C, the armament system was optimized for the release of externally mounted weapons or fuel drop tanks. Externally mounted items could be forcefully ejected from each MAU-9 rack by two electrically actuated explosive cartridges which operated linkage that freed support lugs from the pylon hooks and drove the rack ejector foot. The trigger was located on the pilot's stick grip. The rearward ejecting bomb system developed for the Vigifante and abandoned in principle upon the advent of the RA-5C was simple in concept, but extraordinarily complex in execution. The basic system consisted of the bomb tunnel (linear bomb bay) located between the aircraft engine bays (and accessed for maintenance by removing a 35 in. wide by 150 in. long non-structural panel on the underside of the fuselage), a bomb dolly track, the bomb dolly, the bomb, two trailing fuel cans (tanks), a solid fuel, gas actuated "kicker" for bomb and bomb train ejection, and a disposable tail cone. Several different bomb and bomb train configurations were tested (see "History" section) but none was perfected to the point where operational deployment was possible. The standard special (nuclear) weapons that were to have been utilized included the Mk.27, Mk.28, and Mk.43. The Vigifante also was designed to carry 2 x Mk.83 or 2 Mk.84 general purpose bombs on its wing pylons. Additionally, it was possible to carry two Mk.43 special stores on the pylons. Miscellaneous items eventually carried by the RA-5C in an operational scenario included the AN/ALQ-31 electronic countermeasures pod, and a pair of night flasher pods (assigned to Station 9-which was the inboard Wing

32

attachment point). The latter units were developed specifically for use with the RA-5C and were streamlined and faired to fit snugly against the underside of the aircraft's wings. Internal generators driven by wind turbines provided power for each unit's three strobe lights. The latter were synchronized to work in concert with the aircraft's optical sensors. The various mission of the RA-5C required different packages of eqUipment for obtaining reconnaissance data. The data obtained was utilized during post mission analysis for future mission planning. Systems providing reconnaissance data collection capabilities were the photographic systems, side-looking-radar system, infrared system, and passive electronic countermeasures

system. The digital data system provided control signals for these systems, and information required for full utilization of the data obtained from the reconnaissance systems. This data was complementary since, by comparison, more information could be obtained than would be possible by using any single system. The following list covers the standard systems and their components: Photographic: The aerial photographic systems installed in the RA-5C provided the aircraft with a capability of obtaining day and night high-resolution aerial photographs over a broad range of aircraft speed, altitude, and atmospheric conditions. All camera systems were controlled from a camera control panel located in the RAN's compartment, with the pilot having the means of taking over control of the oblique still picture cameras via a front COCkpit camera control panel. Control was accomplished automatically and governed by constants applied by the IMC and shutter control assembly in Station 5 (for serial frame cameras) and by self-contained control electronics (for panoramic cameras). The RAN's control panel included exposure remaining counters and readiness indicators for each camera. On some aircraft (having AFC 312 complied with) oblique camera sight assemblies were installed on the left and right sides of the pilot's canopy. During the course of the RA-5C's operational career, requirements changed from missions at medium altitudes to very low altitudes. High-altitude photography required cameras with longer focal lengths and high-resolution lenses to maintain a scale that would provide sufficient image size and produce enough resolution for detailed stUdy. Low-altitude photography required short focal length lenses to provide a reasonable field of coverage. To fulfill these requirements, two panoramic cameras (one

for low-altitude and one for high-altitude) were installed with rotating prisms which scanned from horizon to horizon to obtain wide rectangular overlapping frames in the direction of flight. Still picture (serial frame) cameras, exposing a series of overlapping square frames, also were installed at various stations to accomplish additional specific photographic reconnaissance recordings. The serial frame and panoramic cameras incorporated an SIC control on the lens cone or lens train assembly. The SIC control accommodated factors such as film type, filter type, altitude, target reflectivity, target type, location, season of the year, time of day, and ground cover variations. This information was preset prior to flight. Each camera installation also was equipped with a light sensor, providing integrated control of exposure within preset limits. Automatic exposure settings could be overridden by the RAN. Image motion compensation (IMC) was provided through the camera control systems. Input signals of aircraft ground speed were integrated with altitude signals from the air data computer or radar altimeter. Correct IMC was achieved when film motion relative to the ground was zero.

The camera stations were as follows: Sensor Station 1 (Forward Oblique): contained a forward oblique KA-51A or KA-51B, 6 in. focal length (FL) serial frame (S/F) camera. This unit was secured to fixed mounts which could be installed or provide 11.5° or 16° depression angles from the FRL. The camera was used for day photography only and operated in the pulse mode of operation (without IMC) with 50% forward overlap approximately 10° from the bottom of the format, regardless of the position of the mode seiector switch. The operation of the FlO camera could be controlled either from the pilot's oblique camera control panel or from the RAN's camera control panel. Sensor Station 2 (AzimuthNertical Camera): contained an azimuth/vertical (AzlV) S/F camera. A KA-50A (1-3/4 in. FL), KA-62A (3 in. FL), or KA-51NB (6 in. FL) camera could be used in sensor station 2. A switching arrangement was used to obtain proper IMC action (autocycle and overlap) for the three different FLs; the camera was mounted in an azimuth controlled mount secured to position the camera at approXimately a 90° depression angle at a normal level flight attitude (camera axis was at an angle of 94° to the FRL). In addition to providing a mounting surface for the camera, the azimuth-controlled mount was supplied with signals to correct the camera for aircraft drift angles as large as + or - 10°. This station

· ~.

could be used for night, as well as day, photo missions; however, night missions employed the 6 in. FL camera in order to maintain the complete camera field of view

within the flasher cone of light. This station was operated by the RAN only, and provided 60% overlap in either highor low-altitude mode with the 1-3/4 in. or 3 in. FL camera installed. The 6 in. FL camera provided 20% overlap in the high-altitude mode and 60% in the low-altitude mode. The azimuth/vertical camera also could be operated to form part of a tri-fan camera configuration with the obliques in station 4. Sensor Station 4: could house one of three modules in various configurations. Each module was identical in shape but contained a diversified camera arrangement. Module No. 4-1-in the forward compartment housed the right and left oblique serial frame cameras. They could be of various focal lengths, hard-mounted, to provide various depression angles. The two 6 in. FL cameras could be installed at a 5°, 19.75°, 37.5°, or 52° depression angle. If tri-fan coverage was desired, these depression angles were determined by the camera focal length used in Station No.2. Some No. 4-1 modules were modified to house two KA-53A (12 in. FL) cameras installed at depression angles of either 5° or 19.75°. The right and left oblique cameras were used for daylight missions and could operate in either the non-IMC (pulse) mode or the IMC (autocycle mode). Operation of these cameras could be controlled from either the pilot's control panel or the RAN's control panel. Module No. 4-1 (Configuration A)-contained the same oblique camera arrangement as the No. 4-1 module, but a 3 in. pan camera, controlled from the RAN's control panel, was included in the aft part of the module. Module No. 4-2-contained provisions to accommodate an 18 in. FL KA-58A panoramic camera in the forward compartment and a 3 in. FL KA-57A panoramic camera in the aft compartment. These cameras were controlled by the RAN and were mounted in fUlly stabilized mounts. The 3 in. pan provided the normal 60% overlap while the 18 in. pan provided 66% forward overlap. Both cameras operated in the IMC mode. Flights made at very high altitudes required a 5 hr. preheat of the 18 in. FL pan camera to obtain the highest resolution imagery. The prisms enclosure for these cameras contained a heater,

a thermostat, and a blower to aid in preheating. A barometric altitude signal was provided in conjunction with the PHC 36 modification available on select KA-5BA camera assemblies.

Module No. 4-3-<:ould accommodate two 6 in. FL serial frame cameras installed in fully stabilized mounts providing ptich and roll stabilization of + or - 5° and azimuth correction of + or - 10°. In the normal level flight altitude, the camera depression angle was approximately 90°; however the camera axis was set at 94° with respect to the FRL. This module also could accommodate the 1-3/4 in. FL camera. Module No. 4-3 (Configuration A)-housed 12 in. FL serial frame cameras in the forward compartment of the module, mounted in a split vertical configuration. The cameras were fixed-mounted with a depression angle of 81°. An optional configuration was the single 12 in. FL camera mounted vertically. Either configuration could be operated from the RAN's control panel. The split 12 in. FL configuration provided approximately the same lateral coverage as a 6 in. FL camera with twice the scale. The single 12 in. FL vertical configuration provided approximately half the laterai coverage of the 6 in. FL camera with twice the scale. Electronic flasher pods were available for night photography. These were installed at wing station 110 (right and left) and supplied directed high-intensity light in a 43° cone of illumination. The flasher pods operated in conjunction with the station 2 or station 4 vertical cameras (6 in. FL). Because of camera and flasher synchronization requirements, only one night vertical camera station (4 or 2) could be used at a time. The flasher pod capacitor system operated at 2,600 volts. The RA-5C also was equipped with a Westinghousemanufactured side-looking airborne radar (SLAR) system designated AN/APD-7. This dual, planar antenna equipped unit was mounted in the aft part of the ventral canoe and provided low-resolution video projected imagery of ground targets. Because of its limited resolution, the SLAR was used primarily for change detection and cueing the interpreter to areas of interest on other sensors. It also was very useful in harbor/ocean surveillance and in selecting radar significant offset aim-

points. The most important advantages of the system were its true all-weather, day/night capability and its ability to image large areas on a small amount of film. This data also had the attribute of being available for near real-time transmission back to analysis faciiities located many hundreds of miles from the RA-5C. The RA-5C also was equipped with an AN/AAS-21 infrared detecting set. Commonly referred to as the IR mapping system, this equipment detected, recorded, and photographed surface infrared (heat) radiation. It consisted of a receiver set (scanner), a recorder, a control panel, and an advisory light. The receiver and recorder were located in the recon package sensor station 7, forward of the three-headed video amplifier and between the SLAR antennas. The control panel was located on the RAN's aft left-hand console. An aerodynamic fairing protected the IR receiver scanner optics behind a sliding door assembly. Infrared information was gathered by the receiver scan mirror's rotation about an axis parallel to the aircraft track. Ground mapping presentation was focused by an optical system on a six-detector array and converted to electrical impulses. The electrical impulses were recorded on a 5 in. wide film as an IR map of the radiation. The field of view was 140°.

'1

The RA-5C also was equipped with a passive electronic countermeasures system (PECM) designated AN/ALO61. This was a multiband, passive detection and recording set. It received emitter signals and recorded source characteristics, source bearing, time of recording, naviga· tional data, and status information data on tape for use by intelligence personnel. The recording tape system would record continuously for up to 56 or 112 minutes. The system was controlled from the RAN's compartment. The RA-5C was equipped with a digital data system designated AN/AYA-1. This collected aircraft flight data from the AN/ASB-12, the radar altimeter, the AN/APN120, and the A1A24G-4 air data computer set. This data, in turn, was processed in the CV-140B/AYA-1 data converter and the CV-1412/AYA-1 data translator and distributed to the various reconnaissance systems in the form of digital data matrix and tape format signals and analog stabilization and reference voltages. The number and types of video amplifiers installed on the aircraft

-----~

RA-5C, BuNo. 147857, of RVAH-13. This view provides good imagery of the J79-GE-8-type intake configuration with its curvilinear ramp side edges.

RA-5C, BuNo. 147858, of RVAH-13 while assigned to the USS "Kitty Hawk" (CVA-63). RVAH-13's scalloped vertical fin trailing edge markings were quite distinctive.

~~.-:::---

- ..... .

.-~-

-'

RA·5C, BuNo. 151727 of RVAH-13 aboard the USS "Kitty Hawk" in the south China Sea during 1965. Scalloping of camouflage differed from aircraft to aircraft.

RA-5C, BuNo. 148925, of RVAH-14 during a December 1972 transient stop at Moffett Field. Distinctive markings were in black and light (aqua) blue.

During Mediterranean exercises RA-5C, BuNo. 156642, of RVAH-14 moves into position just aft of the USS "/ndependence" (CVA-62) starboard catapult.

RA-5C was offered to the Australian government during the late 1960s. Australians found the aircraft too complex and too expensive for their military requirements.

33

depended on the type of reconnaissance package installed. The sensory records from the RA-5C were processed and analyzed in the 10lC immediately upon return of the aircraft from its mission. Film magazines were passed into

the Film Handling Dark Room for development while airborne tapes of PECM data were loaded on the Magnetic Tape Processors. Options available for processing the PECM tapes included: prescribed locations examined in a specified order; all emitters of a certain type examined first; and/or the entire tape processed as recorded without established priorities. The output of this processing was a teletype report listing emitter locations and characteristics and a map overlay of emitter locations, produced by a digital plotter with symbols to indicate emitter type at each location. Three stereometric viewers, capable of both rear projection and stereoscopic direct viewing, were used for interpretation of imagery data. The annotated flight data on the film segments could be read and displayed by the viewer and used to select automatically segments to be viewed. A general-purpose digital computer provided on-line solution of geographic location and mensuration problems. Digital plotters at each viewing station produced sketch plots, map overlays, and map substitutes. Teletype writers were used for report generation and for communication between operator and computers. Filmed

material provided data on enemy troops and non-emitting installations and equipment, as well as a positive description and location of emitters.

Through analysis and interpretation of the newly collected data, the appropriate segments of the existing data base which had been drawn from storage and retrieval were updated and used for decision making. The updated material was returned to storage for later retrieval.

POWERPLANT: Five General Electric J79 models eventually found their way into the various Vigilante versions. These engines were; YJ79-GE-2-prototype aircraft only 10,350 Ibs. tho dry at s.1. 15,150 Ibs. tho alb at s.1. J79-GE-2-initial production A3J-1/A-5As 10,350 Ibs. th. dry at s.1. 15,150 Ibs. th. alb at s.1. J79-GE-4-interim production A3J-1/A-5As (steel rather than magnesium alloy for stator cases and front frames)

10,450 Ibs. tho dry at s.1. 16,500 Ibs. tho alb at s.1. J79-GE-8"1-8C" -late production A3J-1/A-5As, all A3J-21 A-5Bs, and early A3J-3/RA-5Cs 10,450 Ibs. tho dry at s.1. 16,500 Ibs. tho alb at s.1. J79-GE-10/-10B"-last 36 production A3J-3/RA-5Cs 11,870 Ibs. th dry at s.1. 17,859 Ibs. th alb at s.1. "Aircraft BuNos. 145157 through 151728 not having AFC 328 complied with had J79-GE-8 engines installed. J79-GE-10 engine were installed in aircraft BuNos. 156608 through 156643 and 145157 through 151728 having AFC 328 complied with. These aircraft had provisions for installation of either J79-GE-8 or -1 0 engines. RA-5Cs powered by J79-GE-1 0 engines and having the associated wider intakes and extended wing root fillets had a 900 lb. greater zero fuel operating weight (40,900 Ibs. vis 40,000 Ibs.) than earlier RA-5Cs. ""On aircraft having AFC 247 complied with, the engine fuel system was modified to provide for a speed modulated afterburner thrust system (SMATS), and the engine was redesignated J79-GE-8C. SMATS had the advantage of reducing the thrust response transient times between approach power and minimum or maximum alb

power by having the alb in operation at all engine speeds. Total weight of the J79-GE-8 was 4,077 Ibs.; total weight of the J79-GE-1 0 was 4,330 Ibs. The J79-GE-8 had a length of 208 in. and a diameter of 35.18 in.; the J79-GE-10 had a length of 209 in. and a diameter of 35.18 in. General Electric's J79 was developed during the early 1950s in response to a need for a propulsion system for the then-forthcoming Convair B-58 Hustler. Initially referred to as the J73-X24A, it eventually was redesignated J79. In production form, it proved a precedent setting design and was the first turbojet engine to incorporate variable stators, a modulated afterburner, and a variable area ejector nozzle all in one package. The J79 as utilized in the Vigilante was an axial-flow, afterburner-equipped turbojet engine consisting of a 17-stage compressor, 10 can-annular-type combustion chambers, a three-stage turbine, an afterburner, and a variable area exhaust nozzle. Air entering the compressor section was controlled automatically by variable positioning inlet guide vanes which acted as an inlet air meter-

34

ing device. The first six stages of the 4 piece, steel case compressor were equipped with six rows of variable positioning steel stator vanes which were positioned so that at a particular engine speed and compressorlinlet temperature, the inlet air struck the vanes at the most effective angle. There were 11 rows of fixed steel blades. The inlet guide vanes and variable stator vanes were connected externally and rotated in unison to control compressor pressure ratio and maintain an adequate stall margin under all operating conditions. Turbine impingement starting provisions were incorporated. The cannular combustors were two-piece units with a steei outer shell and ten interconnected flame tubes of Incoloy "T" alloy. There were ten duplex type fuel burners around the diffuser section, with downstream injection via 10 fuel nozzles. The turbine was of the 3-stage axial fiow type. It had a two-piece steel casing with hollow nozzle vanes and solid stator blades. The turbine wheels had solid blades and were flange-bolted to the conical drive shaft. Each engine was variable-thrust afterburner equipped. The afterburners were self-igniting and self-controlled by separate torch igniters, afterburner fuel pumps, and fuel control units. The fuel spray bars were at the front end, with downstream injection. The afterburners normally ignited some 3 seconds after the throttles were moved outboard of the Military detent and forward into afterburner range. Combined engine and afterburner fuel flow at maximum settings was approximately four times that of the engine in Military power. Each engine was equipped with a variable area exhaust nozzle consisting of 24 sectional shutters and 4 hydraulic actuators. This nozzle was optimized to provide optimum thrust while maintaining exhaust gas temperatures within design limits. This was attained by an automatic system that monitored speed derivative signals eminating from engine rpm and EGT. These signals caused the nozzle amplifier to compare rates of rpm and EGT change and adjust the nozzle opening to maintain a temperature of 625° C, accordingly. Each engine was provided with a fuel control system (which consisted of two separate systems-one for engine fuel control and one for afterburner fuel control: these regulated engine speed by supplying and controlling fuel flow; the system also positioned the inlet guide and variable stator vanes of the compressor section and initiated alb operation) and a main ignition system (of which there were two-one main and one for the afterburner). The oil supply tank for each engine was installed around the upper right quadrant in the region of the front compressor case. The oil tank had a capacity of 4-1/2 gals. Each engine was equipped with a variable inlet ramp system that served to slow supersonic air to subsonic velocities by the time it reached the engine compressor face. Inlet air pressure recovery was accomplished through controlled velocity reduction by variable ramps. Each inlet duct contained three ramps. The first ramp was a fixed, 8.5° wedge. The second ramp had a slotted surface for bleeding turbulent boundary layer air and was hydraulically variable from 0° to 21.5° (0° to 24.0° for the RA-5C) down. The third ramp was separated from the second by a slot and moved with the second ramp to form a variable geometric inlet. The ramp system reduced duct air velocity and provided satisfactory pressure recovery through creation of a series of shock waves in the air stream ahead of the duct lip. To match engine demand with duct supply, an electrically driven, modulating bypass gap was mounted around the front frame of each engine. The gap passed excess duct airflow around the engine, through the engine compartments, and out the afterburner ejector nozzles. The excess air provided the secondary airflow for engine compartment and engine cooling. The ramps and gaps were automatically scheduled and controlled by an electrical inlet control system. Below .95 Mach, the variable ramps were maintained in the fully retracted position; above .95 Mach, the variable ramps were automatically positioned by hydraulic actuators in accordance with a programmed schedule, increasing to about 15° down at maximum speed. At high supersonic speeds, inlet airflow was decelerated through two oblique shock waves and a normal shock wave. The ramp schedule provided for good engine performance throughout the airspeed envelope and safety back-ups were provided in case of failure. With the advent of the J79-GE-10, the increased mass flow requirements of this engine led to a redesign of the Vigilante's intake configuration. Increased capture area

resulted, this being visible in the form of a straight ramp side edge (along with this upgrade, wing leading edge root extensions [LERCs] were added to enhance longitudinal control while operating in the low speed end of the performance envelope). Enlarging the intakes necessitated widening the ramps and curtains, and, as a result, it was necessary to revise the ramp and gap scheduling. Other changes integral with the integration of the J79-GE-10 included beefed-up engine mounts, epoxy paint used in lieu of acrylic lacquer on exterior surfaces of the aircraft, deletion of paint from the leading edge flaps, added ground operation capability for inflating the aircraft's canopy seals, and a new arresting hook bumper with external servicing provisions. Landing gear, corrosion, electrical system, and flight control improvements also were incorporated at this time. The A-5A fuel supply system included a sump tank, an aft (saddle) fuselage tank, integral wing tanks, provision for three bomb bay fuel cans, and two 400-gal. drop tanks. The fuselage sump tank, located immediately forward of the bomb bay, contained two dual-sReed boost pumps. All fuel from the other tanks was transferred into the sump tank and directed to the engine-driven fuel pumps. The integral wing tanks contained two dual-speed transfer pumps and two scavenge pumps. The aft fuselage saddle tank was located above the bomb, forward of the vertical stabilizer. It contained a level control valve and two transfer pumps. All internal tanks were pressurized to 5.5 psi. For normal missions, the A-5A had two expendable fuel cans installed in the linear bomb bay. Three cans could be installed for ferry flights. The cans were pressurized to 25 psi. Provisions also were made for the installation of a buddy tanker refueling package in the linear bomb bay. This package consisted of a 290 gal. buddy tank, two bomb bay fuel cans, a reel with 78 ft. of hose, a pump unit, and a flow scheduler. It was not jettisonable. Operation of the system was by the navigator through the buddy tanker control panel. A device for guillotining the hose in case of an emergency was provided. Two 400 gal. drop tanks could be instailed at the external store stations under the wings. These tanks were pressurized to 14 psi and could be jettisoned when depleted. All fuel in the aircraft could be jettisoned in an emergency, with jettison rates varying from tank to tank. A fuel dump vent was installed in the fairing on the trailing edge of the vertical tail. All internal tanks couid,be refueled in approximateiy 5 minutes through two pressure refueling receptacles. Aircraft equipped with drop tanks couid be refueled in approximately 7-1/2 minutes. The RA-5C (and A-5B) fuel supply system included a forward tank iocated aft of the main electronics bay, a sump tank located directly aft of the forward tank, wing tanks that inciuded an overwing (top cap) tank and integral units, a saddle-shaped aft tank located above the bomb bay forward of the vertical tail, two or three 295-gal. fuel cans installed in the linear bomb bay, and either two or four 400-gal. drop tanks installed at wing externai stores stations. All three Vigilante variants were equipped with a hydraulically actuated inflight refueling probe located on the left forward section of the nose, next to the pilot's cockpit. Fuel could be transferred using probe and drogue systems at a maximum rate of about 2,000 Ibs. per minute. FUEL WEIGHTS: Forward tank Sump tank Wing tank Aft tank Forward can (bomb bay) Mid can (bomb bay) Aft can (bomb bay) Buddy tanker can Drop tank

A-SA n.a.

4,726 9,452 884 2,006 2,006 2,006 1,972 2,720

Ibs. Ibs. Ibs. Ibs. Ibs. Ibs. Ibs. Ibs.

RA-SC 3,094Ibs. 3,332 Ibs. 11,152Ibs. 8841bs. n.a.

2,006 Ibs. 2,006Ibs. n,a.

2,720Ibs.

The Vigilante's engine bays utilized titanium as the primary structural material with approximately 2,400 Ibs. of the metal found in the engine bay areas. Noteworthy, too, is the fact that the engine bay in ner surfaces had heat-reflective gold film sprayed on and baked in place. An external power supply pod designated RCPP-105-1 was available for and transportable by the Vigilante. Powered by a small gas turbine engine, the pod provided 60Kva, 400 cps electricity, refrigeration for cooling avionics gear and the pilot's pressure suit, and bleed air for starting the engines. The pod weighed 1,638 Ibs. and was developed by Garrett AiResearch. It was 26.2 ft. long and had a maximum diameter of 2.9 ft. A trailerized, nonair-transportable version was designated RCPT-105-3.

In III: I AIL:

Pilot's instrument panel in the prototype YA3J-l, BuNo. 145157, on May 13, 1958, just over three months before its first flight. Large blank spaces provided room for radar altimeter (left) and auxiliary engine instrumentation (right).

Upgraded panel of YA3J-l, BuNo. 145157, on August 9, 1960 illustrates revised grip and instrument changes.

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7' A3J-l, BuNo. 146694 on December 13, 1960. Panel was cluttered not only with conventional flight instrumentation but also with special flight test equipment (note panel combing).

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Prototype YA3J-l, BuNo. 145157, pilot's right console with various communications and navigation panels.

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A3J-l, BuNo. 146701, pilot's left console with flight control, fuel, and pressure suit panels in place.

A3J-l, BuNo. 146701, pilot's instrument panel. Early radar warning indicator panel is visible upper right.

A3J-l, BuNo. 146701, pilot's right console with wing/tail fold, lighting, environmental, and other panels.

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.._..

A3J-l, BuNo. 146702, B/N's right console with AN/ASB-12 and miscellaneous other panels.

35

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Prototypical PPDI/HUD was integrated with the AN/ASB-12 to provide pilot with weapon delivery information. This was the first production HUD ever utilized.

Test instrumentation installation in the back cockpit of A3J-l, BuNo. 146694. It was monitored by camera and analyzed following a test flight.

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I

A3J-l, BuNo. 149286, pilot's main panel with HUD unit mounted on top and production instrumentation layout.

A3J-l, BuNo. 149286, pilot's right console with lighting, wing and tail fold, and other miscellaneous panels.

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A3J-2/A-5B, BuNo. 149301, pilot's left console with throttle quadrant, weapons, and miscellaneous panels.

A3J-2/A-5B, BuNo. 149301 pilot's right console with lighting, wing/tailtold, and other miscellaneous panels.

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'Y. A3J-2/A-5B, BuNo. 149301, B/N's panel with radar/t.v. scope and other miscellaneous panels and instruments.

36

A3J-2/A-5B, BuNo. 149301, B/N's right console with AN/ASB-12 and miscellaneous systems panels.

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RA-5C, BuNo. 149286, RAN's main panel with intermediate radar scope/t.v. screen and map display unit. RAN's panel underwent numerous changes during production.

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RA-5C, BuNo. 150826, RAN's left console with sensor and weapons system control panels.

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RA-5C, BuNo. 150826, RAN's main panel with radar scope/to V. screen on left and optical viewfinder on right.

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RA-5C, BuNo. 150826, RAN's right console with AN/ASB-12, ECM, and other miscellaneous panels.

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JRA-5C, BuNo. 150838, pilot's left console with throttle quadrant and armament and autopilot panels.

JRA-5C, BuNo. 150838, pilot's panel with PPDI. Visible to right are radar warning and LABS indicators.

JRA·5C, BuNo. 150838, pilot's right console with lighting, wing and tail fold, and environmental panels.

JRA-5C, BuNo. 150838, RAN's left console with ECM, SLAR, sensor system, and other panels.

JRA-5C, BuNo. 150838, RAN's main panel with radar scope/to v. screen on left and optical viewfinder on right.

JRA-5C, BuNo. 150838, RAN's right console with AN/ASB-12, comm., ECM, and other panels.

37

A3J-1/A-SA PILOT STATION - - - - - - -

~-\

PILOT'S LEFT CONSOLE 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. '6. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30.

DATA CASE SUIT CONTROL PANEL HIGH ALTITUDE LIGHT CONSOLE FLOODLIGHT STATIC PRESSURE COMPENSATION BUTTON CANOPY TOGGLE VALVE FLIGHT CONTROL PANEL EMERGENCY FLAP SWITCH INSTRUMENT PANEL FLOODLIGHT COCKPIT AIR CONTROL (VENT TUBE) HYDRAULIC SUBSYSTEMS ISOLATION SWITCH FLAP SWITCH ENGINE FIRE SWITCH EXTERIOR LIGHTS MASTER SWITCH CATAPULT HAND GRIP FUEL GAUGE TEST BUTTON FUEL GAUGE SELECTOR PILOT'S SCOPE CONTROL PANEL EMERGENCY IGNITION BUTTONS THROTTLE FRICTION LEVER SPEED BRAKE SWITCH INTERCOM-TRANSMIT SWITCH UHF COMM CONTROL PANEL AIRCRAFT CONTROL PANEL WEAPONS CONTROL PANEL FUEL TRANSFER PANEL IN-FLIGHT FUEL PROBE CONTROL SWITCH SPEED BRAKE DUMP VALVE ANTI "G" VALVE OXYGEN SUPPLY VALVE

13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 40. 41. 42. 43. 44. 45.

PILOT'S INSTRUMENT PANEL 1. 2. 3. 4. 5. 6. 7. B. 9. 10. 11. 12.

RADIATION CURTAIN HANDLE WHEELS WARNING INDICATOR APPROACH INDEXER MASTER WARNING INDICATOR LABS PULLUP LIGHT RADIATION CURTAIN RELEASE KNOB RADAR ALTIMETER TERRAIN AVOIDANCE ALPHA PANEL LOW ALTITUDE WARNING LIGHT PROJECTED DISPLAY INDICATOR (PPDI) PPDI TILT SOLENOID RADAR ADVISORY LIGHTS

AFCS MODE INDICATORS MASTER CAUTION INDICATOR AN/APR-18 STANDBY ATTITUDE INDICATOR LABS TIMER TURN AND SLIP INDICATOR OXYGEN QUANTITY INDICATOR VERTICAL SPEED INDICATOR ACCELEROMETER CLOCK UHF CHAN/FREQ INDICATOR CAUTION INDICATORS FUEL QUANTITY INDICATOR LANDING GEAR EMERGENCY RELEASE HANDLE EPU RETRACT BUTTON ENGINE MASTER AND START SWITCHES EPU ADVISORY INDICATORS EMERGENCY AIR TURBINE (RAT) RELEASE HANDLE HORIZONTAL SITUATION INDICATOR ALL-ATTITUDE INDICATOR FUEL FLOW INDICATOR G-PROGRAMMER ALTIMETER DROOP-FLAP-TRIM INDICATOR SPEED BRAKE, GEAR INDICATOR NOZZLE POSITION INDICATOR OIL PRESSURE INDICATOR HYDRAULIC PRESSURE EGT INDICATORS RPM INDICATORS AIRSPEED/MACH INDICATOR ANGLE OF ATTACK INDICATOR VERTICAL SPEED INDICATOR (PRIMARY T1A)

NOTE:

AIRCRAFT HAVING ASC ND,10 CDMPLIED WITH

PILOT'S RIGHT CONSOLE 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24.

IFF CONTROL SWITCHES WARNING LIGHTS TEST BUTTON INTERIOR LIGHTS CONTROL PANEL EMERGENCY LIGHT INSTRUMENT FLOODLIGHT COCKPIT AIR VENT CONTROL (VENT TUBE) AIR TEMPERATURE CONTROL PANEL CNI POWER BUTTON PEDAL ADJUST SWITCH SEAT ADJUST SWITCH ANTI-ICE CONTROL PANEL RELIEF BAG AND SIGHT FILTER STOWAGE CASE EXTERIOR LIGHTS CONTROL PANEL FOLD SYSTEMS CONTROL PANEL COMPASS CONTROL PANEL GENERATOR CONTROL PANEL PROVISIONS FOR T-375 OR AN/AWW-l CONTROL PANEL TACAN CONTROL PANEL AUXILIARY RECEIVER CONTROL PANEL ICS CONTROL PANEL AUDIO SELECTOR PANEL ECM CONTROL PANEL AUX BIN COOLING BUTTON ENGINE ANTI-ICE INDICATOR

iA3J-lIA-SA NAVIGATOR STATION

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NAVIGATOR'S LEFT CONSOLE

NAVIGATOR'S DISPLAY PANEL

NAVIGATOR'S RIGHT CONSOLE

,. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20.

,. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21.

,. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19.

CONSOLE FLOODLIGHT ANTI "G" SUIT VALVE EMERGENCY LIGHT PRESSURE SUIT FLOW KNOB PROVISIONS FOR ECM EQUIPMENT CANOPY TOGGLE VALVE COCKPIT AIR CONTROL CANOPY EMERGENCY JETTISON HANDLE ATTITUDE SET SWITCH ALTITUDE MODE KNOB COCKPIT PRESSURE ALTIMETER LIQUID OXYGEN QUANTITY INDICATOR RANGE AND BEARING KNOB SPEED SELECT SWITCH (TRUE AIR/GROUND) ARMAMENT RELEASE PANEL T-375 OR AN/AWW-, ARMAMENT CONTROL PANEL COMPASS CONTROL PANEL PROVISIONS FOR BUDDY TANKER PANEL OXYGEN SYSTEM SUPPLY VALVE FUSE PANEL

TV SCANNER POSITION INDICATOR AZIMUTH AND RANGE INDICATOR ALTITUDE INDICATOR ARMAMENT MASTER ON ADVISORY LIGHT UHF CHANNEL/FREQUENCY INDICATOR BOMB AWAY ADVISORY LIGHT WARNING AND ADVISORY LIGHTS WIND, SPEED AND DIRECTION INDICATOR RADAR-BARO ALTIMETER CLOCK TRUE AIRSPEED/GROUND SPEED INDICATOR PRESENT POSITION INDICATOR TARGET POSITION INDICATOR TARGET ALTITUDE INDICATOR DESTINATION RANGE INDICATOR OATA VIEWER RADAR CONTROL PANEL RADAR ADVISORY LIGHTS TELEVISION FOCUS CONTROL RADAR-TV INDICATOR

CURSOR CONTROL HANDLE BOMBING-NAVIGATION CONT~OL PANEL SEAT ADJUST SWITCH COCKPIT AIR CONTROL IFF CONTROL PANEL SIF CONTROL PANEL EMERGENCY LIGHT INTERIOR LIGHTS CONTROL PANEL TRANSMIT CONTROL SWITCH CONSOLE FLOODLIGHT COCKPIT HEAT LEVER STOWAGE CASE TACAN CONTROL LEVER AUXILIARY RCEIVER CONTROL PANEL ICS CONTROL PANEL UHF COMM CONTROL PANEL ICS AUDIO SELECT PANEL ALIGNMENT CONTROL PANEL FOOT-OPERATED MICROPHONE SWITCH

- - - - - - - - - RA-5C PILOT STATIONS

PILOT'S LEFT CONSOLE 1. DATA CASE 2. SUIT CONTROL PANEL EXPOSURE SUIT PANEL (Aircraft 156618-156653) 3. HIGH-ALTITUDE LIGHT 4. CONSOLE FLOODLIGHT 5. STATIC PRESSURE COMPENSATOR BUTTON (Deleted by AFC 159) 6. CANOPY TOGGLE VALVE 6A. SMATS (AFC-247), APPROACH POWER COMPENSATOR AND ANTI-SKID CONTROL PANEL (AFC 107, AFC 170) 7. AUTOFLIGHT AND FLIGHT CONTROL PANELS 8. EMERGENCY PITCH TRIM CRANK 9. INSTRUMENT PANEL FLOODLIGHT 10. VENTILATION AIR CONTROL 11. HYDRAULIC SUB-SYSTEMS ISOLATION SWITCH 12. FLAP CONTROL PANEL 13. ENGINE FIRE SWITCH 14. EXTERIOR LIGHTS MASTER SWITCH 15. CATAPULT HANDGRIP 16, FUEL QUANTITY INDICATOR CONTROL PANEL 17, SCOPE (PPDI) CONTROL PANEL 18. THROTTLE FRICTION LEVER 19. EMERGENCY IGNITION BUTTONS 20. SPEED BRAKE SWITCH 21. INTERCOM-TRANSMIT SWITCH 22. UHF COMM CONTROL PANEL 23. WEAPONS AND JETTISON CONTROL PANEL 24. SIF CONTROL PANEL (Located by AFC 146) (Deteled by AFC 296) 25. FUEL TRANSFER PANEL 26. SPEED BRAKE DUMP HANDLE 27. ANTI-G VALVE 28. OXYGEN SUPPLY LEVER

,. RADIATION CURTAIN HANDLE lA. ALT FAIL LIGHT (AFC 296)

AIRCRAFT NDT HAVING AFC 233 COMPLIED WITH

PILOT'S RIGHT CONSOLE 2. WHEELS WARNING INDICATOR 31. CAUTION INDICATORS 1. INTERIOR LIGHTS CONTROL PANEL 3. MASTER WARNING INDICATOR 32. FUEL QUANTITY INDICATOR (AFC 216, AFC 250, AFC 303) 4. APPROACH INDEXER 33. LANDING GEAR EMERGENCY RELEASE HANDLE 2. KNEEBOARD LIGHTS PANEL (AFC 227) 5. LABS/APC LIGHT 3. UTILITY LIGHT 34. EPU (RAT) RETRACT BUTTON 6. RADIATION CURTAIN RELEASE KNOB 4. FLOODLIGHT 35. ENGINE MASTER AND START SWITCHES 7. ANTI-SKID LIGHT 4A. VENTILATION AIR CONTROL 36. EPU ADVISORY INDICATORS 8. CAMERA LIGHT 5. AIR TEMPERATURE AND ANTI-ICE CONTROL PANEL 37. RAT RELEASE HANDLE 9. RADAR ALTIMETER SA. IFF CONTROL PANEL' (AFC 146) 38. HORIZONTAL SITUATION INDICATOR 10. KNEEBOARD LIGHTS OR IFF AUX CONTROL PANEL (AFC 250) 39. ALL-ATTITUDE INDICATOR 11. LOW ALTITUDE WARNING LIGHT 5B. CAMERA PULSE MONITOR KNOB (AFC 180) 40. FUEL FLOW INDICATOR 12. PROJECTED DISPLAY INDICATOR (PPDI) 41. ALTIMETER 6. EXTERIOR LIGHTS CONTROL PANEL 13. TERRAIN AVOIDANCE ALPHA PANEL 41A. ALTIMETER (AFC 296) 7. STORAGE CASE 14. ACCELEROMETER 8. FOLD CONTROL PANEL 42. DROOP-FLAP-TRIM INDICATOR 15. RADAR ADVISORY LIGHTS 9. ELECTRICAL SYSTEM CONTROL PANEL 43. SPEED BRAKE GEAR INDICATOR 15A. IFF LIGHT (AFC 296) 44. NOZZLE POSITION INDICATOR 10. OBLIQUE CAMERA CONTROL PANEL (Interchangeable with 16. AFC MODE INDICATORS T-375 AMAC or AN/AWW-1 FFC control panels) 45. OIL PRESSURE INDICATOR 17. MASTER CAUTION INDICATOR 11. COMPASS CONTROL PANEL 46. HYDRAULIC PRESSURE 18. MNML LIGHT 12. TACAN CONTROL PANEL 47. EGT INDICATORS 19. X-BAND WARNING LIGHT 13. AUX UHF CONTROL PANEL 48. RPM INDICATORS 20. S/C-BAND WARNING LIGHT 14. INTERCOM SELECT PANEL 49. AIRSPEED/MACH INDICATOR 21. THREAT DISPLAY UNIT (TDU) 50. ENGINE FIRE WARNING LIGHTS 15. AUDIO SELECT PANEL (AFC 216) 22. AZIMUTH INDICATOR 16. ECM CONTROL PANEL (AFC 246) 51. VERTICAL SPEED INDICATOR (PRIMARY T/A) 23. LABS TIMER 52. ANGLE-OF-ATTACK INDICATOR "(Deleted by AFC 296) 24. TURN AND SLIP INDICATOR 53. SMATS ADVISORY INDICATORS 25. OXYGEN QUANTITY INDICATOR 26. OXYGEN WARNING LIGHT 27. VERTICAL SPEED INDICATOR NOTE: Cautlon and advisory indicators shwon energized for 28. STANDBY ATTITUDE INDICATOR (AFC 321) information purposes. 29. CLOCK 30. UHF CHAN/FREQ INDICATOR (AFC'S 233, 302, 340, 350)

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PILOT'S LEFT CONSOLE 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28.

DATA CASE EXPOSURE SUTIE PANEL HIGH-ALTITUDE LIGHT CONSOLE FLOODLIGHT CANOPY TOGGLE VALVE APPROACH POWER COMPENSATOR AND ANTI-SKID CONTROL PANEL AUTOFLIGHT AND FLIGHT CONTROL PANELS EMERGENCY PITCH TRIM CRANK INSTRUMENT PANEL FLOODLIGHT VENTILATION AIR CONTROL HYDRAULIC SUB-SYSTEMS ISOLATION SWITCH FLAP CONTROL PANEL ENGINE FIRE SWITCH EXTERIOR LIGHTS MASTER SWITCH CATAPULT HANDGRIP FUEL GAUGE TEST BUTTON EXTERNAL FUEL GAUGE CONTROL THROTTLE FRICTION LEVER EMERGENCY IGNITION BUTTONS SPEED BRAKE SWITCH INTERCOM-TRANSMIT SWITCH UHF COMM CONTROL PANEL OBLIQUE CAMERA CONTROL PANEL WEAPONS AND JETTISON CONTROL PANEL FUEL TRANSFER PANEL SPEED BRAKE DUMP HANDLE ANTI-G VALVE OXYGEN SUPPLY LEVER

PILOT'S INSTRUMENT PANEL 1. 2. 3. 4.

RADIATION CURTAIN HANDLE ACLS WAVE-OFF AND WHEELS WARNING INDICATORS MASTER WARNING INDICATOR DATA LINK COUPLER LIGHT

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32

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5. APC LIGHT 6. APPROACH INDEXER 7. KNEEBOARD LIGHT 8. RADIATION CURTAIN RELEASE 9. ANTI-SKID LIGHT 10. ALTIMETER 11. LOW ALTITUDE WARNING LIGHT 12. ACLlILS SELECTOR (AFC 233) 13. ATTITUDE DIRECTOR INDICATOR (AFC 233) 14. QISCRETE READOUT INDICATOR (AFC 233) 15. ACCELEROMETER 16. AFC MODE INDICATORS 17. MASTER CAUTION INDICATOR 18. MNML LIGHT 19. X-BAND WARNING LIGHT 20. S/C-BAND WARNING LIGHT 20A. DECM ADVISORY INDICATORS (AFC 340) 21. AZIMUTH INDICATOR 22. THREAT DISPLAY UNIT (TDU) 23. VERTICAL SPEED INDICATOR 24. OXYGEN WARNING LIGHT 25. EMERGENCY CANOPY JETTISON KNOB 26. OXYGEN QUANTITY INDICATOR 27. STANDBY ATTITUDE INDICATOR 2B. UHF CHAN/FREQ INDICATOR 29. CAUTION INDICATORS 30. FUEL QUANTITY INDICATOR 31. CLOCK

32. LANDING GEAR EMERGENCY RELEASE HANDLE 33. EPU (RAT) RETRACT BUTTON 33A. EPU TEST BUTTON (AFC 350) 34. ENGINE START SWITCHES 35. ENGINE MASTER SWITCHES 36. EPU ADVISORY INDICATORS 36A. EPU ADVISORY INDICATOR 37. RAT RELEASE HANDLE 38. HORIZONTAL SITUATION INDICATOR 39. FUEL FLOW INDICATOR 40. RADAR ALTIMETER 41. DROOP FLAP TRIM INDICATOR 42. SPEED BRAKE/GEAR INDICATOR 43. NOZZLE POSITION INDICATOR 44. OIL PRESSURE INDICATOR 45. HYDRAULIC PRESSURE 46. EGT INDICATORS 47. RPM INDICATORS 48. AIRSPEED/MACH INDICATOR 49. ENGINE FIRE WARNING LIGHTS SO. ANGLE-OF-ATTACK INDICATOR 51. CAMERA LIGHT 52. SMATS INDICATORS

1. COMMUNICATIONS SECURITY AND SPECIAL WARNING CONTROLS 2. INTERIOR LIGHTS CONTROL PANEL 3. UTILITY LIGHT 4. KNEEBOARD LIGHTS PANEL 5. FLOODLIGHT 6. VENTILATION AIR CONTROL 7. AIR TEMPERATURE AND ANTI-ICE CONTROL PANEL 8. IFF AUX CONTROL PANEL 9. CAMERA PULSE MONITOR KNOB 10. DATA LINK ANTENNA SELECTOR 11. EXTERIOR LIGHTS CONTROL PANEL 12. STORAGE CASE 13. NAVIGATION BAG STOWAGE (AFC 338) 14. FOLD CONTROL PANEL 15. ELECTRICAL SYSTEM CONTROL PANEL 16. COMPASS CONTROL PANEL 17. TACAN CONTROL PANEL 18. AUX UHF CONTROL PANEL 19. ILS CONTROL PANEL (AFC 302) 20. DATA LINK CONTROL PANEL 21. RADAR BEACON CONTROL PANEL 22. INTERCOM SELECT PANEL 23. AUDIO SELECT PANEL 24. ECM CONTROL PANEL 24A. ECM CONTROL PANEL (AFC 350)

NOTE: Caution and advisory indicators shown energized lor information purposes.

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(AFC 340 AND AFC 350)

(AFC 340 AND AFC 350)

1. 2. 3. 4.

CAMERA CONTROL PANEL SIDE LOOKING RADAR PANEL AN/ALQ-61 CONTROL PANEL AUXILIARY ECM CONTROL PANEL AN/APR-25(V) OR AN/ALR-45(V) (AFC 340) 4A. IR MAPPING CONTROL PANEL 5. ANTI-G VALVE 6. OXYGEN VALVE 7. SUIT FLOW KNOB 8. T-375 OR AN/AWW-' PANEL (Deleted by AFC 349) 9. ARMAMENT RELEASE PANEL 9A. CHAFF PROGRAMMER 9B. CHAFF CONTROL PANEL 10. CANOPY TOGGLE 11. CANOPY JETIISON HANDLE 11 A. MAP LIGHTS KNOB 12. INSTRUMENT CONTROL PANEL 13. CAMERA PULSE MONITOR PANEL 14. TV CONTROL PANEL 15. RADAR TV INDICATOR 16. WIND SPEED/DIRECTION INDICATOR 17. OXYGEN QUANTITY INDICATOR 18. COMPARTMENT FLOODLIGHT 19. AZIMUTH AND RANGE INDICATOR (ARI) 20. TV SCAN INDICATOR 21. SLR MONITOR SCOPE 22. RED FLOOD LIGHTS SWITCH 23. WARNING/CAUTION LIGHTS 24. ATIITUDE INDICATOR 25. RADAR/BAROMETRIC ALTIMETER 26. TRUE AIRSPEED/GROUND SPEED INDICATOR 27. COCKPIT ALTIMETER

27A. IFF CAUTION LIGHT (AFC 296) 27B. ALTIMETER FAIL LIGHT (AFC 233) 28. CLOCK 29. CHANNEUFREOUENCY INDICATOR 30. POSITION AND DESTINATION INDICATOR 31. OPTICAL VIEWFINDER 32. RADAR CONTROL PANEL 33. CURSOR CONTROL HANDLE 34. B/N CONTROL PANEL 35. B/N WARMUP LIGHT 36. SEAT AOJUST SWITCH 37. INTERIOR LIGHTS PANEL 38. IFF PANEL 38A. IFF PANEL (AFC 296) 39. SIF PANEL 39A. COMM SECURITY VOLUME KNOB 40. COURSELINE NAV SWITCH 41. ECM PANEL (AN/ALQ-55) 42. FUSE PANEL 43. COMPASS PANEL 44. TACAN PANEL 45. AUX UHF PANEL 46. INTERCOM PANEL 47. UHF COMM PANEL 48. AUDIO SELECT PANEL 49. BALLISTIC ADAPTER B 50. BALLISTIC ADAPTER A 51. BALLISTICS CONTROL PANEL 51A. THREAT DISPLAY UNIT, AN/APR-25(V) CONTROL INDICATOR UNIT, AN/ALR-45(V) (AFC 340) 51B. AZIMUTH INDICATOR AN/APR-25(V) OR AN/ALR-45(V) (AFC 340) 52. ECM ADVISORY LIGHTS (AFC 340 and AFC 350)

II II:

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A-5A front cockpit looking aft, Both cockpit canopies were pneumatically opened and closed by cylindrical jacks mounted at the aft hinge line,

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A-5A front cockpit canopy. The canopy shell was all-metal, with a large stretched acrylic transparency permitting excellent vision to either side and above.

RA-5C canopies were similar to those found on A-5A. Hinge points were located toward the rear of each shell. Small size of aft canopy transparency is noteworthy_

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A-5A pilot's canopy from the inside illustrating the rarely seen extendable radiation shield. Photo on left shows shield in open position and photo on right shows it in closed. Shield was of metal construction and made up of four overlapping partitions. Shield's objective was to protect crew from heat and light of nuclear explosion.

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Interior view of A-SA pilot's canopy including inflatable pressurization seal and locking hooks.

Interior view of A-SA BIN's canopy including inflatable seal, locking hooks, and small transparencies.

Original study leading up to definitive HS-l ejection seat had folding, rectangular stability surfaces.

Definitive HS-l seat was not zero-zero rated. Later HS-1A, was good throughout "Vigilante" envelope.

RA-SC's HS-IA seat was lightweight, rugged, dependable, and relatively comfortable.

A-SA pilot's canopy looking up and aft. Mirrors, sunshade, and compass were attached to canopy bow.

A3J EJECTION SEAT

DROGUE CHUTE (STOWED) FACE CURTAINI"HANDLE

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FACE CURTAIN INITIATORU. . '._ SAFETY PIN/~~' NB-7E PARACHUTE ' ~

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RA-5C EJECTION SEAT AND HYDRAULIC DROGUE CHUTE (STOWED) POWER SYSTEM FACE CURTAIN HANDLE

LANYARD CUnER I SAFETY PIN

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PULL-OFF STATIC LANYARD INTEGRATED \ HARNESS "ROCKET-JET" FlnlNGS

(Bul~he.ad aft or right side of ejectIOn seat)

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ANEROID INSPECTION

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SPEED SENSOR,

AIRCRAFT HAVING AFC311 COMPLIED WITH

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PAR. AUTO-OPENER ARMING CABLE (BEHIND PAR.),~ NB-7E PARACHUTE PAR. AUTO-OPENER ARMING CABLE (BEHIND PAR.) HARNESS RELEASE HANDLE

EJECTION ALT. KNOB & SAFETY PIN: LEG RETRACTOR I -

EMERGENCY OXYGEN PRESSURE GAUGE

RECEPTACLE OXYGEN

PLUNGER

I LIFT PLATE

PRESSURE SUIT "l EXHAUST CONNECTOR SURVIVAL KIT RELEASE HANDLE HARNESS RELEASE HANDLE

EMERGENCY OXYGEN RING ARM RETENTION RECEPTACLE ASSEMBLY LEG RETRACTOR MANUAL RELEASE

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LAP BELT

IRELE~J~~I~~~ INERTIA REEL LOCK CONTROL LEG RETRACTOR MANUAL

KNEE-ELEVATING RELEASE 'ROCKET BAR CATAPULT CANOPY CAM·OFF BLOCK ANEROID EMERGENCY OXYGEN ARMING scon PRESSURE GAUGE C DISCONNECT 'AB~ RECEPTACLE'

LEG RETRACTOR MAN UAL RELEASE

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RISER RELEASE FlnlNGS (KOCH) I

IFF EMERGENCY SWITCH PLATE

KNEE-ELEVATING BAR scon DISCONNECT

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DROGUE CHUTE RISERS INERTIA REEL LOCK CONTROL

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PRESSURE SUIT EXHAUST CONNECTOR"

I LIFT PLATE AIRCRAFT HAVING AFC311 COMPLIED WITH

I CATAPULT ROCKET SURVIVAL KIT RELEASE HANDLE

EMERGENCY OXYGEN IRING ARM RETENTION RECEPTACLE !ASSEMBLY LEG RETRACTOR MANUAL RELEASE

"Aircraft 145157 through 156617

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A-5A nose wheel was a classic North American design and typical of nose gear found on other N.A.A. aircraft.

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RA-5C nose gear could be left in a free-swiveling mode, thus permitting it to rolate a full 360 0 for towing.

LANDING GEAR

42

A-5A LSO signal lights were mounted in a small box at the top of the nose gear strut assembly.

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RA-5C nose gear rotated forward during retraction. Taxi light was attached to wheel yoke gimbal mount.

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A-5A nose wheel well left half side. Hydraulic actuator ram is visible at bottom of photo.

A-SA main gear wells were equipped with three doors; . two remained open when gear were extended.

A-5A main landing gear retracted forward and in. Extended tai/hook is visible to left.

A-5A main landing gear strut assembly was equipped with side-mounted scissor link anti-torque hinge.

Tai/hook/holdback assembly was lowered into position via single hydraulic ram on the right side of the aircraft.

TAILHOOK PRIORITY VALVE POSITION ACCUMULATOR POSITION CONTROL i VALVE

RA-5C main landing gear tires could be inflated to a '!laximum of 250 psi for shipboard operations_

RA-5C main gear hinge was offset to permit widest track_ Double hinge allowed retraction forward and in.

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Main gear well lower door was mechanically closed in concert with gear. Chaff dispenser unit is visible to left.

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A-5A in North American assembly jigs. Space between engine intake tunnels was location of linear bomb bay and associated systems and equipment.

A-5A was equipped with blown trailing edge flaps. Leading edge flaps were not blown. Spoilers were mounted just ahead of and outboard of flaps.

A-5A's linear bomb bay could be accessed for maintenance and/or inspection via a large removable panel on the underside of the fuselage. A-5A undersurface essentially was flat aft of intake tunnel intersection plane. Engine bays also were accessed via removable empennage section ventral panels.

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FLAP SWITCH OPERATION

A·SA FLAp AND DROOP

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TRAILING EDGE HAPS 3' S'

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AVAILABLE SPEED BRAKE

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FLAP CONTROL FUNCTIONS FLAP SWITCH POSITION SUPERSONIC

Spo;lorodollOCIO, travol limited to 4014f! degrees Spo;lor-dofle<:lorlravol unlimilcd(70dogrees).

Droops caulion indicalO, (AJB rangol.

HOLD, 40' OR SOo

Engine doo,indicalOr (lIaps25° or more). Directional ,alie chango and Him centering

Latoralcont,oIlranslcr-l0" 10 30° llaps Wheelswaminlllighls--Tlapsllown 3S' or more with eithe, throttle retarded below approximately 85 to 90% engine rpm

HOLD. 40° ORSO o Pilch trim compensalion of horizontal stabilizers throughoutllaprange BLCfullllow_SO'lIaps Speed brakesrestrictC'd:OtoS".

Prototype RA-5C, BuNo. 150823. Wing of this variant offered increased flap area via trailing edge extension. Each wing was equipped with six spoiler door assemblies. Three were mounted on top and three were mounted underneath.

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Left and right outer wing panels in their respective folded positions. Folding was remotely initiated from the cockpit and accomplished via hydraulic rams. AN/ALQ-41/-51/-126 antenna fairings are noteworthy.

44

BuNo. 145157 was modified during February 1962 with extended wingtips, additional spoilers, etc.

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The RA-5C's lift-improving, three-section leading edge flap assembly was blown via bleed air from the engine compressor section. Extension angle was 50° on the RA-5C and 38.5° on the A-5A.

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A-5A trailing edge flap was a blown, single-piece unit that provided both lift and drag for low speed flight.

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RA-5C trailing edge flap was a large, three-section unit occupying most of the wing trailing edge area.

A set of three deflector-type spoilers were located on the lower surface of each inboard wing section (left); these were complemented by three conventional spoilers on the top of each wing surface (right).

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Vertical tail was an all-moving slab-type unit attached to a single pivot axle assembly at its base.

Vertical tail was hinged to provide vertical clearance below deck when aboard aircraft carriers.

RA-5C, BuNo. 150833, demonstrated the type's ability to fold its wingtips, its vertical tail, and its nose radome. Noteworthy is "Bullpup" air-to-surface missile.

Horizontal stabilators were single-piece, hydraulically actuated slab-type units.

Original A-5A intake configuration offered relatively sharp lip edges and rectangular tunnel design. Outboard vertical edge was severely raked

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INTAKE RAMPS

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Original RA-5C intake configuration and abbreviated wing root leading edge extension.

RA-5C intake ramp slots served to bleed boundary layer air while controlling shock wave formation.

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l Late RA-5C intake for J79-GE-l0 engine, Wing root leading edge extended all the way to ramp upper lip, View down intake tunnel of A-5A. J79-GE-B engine compressor face is readily visible,

Pre-J79-GE-l0 intake configuration featured curvilinear intake vertical wall lip assemblies and smaller throat,

Late RA-5C intake from front, Variable ramps for shock wave control are readily discernible,

General Electric J79-GE-B turbojet was the standard engine utilized on late production A-5As, the few A-5Bs, and all but the last RA-5C production batch, It was rated at 16,500 Ib, th, at sea level,

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RA-5C left engine bay looking forward, Bay was coated in baked-on gold fifm for heat protection,

RAT was mounted ahead of the left main gear, It would deploy automatically or upon pilot command,

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A-5C AIR INDUCTION SYSTEM

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INLET DUCT AIRFLOW 4

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2 ",TO BOMB BAY FOR PURGING TO ENGINE BELLMOUTH 1. 2. 3. 4. 5. 6.

General Electric J79-GE-B engines were modified to incorporate a speed modulated afterburner thrust system (SMA TSj, Accordingly, the exhaust nozzles were somewhat different in appearance than the one shown on this stock powerplant,

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FIXED RAMP FWD VARIAB~E RAMP FWD BLEED CHAMBER PRESSURE CURTAIN MID BLEED CHAMBER RAMP HINGE

7. AFT VARIABLE RAMP 8. RAMP ACTUATOR 9. AFT BLEED CHAMBER

ENGINE AND AFTERBURNER 1

Exhaust nozzles of J79s were neatly faired into the "Vigilante's" empennage, Every effort was made to lower empennage section drag, Visible in linear bomb bay tunnel was the aft end of a fuel can,

46

,. 2. 3. 4. 5, 6, 7, 8, 9, 10,

9 ENGINE BELLMOUTH 10 VARIABLE BYPASS GAP _ PRIMARY AIRFLOW GAP ACTUATOR SECONDARY AIRFLOW J79-GE-8 ENGINE ~////, TURBULENT BOUNDARY AIR COMBUSTION SECTION '''4.,;-;1 GROUN D COOLING TURBINE SECTION AFTERBURNER SPRAY BARS PRIMARY EXHAUST NOZZLE GROUND COOLING & OVER·PRESSURE RELIEF DOOR SECONDARY EXHAUST NOZZLE

Standard A-SA linear bomb bay tunnel fairing/tail cone was simple and expendable. It was designed to be jettisoned immediately prior to weapon release.

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Interior of linear bomb bay tunnel fairing/tail cone. Three lock assemblies were mounted in 120 0 intervals.

A-SA, BuNo. 145157, was modified to incorporate an explosively actuated anti-spin chute.

Probably a more refined version of the original anti-spin chute installation with an integral faired box assembly.

Original A-SA inflight refueling system installation had integral anti-spin chute mounted underneath.

Special empennage fairing for A-SA inflight refueling system tests. Hose drogue is protruding from opening.

Standard fairing/tail cone for RA-5C J79-GE-l0. AN/ALQ-41/-100 ECM antenna fairing is seen above.

'-"1 Q:3b

I~ .!2

l

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Most common empennage fairing/tail cone for J79-GE-8 powered RA-5Cs took this form. Protruding above it is original AN/ALQ-41/-100 antenna fairing configuration.

A-SA fuel system test rig at Rockwell's Columbus facility on July 7, 1958. Rig was only partially articulated. Noteworthy is fuel can assembly attached to rear.

47

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a'"

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0

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Inflight refueling probe was stored in special nose compartment on left side of aircraft. Probe was hydraulically extended and retracted upon pilot command.

I "-

Extended inflight refueling probe. Storage compartment was equipped with three hinged doors which remained open while probe was extended.

a

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f

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RCPP-l05-1 power supply pod on the left inboard wing pylon of an A-5A. Note camera mount on intake.

A train of fuel cans as often installed in the linear bomb bay of the RA-5C. Each can carried slightly over one

ton of fuel. Plumbing connecting the can to themselves and the aircraft was relatively uncomplicated.

An early RA-5C was used to prove the viability of flying long range missions with four 400 gal. external tanks.

Front end of fuel can with mechanical and plumbing connectors. Cans were welded aluminum.

VIGILANTE INFLIGHT REFUELING SYSTEM

I I

FIniNG, AFT BOMB BAY FUEL TANK VENT

1 DETAIL A

Attachment between forward end of forward fuel can, and aft end of nuclear weapon sabot.

LINK ASSEMBLY , CARRIAGE INFLIGHT REFUELING CARRIAGE ASSEMBLYl-" ASSEMBLY. STORES & TANK SUPPORT LH HOSE REEL RETAINER STORES & TANK ,. BOMB EJECTOR CARTRIDGE SUPPORT (LH & RH)

'.'

Fuel dump tube protrudes from the bottom of the vertical tail mid-span bullet fairing.

48

A3J FUEL QUANTITY DATA

A-5C FUEL QUANTITY DATA - - - - . ,

rANK CAPAC"'I'S

SUMP TANK

TANK CAPACITIES (Usable)

69S

4726

1390

9452

AFT ISADDLE! TANK

130

884

BOMB BAY CAN tEACHI

295

2006

BUDDY TANK

290

WING TANKS

DROP TANK IEACHI

fORWARD

"5

49.

3094

'UMP WING (AND OVERWING)

164.

11,152

3332

1972

AFT (SADDLE)

13.

'84

2720

BOMB BAY CAN (EACH)

295

2006

BUDDY TANK

290

1972

DROP TANK (EACH)

400

• lp·S fUEl 16.8 PDUNDI/GAl STANDARD DAY ONLY) • FOR IP-4 fUEL USE 6.5 POUNDS/GAL FOR STANDARD DAY FUEL LOAOS FOR TYPICAL MISSIONS

APPROXfMArE USABlE 'un. rorAlS

SUMP TANKS WING TANKS SADDLE TANK BOMB BAY CANS 121

NORMAL MISSION PLUS ORe»' TANKS 121

GAllONS

I

POUNDS

GALLONS

2B05

I

19,074

3605

I I

lONG RANGE MISSION PLUS ADDITIONAL BOMB BAY CAN

lONG RANGE MISSION PLUS BUDDY PACKAGE GAllONS 1 POUNDS

POUNDS

GAllONS

I

POUNDS

24,514

3900

I

26,520

CLEAN

2 DROP TANKS

FUlllNlERNAL BOMB BAY CA NS (2)

FULL INTERNAL BOMB BAY CANS (2) DROP TANI<S (2)

I

3895

GALLONS

26,486

3305

POUNDS 22,4701

GALLONS 4105

POUNDS 27,914

FUll INTERNAL BOMB SAY CA NS (2) DROP TANKS

(~)

FULL INTERNAL BOMB BAY CA N:; (3) DROP TANKS (4)

GAllONS

POUNDS

GALLONS

POUNDS

'905

33,354

5200

35,360

1.

A3J BUDDY TANKER FUEL SYSTEM

2. 3. 4.

5. 6.

TO WING TRANSFER PUMPS

7. B. 9. 10. 11. 12. 13. 14.

~~;;;;;;~~~Ii;;;;;;;;;;;;;;fi~~1~~=zm~

15. 16 17

6 -

Hose and drogue assembly from the standard "Vigilante" inflight refueling system installation.

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FUEL TRANSFER FUEL TRANSFER ANO PRESSURE REFUELING

c:==J

VENT

'=" PRESSURIZATION

---~---:--::-_-:---:--:--:-:-:'':==~===='''':'~.\~

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A3J-I, BuNo. 146694, was the first to be modified with the distinctive hump-back fairing of the later A-5B and RA-5C. Test installation did not feature RAN windows.

'----_ ...._------------'-...._------.-.Nose radome, television scanner blister, and pitot boom of RA-5C, BuNo. 150825. Television imagery was displayed on pilot's PPDI and RAN's radar screen.

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'/;;gt o,?uipment installed in the nose compartments

of A3J-I, BuNo. 146696, on October 7, 1960.

Antenna of the General Dynamics Electronics radar which was integrated with the AN/ASB-12.

Television scanner was mounted in teardrop-shaped fairing under nose, aft of the radar antenna.

49

15~

16 17 18

;:;::::-

---n:u

28 --~ 29

30

The A-5A's General Dynamics Electronics radar was integrated with the REINS/AN/ASB-12.

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The radar unit and associated BIN hardware were easily accessed for maintenance and calibration.

A-5C ANIASB-12 OPERATION 1. AIR DATA SYSTEM (Angle-of-Attack) 2. ANTENNA STABILIZATION 3. ANTENNA GAUGE (Air-Ground) 4. CURSOR LOCATION 5. AIR·GROUND TARGET RANGE 6. VIDEO 7. TV SIGHT 8. TV SCAN INDICATOR 9. RADOR OR TV VIDEO 10. TV CONTROL 11. RADAR PANEL 12. NAVIGATOR'S INDICATOR 13. TV AZIMUTH & ELEVATION 14. NAVIGATION (Range, Steer) 15. AIRCRAFT PITCH. ROLL. YAW ANGLES 16. AXIAL VELOCITIES 17. PREFLIGHT ALINE

RA-5C radar offered improved reliability and perlormance over that 01 the A-5A.

18. 19. 20. 21. 22. 23. 24.

25. 26. 27. 28. 29. 30. 31. 32. 33. 34.

INFLIGHT LEVEL PRESENT POSITION TARGET POSITION DESTINATION RANGE TARGET ALTITUDE TARGET ALTITUDE NAVIGATION, BOMB, RECON (Present Position Set. Targets Set. Cursor Correct) SEARCH (TV) HANDSET DATA SHIP'S DATA ATTACK MODE OFFSET AUTONAVIGATOR MODE TO VERDAN STEER PULL·UP STANDBY NAVIGATION

Nose radome was hinged to fold upward for maintenance and to preserve carrier below-deck space.

FUEL, ETC. MILITARY SPECIFICATIONS The following materials are required 10 service the aircraft:

MATERIALS

MILITARY SPECIFICATION

Fuel

Primary-JP'5

Alternate-JP·4 Emergency-AVGAS

-Jet A -Jet A·1 Hydraulic Fluid (red) Engine Oil Primary Cold Alternate lubricating Oil

Dry Nitrogen Oxygen Gaseous (high pressure) Liquid

"\x ~ "Stable table" was gyro system interfaced with AN/ASB-12 navigation and bombing computers.

MIL-J-5624 (NATO F·44) MIL-J-5624 (NATO F·40) MIL-G-5572 (NATO F'22) AVTUR 40 (NATO F-30) AVTUR 50 (NATO F-34) MIL·H·5606 (NATO H·515) MIL-L-23699 (Wap) MIL-L-7808 (NATO 0-148) MIL-L-6085 (NATO 0-147) MIL-N-6011 (BBN-411A) Type I MIL-Q-21749 (Wep), Type I MIL·0·21749 (Wep), Type II MIL·0-27210 (USAF)

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Linear bomb bay looking forward (toward nose of aircraft). Engine bays were located on either side.

50

Linear bomb bay looking aft (toward rear of aircraft). Bomb train rails are readily discernible.

Mk.43 thermonuclear weapon and its associated sabot and special carriage unit, sans fuel can train.

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Mk.43 was equipped with a sabot-like canister that served as the attachment point for the fuel cans.

Mk.27 weapon and trailing fuel cans. Stabilizing fins were seen extended as they would be following weapon release. Fuel from fuel cans was consumed first during the course of a mission.

"

Mk.43 weapon complete with fuel cans and extended stabilizing fins. Entire package fit snugly in "Vigilante" bomb bay and was ejected aft by a gas actuated kicker. Special black and white markings facilitated camera tracking.

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Transport/loading dolly was equipped with rails to accommodate weapon and fuel can support systems.

Rear views of F-21 folding fin assembly developed specifically for "Vigilante" linear bomb bay weapon. Left view shows fins folded and right view shows fins extended. Fold actuation was via hydraulic rams. ~

~

~

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NATC A-5A, BuNo. 147850, carrying twelve Mk.82 bombs. Six bombs were attached to each wing pylon. Pressure rake is visible mounted under right exhaust nozzle.

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Texas Instrument "Shrike" testbed was carried under the right wing of an A-5A during tests flown from the Navy's NAS China Lake facility.

Conventional stores could be carried by the RA-5C on its wing pylons; twelve Mk.82s are attached to the outboard pylons and two Mk.83s are attached to the inboard.

Complete weapons complement of the "Vigilante", with the exception of linear bomb bay nuclear weapons options. Pylon mounted Mk.43s are seen in back row.

Two Martin Marietta AGM-12 "Bullpup" air-to-ground missiles and two Mk.43 thermonuclear weapons were carried in this RA-5C weapon pylons test configuration.

51

Two 2.75 in. FFAR pods and two "Zuni" air-to-ground missile pods were tested in this RA-5C (BuNo. 146699-which had been converted from an A-5A) configuration.

RA-5C inboard and outboard pylon configurations were markedly different in consideration of relative wing chord at their attachment points.

A dummy Mk.43 thermonuclear weapon during a fit check with an A-5A wing pylon assembly on November 22, 1960. Bomb was pai"ted red with a white stripe.

A Mk.43 Type 0 thermonuclear weapon during a fit check with an RA-5C outboard wing pylon on June 18, 1963. Noteworthy were the nose and fin caps.

~

A Mk.43 Type 3 thermonuclear weapon during a fit check with an RA-5C inboard wing pylon on June 18, 1963. Mk.43 Type 3 was somewhat longer than Type O.

-.

A Mk.28 thermonuclear weapon during a fit check with an RA-5C inboard wing pylon on June 18, 1963. This Mk.28 had a yield rating of approximately 1,100 kilotons.

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Chaff dispenser, mounted ahead of the main landing gear, had 30 tubes and was crew actuated.

A-5A radar signature model was set up by North American's Columbus division to explore radar cross section of aircraft. This provided insight into the development and placement of countermeasures systems.

A-5C EXTERNAL -----., STORES LIMITATIONS

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GA(\ON

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52

AN/ALQ-61 passive electronic countermeasures system was housed in a can-like container and mounted ahead of the fuel cans in the aircraft's linear bomb bay. it was controlled by the RAN.

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Part of the receiving antenna farm for the AN/ALQ-61 was mounted in the RA-5C's fuselage walls on both cockpit sides. Low band spectrum antennas mounted behind dielectric panels were predominant in this area.

An experimental EW receiving antenna faired into the right intake cheek of a testbed A-5A during July 1962.

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Ventral canoe internal space was dedicated to various sensors with the forward half being optimized for optical devices. Variety of transparencies served the needs of the numerous highly specialized camera systerTJ6.

Faired receiving horn assembly of AN/ALQ-161 PECM. Horn receivers were highly directional.

Ventral canoe for RA-5C contained multiple sensors optimized to work at various spectrum levels.

_.....

At least one A3J-l, BuNo. 146695, was flown with an experimental ventral canoe installation as a testbed for the RA-5C. Canoe-mounted SLAR (bottom) depicts BuNo. 146698 following modification to RA-5C standard. -...",~.-

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ir

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KA-51 camera normally was mounted in Station 1 compartment and faced forward at an 11.5 0 angle.

Canoe's forward camera bays were hinged to permit rapid and easy access for film retrieval.

Canoe with all access panels and compartments open. SLAR electrical connectors were visible to rear.

53

II

Sensor Station 4 module was designed to accommodate a wide variety of camera and lens combinations and could be replaced with other sensor systems, as needed.

Sensor Station 2 was just aft of Sensor Station 1 (Forward Oblique). Cameras were ground-adjusted before flight, but could be fine·tuned in flight by the RAN.

Sensor Station 4 module came in three basic configurations but could be specially equipped with unusual camera systems for select missions.

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Chicago Aerial Industries, often referred to as CAl, was one of several major camera manufacturers that built cameras for the various RA-5C modules. Four versions of the KA-51/-53 series camera with different lenses are illustrated.

Perkin Elmer KA-58A twin-Iens/twin-prism panoramic camera was carried in the Station 4 module.

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q ANlAAS·21 infrared mapping system was normally covered by small fairing under ventral canoe.

54

Flasher pods were developed specifically for the RA-5C for use in obtaining night-time photo imagery. A small turbine powered the generator for the three strobe lights. A strobe test unit is seen attached.

RA-5C SENSOR CONFIGURATION

AN/AAS-21 INFRARED DETECTING SET 5-lnch Film

RA-5C SENSOR FILM FORMATS

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RA-5C PILOT'S CAMERA CONTROL AND INDICATOR FUNCTIONS

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SWITCH NOMENCLATURE

FUNCTIONAL DESCRIPTION

CAMERA COMMAND

Transfers conlrol 01 'he oblique cameras Irom the RAN 10 the pilot (RAN's camera POWER switch must be in READY or OPERATE). A green lighl within the switch inlorms the pilol he has conlrol. Conlrol reverts 10 Ihe RAN whenever he selects OFF position 01 the camera POWER switch or dePfesses the RAN'S CAMERA COMMAND switch.

OFF·ON·STICK

The ON position enables the FWD, RIGHT, and LEFT mode seleclors 'or continuous operalion when selected. The STICK position enables lhe trigger switch (pilot's control stick) to control operation 01 the selectee! obliquecamera(s).

FWD

RIGHT

\

'0""""""'01 01 ,... Ull-
1I0,"",,,._.. ,.Il,,,,,t.,,,,,,I.n>nil,il>loI.acllkl""'. Toul K""'~ ""I'• •le..,."" 11040 ....'.

KA-50, KA-53, KA-62: Same as KS-87 (see RF-4) except data block area may be blank or contain 24-hour clock and data card in place of data block. KA-51: Same as KS-87 (see RF-4) except does not contain camera information block.

GENERATOR CONTROL PANEL SYSTEM LOOK·ARMT·LISTEN

0'

L oal STAB I R OeL STAB 2

OFF READY

IndicalOr displays ON when lhe POWER switch is in either the READY or OPERATE position, Ihe STAB 2J3-INCH PAN altilude mode switch is positioned at HIGH ALT, or LOW ALT, and lhe camera is operating property

FUNCTIONAL DESCRIPTION

STAB 2J3-INCH CAMERA EXPOSURE REMAtNING indicalor

Displays the number 01 exposures remaining lor the STAB 2 or 3-inch camera conriguration iI properly set prior 10 camera opelation

In lhe OFF position, power is removed Irom the camera system. The READY position energizes relays to supply electrical power to those areas ollha camera systems that require a warmup period The OPERATE position starts operation of the preSeleCle
INSTRUMENT PANEL CAMERA (SYSTEMS CAUTION LIGHT)

HIGH ALT lOW ALT

All obliques operate in pulse mode. FlO operates in pulse mode, while all other obliques operate in the aUlocycle mode.

OBLIQUE CAMERA READINESS indicalors

LEFT FWD RIGHT

Indicator(s) displays ON when the POWER switch is either at the READ or OPERATE position, lhe OBlIOUE camera mode seleclor is posilioned at HIGH AL T or LOW AlT, and the camera is operating properly. When the pilot has command, the indicators will not display ON until cameras are operating

OBLIQUE CAMERA EXPOSURE REMAINING indicators

LEFT FWD RIGHT

Displays Ihe number of e){posures remaining 'or the oblique cameras ilproperly set prior 10 camera operalion

LEFT

OVER UNDER OVER UNDER

VERT

OVER UNDER

HIGH ALT LOW ALT

VERT CAMERA READINESS indicator

Increases e){posure 01 UO camera by one f-stop Decreases exposure of UO camera by one I·stop. Increases exposure 01 RIO camera by one I-slop Decreases exposure of RIO camera by one I·slop Increases exposure of all centerline cameras (including split twelves) by one f·Slop. Decreases exposure 01 all centerline cameras (inClUding split twelves) by one f·Slop.

A. Camera POWER switch OFF3-inch or 18-inch pan mount NOT mechanically caged

C. Camera POWER switch at OPERATE• 3-inch or 18·inch pan mounl NOT mechanically uncaged. • Casselle NOT seated properly (serial frame cameras only) • Film jam, 'ilm breakage. or oul 0' 'ilm. • Camera nOl inslalled or connected in selecled slalion. • Overlemperature condition (pan cameras only) caused by liquid coolinglailure. .3-inch and18·inch pan camera selecled simullaneously. Illuminates wilh weight oil lhe gear and Ilaps down 25· or more 10 in· dicate loss of recon cooling ail.

RECON COOL light INTERIOR LIGHTS CONTROL PANEL IND LTS TEST CAMERA PULSE MONITOR AND FLASHER MOOE PANELS POWER CAMERA FLASHER MODE

Displays lhe number of e){posures remaining lor the AZN camera il properly set priOr to camera operation. 18-inch pan operates in IMC mode with 66% 'orward overlap (the 3-inch and 18-inch pan cannol be operaled simultaneously). STAB 1 or left split 12-inch operates in pulse mode with reduced overlap. l8-inch pan operates in IMC mode with 66% 1000ard overlap (lhe 3-inch and 18-inch pan cannot be operated simullaneously). STAB I or lelt split 12·inch operates in autocycle mode wilh 60% overlap.

LOWAlT

B. Camera POWER switch READY.3-inch or 18·inch pan mount NOT mechanically uncaged • Cas selle nol sealed properly (serial 'rame cameras only). • Film jam. film breakage, or out of film (ellcepI18·inch pan cameras} • Camera not installed or connecled in selected station. .Overtemperalurecondition (pan cameras only) caused by liquid cooling failure. • Pan camera lilm loop sensor out of adjustment. Normal operation probable when camera power switch removed to operate

Indicator displays ON when the POWER switch is eilhef allhe READY or OPERATE position. and the VERT camera mode selector is positioned at HIGH AlT or LOW ALT and the camera is operaling properly.

HIGH ALT

STAB 1/l8·INCH CAMERA READINESS indicalor

Indicator displays ON when the POWER switch is in either the READY or OPERATE position and lhe STAB 1f18·INCH PAN camera aliilude mode swilCh positioned at HIGH AlT or LOW ALT, and the camera is operating properly.

STAB 1Il8-INCH CAMERA EXPOSURE REMAINING indicator

Displays Ihe number of exposures remaining for the 18·inch pan or STAB 1 camera configuration il properly set prior to camera operation.

MOUNTS RE·ERECT

When depressed, initiates re-erect aclion ror the serial Irame and panoramic stabilized mounts (stalion 4) and illuminates when mounls are against stops or stabilization fails Re-erect 'unction inoperative on AIRCRAFT HAVING AFC 297 COM· PLIED WITH

STAB 2J3·INCH PAN HIGH ALT-OFFLOWALT

The CAMERA caution light should come on 'or any of the following conditions of the selected camera:

AZN camera operales in pulse mode. AZN camera operates in aulocycle mode.

VEAT EXPOSURE REMAINING indicator STAB 1118·INC PAN HIGH ALT·OFFLOWALT

Energizes the pilot's camera pulse monilor lamp momentarily for eacll e){posure 01 the AZN camera. Energizes the pilofs camera pulse monitor lamp momentarily lor each e){posure 01 FlO camera. Energizes the pilofs camera pulse monitor lamp momentarily lor each exposure 01 Ihe UO. lorward stab or left split lwelve camera. Energizes the pilol's camera pulse monitor lamp momentarily for each exposure 01 the RiO. aft stab or right split twelve camera.

STAB 2J3-INCH CAMERA READINESS indicalor

OBLIQUE HIGH ALT-OFF LOWALT

RIGHT

Checks indicating lights withoullurning on the camera conuol systems.

NOTE: The panoramic camera's operation is not monitored by tile pilol's Camera Pulse Monitor Panel.

Transfers conlrol of the oblique cameras Irom the pilol to Ihe RAN (RAN'S camera POWER swilCh muSl be in READY or OPERATE). An indicating lamp within the switch comes on indicating the RAN has con· trol. Control also revens tothe RAN whenever he selects the OFF position 01 lhe camera POWER switCh.

CAMERA COMMAND

VERT HIGH ALT· OFF· LOW ALT

FWD

UO camera ON - operates in pulse mode. UO camera ON • operates in autocycle mode.

OPERATE

CAMERA EXPOSURE OVERRIDE switches

CAMERA PULSE MONITOR PANEL CAMERA PULSE VERT MONITOR switch

HIGH ALT LOW ALl

RA-5C RAN'S CAMERA CONTROL AND INDICATOR FUNCTIONS POWER/OPERATEREADY-OFF

INTERIOR LIGHTS CONTROL PANEL WARNlfIlG LIGHTS TEST switch

HIGH ALT LOWALT HIGH ALT LOWALT

SWITCH NOMENCLATURE

LOOK position permits conlinued operation 01 cameras in the evenl 01 loss 01 single generator. LISTEN posilion pelmils opelation of PECM in simularsiluations. In lhe evenl of single convener loss, eilh erLooK or LISTEN will permil operalion both PECM and cameras. Wilh the pilol in command 01 tile oblique cameras, the FWO, lEFT. or RIGHT mode sel~tor switches posilioned in either HIGH-All or LOW·ALT, and the ON-OFF·STICK switCh posilioneo to STICK. the selected camera(slwill operale whenever the trigger SWitch is squeezed and will continue to operate until the switCh is released.

FlO camera ON . operates in pulse mode. FlO camera ON • operates in pulse mode.

RIO camera ON - operates in putse mode. AfO camera ON • operales in aulocycle mode.

1M .,''..11101 ...~I(lI ~ toOlll,•• te<

.re c,oea,n Illt41l~ tlock.

CONTROL STICK Tligger switch

OBLIQUE HIGH AlT-OFF LOW ALl

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KA-58 (KS-69) PANORAMIC FRAMING CAMERA 5-lnch Film-140 o Scan·

121""'-~·K.Il-~'

KA-H(KS-Ql

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AN/APD-7 SIDE LOOKING AIRBORNE RADAR SET 5-lnch Film

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HIGH AlT

3·inch pan operales in IMC mode with 60% forward overlap (lhe 3-inch and lB·inch pans cannot be operaled simullaneously). STAB 2 or righl split 12-inch operates in pulse mode wilh reduced overlap.

LOWALT

3-inch pan operates in IMC mode with 60% forward overlap (the 3·inch and l8·inch pans cannot be operated simultaneously), STAB 2 or right split 12-inch operates in autocycle mode with 60% overlap.

SENSOR STAB (AIRCRAFT HAVING AFC 297 COMPLIED WITH)

Checks indicating lights and displays except lor camera readiness indicators, without turning on lhe camera control syslems. When t1ePfessed, energizes lhe RAN's VERT, FWD, L OBL, R OBl, STAB 1, or STAB 2 pulse monitor lamps.

ALTERNATE

Supplies power 10 lhe electronic /laSher pods lor night operaliOns (alternate mode) and places Ihe selected vertical cameras in Ihe NIGHT·mode (selecled cameras in sensor stations 2 and 4automaJicalty operate at lf60 second exposure time wilh aperture lun open). A salety 'ealure is included to Pfevent sensor stalion 41rom operating when sensor slalloo 2 is selected. II baCh cameras in module 4-3are selected. the 1000ard Slab wirl operale untillailed or oul 01 film. lhen the all slab will automatically operale.

SIMULTA· NEOUS

Supplies power 10 the eleclronic lIasher pods lor nigh! operalions (simultaneous model and places lhe selected venical cameras in the NIGHT mode (selecled cameras in sensor slatiOnS 2 and 4 automaticaJfy operale atlf60 second exposure time with aperture lull open). A sale· ty lealure is included 10 prevent sensor stalion 4 from operating when sensor station 2 is selecled. II both cameras in module 4·3 are selected, the forward stab will operate untillailed or oul 01 'ilm, lhen the af! slab will automatically operale.

NORM CAGE

Selecls zero pitch and roll command signats lor all recon sySlems. Erecls PAN and SFC mounts in case 0' stabilization system malfunction.

VERT monitor lamp

LIGHT momentarity illuminates lor each e){posure of senSOl' station 2 camera

FWD monitor lamp

lighl momenlarily illuminates 'or each e){posure 01 sensor stalion 1 camera

UO STAB 1 monilorlamp

lighl momentarily illuminates lor each exposure 01 letl oblique. lorwardstab,orleltsplilcamera

RIO STAB 2 monitor lamp

Light momentarily illuminales for each exposure 01 right oblique. aft Slab. or right splilcamera.

NOTE: The panoramic camera operation is not monitored by lhe RAN'S Camera Pulse Monitor and Flasher Mode Panel.

55

RA-5C RECONNAISSANCE AND ECM EQUIPMENT ARRANGEMENT RECONNAISSANCE EQUIPMENT DATA SENSOR

SENSOR

10ENT

STATION

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00;

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STA110N4 MODUU

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EQUIPMENT

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KA-51A18

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v.,t C.m.... Ni
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l.hObl C.me... Ni
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FOCAL AXIS DEPRESSION

LENGTH INCHES

ITEM

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1.75

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STABILIZATION LIMITS

41.1 o X41.1 Q 104.6° X 104.8° 180° X 14,5° 41.1 0 X41.1° 180° X 14.5°

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41.1 0 X41.1° 4l.1oX4l.tO 41.1 o X41.1°

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41.1 o X41.1°

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_94° _94°

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41.1°X41.1° 41,1° X 41.1° 41.1 0 X41.1°

_94° _94°

21,2° X 21.2°

_81 0 1Ho,i" -94 0 lVe,t'

21.2°X21,2°

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21_2° X 21_2°

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21.2 0 X21,2° 21.2° X 21.2°

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1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12.

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41.1°41.1° 41.1°X41.1° 41.1 0 X4U P 41.1°X4Uo 41.1° X 41.1° 41.1 0 X41.10 11)4,SoX11)4.8°

1,75

11)4,SoXll)4.8° 73.7° X 73.7° 73.7° X 73.7° 73.7° X 73.7° 73.7° X 73.7° 73_7° X 73.7° 73.7° X 73.7° 73,7° X 73.7°

_94° _94° _94°

' .....

NotS ••bili,
OPTICAL VIEWFINDER DECM ANTENNAS, AN/APR-18 (Deleted by AFC 216) DECM ANTENNAS, AN/ALQ-41, AND -51A-100' OR AN/ALQ-126' RECON CONTROL & INTEGRATION I.fODULE DECM ANTENNAS, AN/APR-25(V)' OR AN/ALR-45(V)' INFRARED DETECTING SET, AN/AAS-21\' DUPLEX UHF COMM/ALQ-55 ANTENNA DECM BOOM'ATENNA, AN/ALQ·41 , AND -51A1-100 2 OR, AN/ALQ·126 2 PECM ANTENNAS VIEWFINDER OPTICS UNIT DECM ANTENNA, AN/APR-27 J OR AN/ALR-50(V)4 DECM ANTENNA, AN/ALQ-126 2

Aircraft Aircraft Aircraft 4 Aircraft , Aircraft I

2

l

i

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_;0 _92.5° _19.75"

having having having having having

AFC AFC AFC AFC AFC

246 350 216 340 244

complied complied complied complied complied

with and Aircraft 156608 through 156653 with with and Aircraft 156608 through 156653 with with and Aircraft 156608 through 156~

No,St>bili.ed _81° -Sl° _81°

-;,., -;,.,

_37.5° _37.5°

NotStobili,ed NO,S1>bilr«d No,S .. bili,ed No,Stobili,ed NotSl.bili,ed

-;,., _37,5°' _37.5°

NotS..bilr,ed No,St.biliz
-;,.,

No,Stobiliz
-;,., _94°

No,S"bili,ed Subiliz
AN/AAS-21

RA-5C RECON SYSTEMS INTEGRATION 1. MACH NUMBER 2. PRESSURE ALT. (RADAR ALT. FAILED) 3. HEIGHT ABOVE TERRAIN 4. ATTITUDE & NAV DATA 5. STBY-NAV ONLY 6. GROUND VELOCITY 7. ALTITUDE

8. 9. 10. 11. 12. 13. 14. 15. 16.

ROLL DRIFT DATA MATRIX NAV DATA Vg/H PITCH & ROLL (AUTO) (MANUAL)' NAV. SUPPLEMENTAL & FIXED DATA '''''"'C.''''.''"'''''''''''

One of numerous documentation camera installations seen on testbed "Vigilantes". These cameras were used to photograph everything from weapons to flutter tests.

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g-

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R

B. F. Goodrich Mk./V full-pressure suit was utilized by crew during 1960 world altitude record flights.

56

Standard Navy flight apparel for the RA-5C included g-suit and mandatory survival gear. G-suit plugged into oxygen system and inflated automatically relative to g-Ioads on the aircraft.