Table Of ContentFRONT COVER: CVG-9 VAH-2 A3D-2
BuNo 138909 aboard the USS
Ticonderoga (CVA-14). (Douglas)
BACK COVER: At top, VAH-1 A3D-2
BuNo 138932 conducting a JATO take
off from Saint Louis, MO. (via Norm
Taylor) Left side top to bottom: VAH-3
A3D-1 BuNo 135423 takes off from
NAS Sanford, FL, in 1957. (Douglas)
VAP-61 RA-3B trapping aboard a big
deck carrier off Vietnam. (USN) VAH-6
A3D-2 BuNo 142255 on the USS
Saratoga (CVA-60). (Douglas) VAQ-33
ERA-3B BuNo 144827 in flight. (Harry
ABOUT THE AUTHOR love affair with the airplane.
Gann) Right side top to bottom: VAH-9
A3D-2 BuNo 138938 takes off from
Bruce Cunningham was born in PUBLISHERS NOTE
NAS Sanford, FL, in 1957. (Douglas)
Virgina in 1928 and graduated high
VAH-4 A-3B BuNo 138971 trapping in
school in June 1946. Four years later Another child of the "fabulous 1968 off the coast of Vietnam. (USN)
he graduated from the Northrop fifties" was the big-bad Douglas A3D Hancock-based VAH-10 KA-3B BuNo
Aeronautical Institute, Hawthorne, Skywarrior, affectionately known as 138974. (Harry Gann) VAQ-34 ERA-3B
CA, after a short stint in the Marine the "Whale" or "Killer Whale". It was landing at NAS Point Mugu, CA, in July
Corps. In January 1951, he was draft not the most glamorous, but became 1990. (Ginter) Bottom, VAP-61 ERA-3B
BuNo 144831. (via Harry Gann)
ed into the Army and served as an arguably the most utilitarian carrier
aircraft crew chief on the Cessna L-19 based aircraft to come out of the '50s.
"Bird Dog" spotter aircraft, while With Hughes Aircraft still flying the
assigned to the 37th Field Artillery in wh ale, it will certainly outlive the few
Korea. OF-4 dranes still flying at NAS Point Naval Missile Center (NMC), Pacific
Mugu, CA. As a test ai rc raft , size and Missile Test Center; Hughes Aircraft;
Upon his return to CONUS he speed as weil as ease of mainte and Thunderbird Aviation.
joined Douglas Aircraft Company in nance have kept the Skywarrior in
March of 1953 as a Liaison Engineer, demand. © 2004 by Steve Ginter
where he supported design and man
ufacturing operations on the A2D and Volume two covers the Navy's ISBN 0-942612-46-9
AD aircraft. He was transferred to the operational use of the Skywarrior
flight line in 1954, and was assigned squadron by squadron. Volume one
Steve Ginter, 1754 Warfield Cir., Simi
to the A3D. In 1958 he was then (see Naval Fighters Number Forty
Valley, California, 93063
asked by Roger Conant, the Chief Five Douglas A3D Skywarrior Part
A3D pilot, to fly on the airplane "to One Design/Structure/T esting) cov
All rights reserved. No part of this
see what really happens to the air ered the design, structures and test
publication may be repraduced,
plane in flight". He subsequently flew ing of the aircraft. It describes in detail
stored in a retrieval system, or trans
as a crewman on the last Skywarriors with text, photos, and drawings the
mitted in any form by any means elec
prior to the shutdown of the EI difference between the different ver
tranic, mechanical, or otherwise with
Segundo plant. He was then trans sions. It also covers the aircrafts
out the written, permission, of the
ferred to Long Beach and was loaned usage by the Navy's many different
publisher.
to the Flight Test Division, where he testing facilities. These were: the
flew in BuNo 138938 for DECM Naval Air Test Center (NATC); Naval
CONTRIBUTORS
development work. After two years Air Test Facility (NATF) Lakehurst;
with Flight Test, he was transferred Fleet Electronic Warfare Support
Roger Beseeker, Seoot Bloom, Peter
back to Liaison Engineering as Group (FEWSG); Naval Air Special
Bowers, Tom Chenoweth, Fred
Branch Chief of Flight Liaison Weapons Facility (NASWF/NWEF);
Freeman, Harry Gann, John Herndon
Engineering. He became Chief Naval Aerospace Recovery Facility EI
(VO-2), Gene "Mule" Holmberg, Craig
Liaison Engineer in April 1977 and Centro (NARF); Naval Ordnance Test
Kaston, Vic Kretsinger, Clay Jansson,
retired fram Douglas in December Station (NOTS) Inyokem; Naval William T. Larkins, Bob Lawson, T.
1993. Weapons Center (NWC); Naval Air Matsuzaki, Barry Miller, Wayne Morris,
Development Center (NADC); Stan Piet, Miek Roth, Fred Roos, San
He is currently the president of Raytheon/U. S. Army; NACA Ames Diego Aerospaee Museum, Larry
the American Aviation Historical Aeronautical Laboratory Moffett Field; Smalley, Bob Stollof, William Swisher,
Society (AAHS) wh ich is dedicated to Westinghouse; Project Press (Pacific Tailhook Assoeiation, Norm Taylor,
educating and preserving America's Range Electronic Signature Studies); Larry Webster, and Nick Williams.
FLEET WHALES
THE A-a SKYWARRIOR STORY PART TWO
INTRODUCTION
Less than a year after the surren
der of Japan, the Acting Under
Secretary of the Navy se nt a letter to
the President strongly urging that the
Navy be allowed to develop carrier
aircraft specifically designed to carry
and deliver nuclear weapons. Dis
cussions were begun by high level
Naval officers regarding the develop
ment of a carrier-based nuclear strike
capability. As a result, a long range
plan was put forth wh ich involved a
65,000 ton aircraft carrier, the USS
United States (CVB-58), which was
al ready in the design stages, and an
airplane wh ich could carry a 10,000 steam catapults. These provided Above, artist impression of the pro
pound atomic bomb roundtrip to a tar more power than the hydrauli°c cata posed-flush deck 65,000 ton super car
get 1,500 miles distant. Unfortunate pults. It remained for SCB 11 to be rier USS United States (CVB-58). (USN)
Bottom, VC-5 AJ-1 Savage at Pax River
Iy, the Super Carrier was scrapped by implemented, with its stronger decks
is being used for special weapons
President Truman, which meant that and deck edge elevators, before the
loading and unloading training in
if the Navy were to operate heavy A3D could be operated from the
August 1950. (National Archives)
bombers, they would have to use Essex Class carriers at maximum
existing carriers. allowable gross take-off weight.
Requests for proposals were se nt The second plan was to use or Allison J33-A-12 centrifugal flow tur
to each of the major aircraft manufac adapt existing aircraft to fit the bojet engine in the aft seetion of the
turing companies. It was hoped that requirements for becoming nuclear fuselage.
at least one could come up with a weapon mission-capable. The first
design to meet the operating restrie airplane considered was the XAJ-1, Due to the urgency of the pro
tions of existing carriers. While wait under development by the North gram and the unavailability of the AJ-
ing for a solution from industry, two American Aircraft Co. The AJ-1 was 1, which was not scheduled to make
interim plans were proposed: to have a bomb bay large enough to its first flight until May of 1949, an
accept the 60 inch diameter "FatMan" interim airframe was chosen. The
The first plan involved updating atomic bomb. The airplane was to be temporary aircraft was to be the
existing aircraft carriers to accept powered with two Pratt & Whitney Lockheed P2V Neptune. To field this
larger and faster aircraft which would R2800-44W engines mounted on the aircraft, Composite Squadron Five
be up to four times heavier than the leading edge of the wing and an (VC-5) was established at NAS
heaviest ones operating from the
World War 11 class carriers. Navy
Project SCB 27A, begun in 1947, was
a modernization program for existing
Essex Class aircraft carriers. This
program included strengthening the
flight decks to enable the Navy to
operate aircraft of 40,000 pounds
gross weight, installing more powerful
hydraulic catapults, increasing the
elevator strength and providing jet
blast deflectors.
Project SCB 27C, which followed,
provided, in addition to the Project
27 A installations, an angled deck,
more powerful arresting gear and
1
Moffett Field on 9 September 1948.
Initially equipped with three Lockheed
P2V-2 Neptunes, the squadron took
delivery of twelve specially-equipped
P2V-3C Neptunes with high altitute
engines. On 27 April 1949, two
Neptunes were loaded aboard USS
Coral Sea (CVB-43) at NAS Norfolk,
VA. With the aid of JATO, both air
planes, which were capable of carry
ing a Little Boy A-bomb and weighed
in at 75,000 pounds, took off and flew
back to Norfolk. The Navy now had a
small part of what they wanted, an air
plane which could perform the mis
sion of delivery of a nuclear weapon
to a target over 1500 miles distant but
wh ich could not return to, and land
aboard, the carrier.
Above, P2V-3C BuNo 122969 was used for carrier recovery feasibility studies. It
was fitted with a tailhook and landing tests were conducted at NAS Patuxent River,
The AJ-1 Savage replaced the
MD. CAPT Hayward made 16 arrested field landings and flew carrier approaches,
P2Vs and became the backbone of
but made no shipboard landings. The aircraft is seen here during stress test.
the VAH squadrons which were
(Lockheed) Below, COR Tom Robinson conducts a JATO take off from the USS F.
formed as the first heavy attack units
O. Roosevelt (CVA-42) on 7 February 1950 starting his record 5,060 miles flight.
(USN) Bottom, VC-5 AJ-1 BuNo 124164 during six plane landing trials aboard the in the fleet. The AJ-1 was a large air
USS Coral Sea (CVA-43) on 31 August 1950. (National Archives) craft and was not really welcome
aboard most carriers due to its size
and its downward-facing jet engine
(see Naval Fighters #22). On 31
August 1950, Captain Hayward land
ed and launched the first VC-5 AJ-1
Savage from the USS Coral Sea.
The AJ-1 had a sea level speed of
500 mph on all engines, and a range
of over 3,000 miles carrying an atom
ic bomb. It was considered to be a
true carrier based heavy attack
bomber and the largest, at that time,
to take off from and land aboard a
carrier. With the A3D Skywarrior
al ready in the design stages when the
AJ-1 was first delivered, the life span
of the Savage was almost predictable
but as an interim airplane, it served
the purpose for which it was
designed.
On 6 June 1956, while the A3D
was still in its acceptance testing
stages, VADM Thomas S. Combs,
DCNO (Air), se nt a letter to VADM
William L. Rees, Commander Air
Force, U.S. Atlantic Fleet, as folIows:
As you know the introduction of the
A3D aircraft into the fleet is one of our
most important jobs. I understand that
a normal training period for the first
VAH squadron would preclude deploy
ment until the Fall of 1957. However, it
is my understanding that a large per-
2
d
centage of the pi/ots in the first opera
tiona/ unit have had previous experi
ence. A/so, the A3D had a high/y suc
cessfu/ F/P at Patuxent River. /n view
of these factors, it appears that some
acce/eration may be possib/e at this
time. /n view of the great importance of
exp/oiting this new capabi/ity at an
early date, / wou/d appreciate your
views and in particu/ar advice as to
what assistance you may require in
order to dep/oy A3Ds in Forresta/ and
F.D.R.
This was asking a lot, since the
A3D-1s were still under evaluation at
NATC Patuxent River and were still
operating under certain flight restric
tions, pending completion of testing This gets even more challenging on a Above, all-blue VAH-1 A3D-1 2/TB
and Navy acceptance. VADM Combs dark night or a pitching, rolling deck in landing aboard the USS Forrestal
offered to accept all flight restrictions bad weather. The carrier suitability (eVA-59) during carrier qualifications
for the squadron's first deployment.
if he could just get the A3Ds earlier group at Patuxent River was contact
VAH-1 was the first Fleet squadron to
than scheduled, in order to get his ed and asked to evaluate the A3D for
operate the Skywarrior. (USN)
pilots checked out in the airplane. operations on Essex Class carriers.
Carrier qualifications of his pilots The carrier suitability A3D-1 from
would come later, when the A3D had Patuxent River was used to attempt
been accepted by NATC. VAH-1, at the operations on the USS Bon A3D pilots were Lt. Commander or
NAS Jacksonville, Florida, got five Homme Richard. The airplane was above. Pilots who were not carrier
A3D-1s on 31 March 1956 when instrumented at the Douglas Flight qualified, had never made a bank of
BuNos 135415, 135421, 135422, Test Center at Edwards Air Force more than 25° and were accustomed
135423 and 135436 arrived from Base and flown to San Diego where it to making exceptionally smooth land
NATC Patuxent River. The Admiral was loaded aboard the carrier. ings on long, wide, non-moving run
had these aircraft, wh ich were plac ways. The foregoing is not meant to
arded by NATC with limitations The conclusion was that it was be disrespectful of the pilot's capabil
against operations and functions not demanding of the pilots, it was hairy ities but is used to attempt to explain
tested, had the aircraft placarded with at times, but the ship could take it, the one of the major problems involved
his own, more stringent limitations. By arresting gear and catapult could take with introduction of the A3D to the
the time NATC had approved the air it, and as complex as it was, the fleet. Those who have flown from car
plane for carrier operations, VAH-1 entire Pacific Wing eventually quali riers will understand the difference
was ready to begin Carquals. fied aboard the Essex Class carriers. between the two types of flying.
On the West Coast, V AH-2 Initial pilot assignment to the A3D The land-based, multi-engine
received its first A3D-1 a month later squadrons involved pilots whose pilot usually has several minutes to
and by the time the VAH-2 pilots were experience consisted of multi-engine set-up for landing, set gear and flaps,
qualified to fly the A3D-1 s, the struc time with carrier experience a second make a long straight-in approach with
tural demonstrations were completed choice, the thinking being was that no one else close behind, a long run
and it was time for them to go aboard the multi-engine pilots could be way ahead and a high speed turn-off
carriers. At this time the only two car trained to operate from carriers easier to clear the active after touch-down
riers on the West Coast were Essex than carrier qualified single-engine and roll-out. The carrier pilot has sec
Class carriers, but the A3D was pilots could be trained for multi onds to make the pattern, hook one of
designed for the larger Midway Class engine aircraft. As a result, most new five wires while increasing power at
carriers. In comparison, the Essex assignees to the V AH squadrons for just the right second in case of a hook
Class carriers displaced approximate A3D pilot duty came from patrol skip or a wire failure. Then, if a suc
Iy 27,000 tons, while the Midway was squadrons flying P2V aircraft and the cessful trap is made, the pilot must
in the 45,000 ton range. Putting the newer VAH squadrons which used AJ make a rapid unhook and taxi out of
A3D aboard an Essex Class carrier Savages, with a lesser number com the way of the next airplane wh ich is
presented somewhat of achallenge ing from the fighter squadrons. The already on short final behind him.
since there is only fourteen feet of A3D was considered the "Queen" of Add bad weather conditions with poor
space between the island the fleet and it followed that senior visibility and a pitching, rolling deck
of the carrier and the wing tip of the multi-engine pilots got first choice, and it is understandable that a pilot
A3D when landing on the centerline. wh ich meant that most of the early with insufficient carrier landing prac-
3
z
ramp on landing, the third resulted THE PROBLEM STARTS ALL OVER AGAIN X
HATULANT
from a bolter and a missed barricade
BEGINNING WITH THE AJ, OUR HEA VY
and the fourth was due to a possible ATTACK PILOT HAS NEVER BEEN AT HOME
stall-spin. ON A CARRIER X
HE PREFERS TO OPERA TE FROM THE LAND
The loss of the aircraft coupled X
with what was observed as below
HE REALL Y WANTS NO ONE IN THE SAME
average carrier operations by both
LANDING CIRCLE WITH HIM X
AJ-1 and A3D pilots led to a message
from V ADM "Cat" Brown to COM EACH CARRIER LANDING IS AN EXPERIENCE
RA THER THAN A ROUTINE TERMINA TION OF
NAVAIRLANT on 30 August 1957,
HIS MISSION X
which defined the problem involving
the A3D squadrons as he saw it and THEY HAVE EVEN BEEN OBSERVED TO
SHAKE HANDS WITH MUTUAL ADMIRA TION
he demanded corrections. It bears
AFTER SUCCESSFUL LANDING X
inciusion here:
THIS IS NO DIA TRIBE AGAINST THE MUL TI
ti ce who suddenly finds himself in a From: COMSIXTHFLT ENGINE PILOT WHOM I HOLD IN HIGH
REGARD X BUT HE IS A LONE EAGLE X
heavy attack squadron assigned to To: COMNAVAIRLANT
carrier duty might not be the best INFO: COMSECONDFLT , HE WORKS HARD LONG TO BECOME A
choice for the job. COMCARDIV 2, COMHATWING 1 PLANE CDR AND THEN SITS IN THE LEFT
SEA T FOR THOUSANDS OF HOURS X
In 1957, when the first A3D's BASED ON A LONG ASSOCIA TlON WITH THE OFTEN THE LlVES OF MANY DEPEND ON HIM
PROBLEM WHICH HAS ALL BEEN FROM THE
were delivered to the heavy attack X
OPERA TIONAL SIDE AND RUNS BACK TO
squadrons, there were eight A3D THE BEGINNING OF THE HEAVY ATTACK
EVERYTHING IS PRECISE AND HIS SAFETY
crashes. Four could be blamed on PROGRAM, I HA VE AT LAST REACHED THE
CONVICTION THA TOUR WHOLE APPROACH
equipment failures; fuel system mal
TO THE TRAINING OF OUR HEAVY ATTACK
function resulting in double flame-out RONS HAS BEEN BASED UPON AN ERRO
on approach to landing, brake and NEOUS PREMISE, NAMEL Y THA T WE
SHOULD START WITH MULTI-ENGINED Above lett, Heavy Attack Training Unit
drogue chute failure during landing on
PILOTS AND QUALlFY THEM ON CARRIERS X Atlantic Fleet (HATULANT) insignia.
wet runway, port main landing geBlr
Below, three blue and one grey/white
would not extend and failure of arres1t THIS HAS SET UP A BARRIER TO DEVELOP A3D-1 s conduct carrier qual ifications
MENT - A BARRIER WHICH CAN ONL Y BE
ing hook to lower. The other four wene OVERCOME WITH THE GREA TEST EFFORT trom the USS Shangri-La (CVA-38) in
ciassified as pilot error; two hit th,e AND, THE MOMENT PRESSURE IS RELAXED, 1956. (Douglas)
4
RECORD IS THE DESPAIR AND ADMIRATION Ramage al ready knew that
NAS SANFORD
OF THE REST OF US X because of its mission and the
demand for special security clear
BUT THE PA TTERNS OF A GROUP ARE NOT
EASIL Y CHANGED, PARTICULARL Y WHEN ances, the Heavy Attack community
WE TAKE THEM ON AS A GROUP AND SEEK had become quite distinct from the
TO TRANSFORM THEM X
rest of carrier aviation. This attitude,
AND THE HABITS OF THIS GROUP ARE NOT along with the physical size of the air
CONDUCIVE TO EITHER GOOD OR SAFE plane, which took up an unprecedent
CARRIER OPERA TING TECHNlaUES X
ed amount of valuable space aboard
I AM CONVINCED WE MUST BEGIN AT ONCE carriers, particularly on the Essex and
TO UNDO THE MISCHIEF THA T HAS BEEN A Midway classes, tended to alienate
LONG TIME BREWING X
the squadrons not only from the deck
AS A TEMPORARY PALLlA TIVE I RECOM crews but from some carrier captains
MEND INSURING THA TAT AN EARL Y DA TE as weil. In addition, there had been a
THE SENIOR OFFICERS IN EACH VAH RON BE
particularly bad ramp strike on a West
FORMER CARRIER PILOTS X
Coast carrier, and the already sag groups on the East Coast. A subse
THE FACT THA T THEY MAKE CARRIER LAND ging reputation in the heavy attack quent plan was to incorporate func
INGS AS A MA TTER OF COURSE WILL FIL TER
DOWN AND DO GOOD X community was at a new low. tional base loading for carrier
WHILE THIS I THINK WILL HELP, THE ONL Y squadrons where all Heavy Attack
REALL Y EFFECTIVE ANS WER IS TO BEGIN Further, investigation showed squadrons would be based at one
AGAIN AT THE BEGINNING AND FROM A
SOUND PREMISE, NAMEL Y THE PRECISE that in the top 18 positions in the six station for mutual training and mainte
REVERSE OF WHA T WE ARE NOW OPERA T squadrons then in commission, only nance. Ramage initially agreed with
ING ONX three of these key personnel had pre the first idea since he feit that if the
WE MUST BEGIN WITH CARRIER-aUALIFIED vious carrier experience before going A3D squadrons were based with the
PILOTS AND TRAIN THEM IN MUL TI-ENGINED to heavy attack, and that none of parent group commander and his
AIRCRAFTX
these had previous jet experience. squadrons, the heavies might absorb
THIS WILL TAKE aU/TE A WHILE FOR WE The remaining 12 senior squadron more of the carrier flavor.
HAVE BEEN GOING IN THE WRONG DIREC officers (commanding officer, execu
TION FOR A DECADE X
tive officer and operations officer) had Within a month of arrival at NAS
MOREOVER WE MUST NOT INTRODUCE all come from patrol plane squadrons. Sanford, Ramage reported that:
THESE PILOTS INTO EXISTING UNITS OR About the only initial bit of good news
GROUP PSYCHOLOGY ALREADY PRESENT
was that the AJ-1 had developed (1) The functional base loading was
WILL INEXORABL Y HOLD THEM INTO ITS
MORES X WE MUST START WITH A SMALL such a bad reputation that the A3D indeed the most efficient way to train
UNIT WHICH GRADUALL Y EXPANDS AS THE looked good in comparison. Ramage and support the operations of a com
OTHER UNITS PHASE OUT X plex aircraft. It should be retained.
really had his hands full but he
(2) There was a severe morale prob
FROM TIME TO TIME WE MA Y INTRODUCE already had two corrective action
lem among the bombardier/navigators
INTO SUCH NUMBERS AS TO PERMIT THEM plans in mind, one short-range one to
who were also rated pilots; and that
TO BRING WITH THEM THEIR GROUP PSY
get the A3D accepted aboard carriers
CHOLOGY (I WOULD NOT, HOWEVER, APPL Y these B/N's were not nearly as weil
SUCH RESTRICTIONS TO THOSE WHO MA Y and a longer range one in which the qualified as the former enlisted men
HAVE GOTTEN INTO MUL TI-ENGINES SOME nuclear weapon, wh ich only the AJ-1 performing the same function.
TIME LA TER IN THEIR CAREER AFTER AN
and the A3D could carry, would be (3) There were a number of senior
EARLIER SHOT A T CARRIERS) X
replaced with a yet-to-be-developed pilots who were in no way qualified to
THIS IS HEROIC TREA TMENT BUT THE SITU smaller weapon wh ich could be car operate the A3D from carriers.
A TlON IS BAD AND CAN NO LONGER BE TOL (4) The maintenance personnel were
ried by fighter aircraft. The A3D
ERA TED X THE LEAST WE CAN DO IS SET UP the finest that he had encountered.
Skywarrior, which was classified as a
A CELL AND TRY IT OUT X (5) The nuclear weapons training pro
heavy attack bomber and was, at that
gram was absolutely professional.
That was a rather radical mes time, to be used as a high-level (6) Action was already taking place at
sage to send to the top brass, but it bomber, could then be replaced with NOTS Inyokern (China Lake) to devel
did get their attention. In fact it got just smaller nuclear delivery-capable air op a low-altitude penetration capability
about everyone's attention, particu craft. for the A3D. In addition to the laydown
capability, a medium angle pitch-off
larly that of those in the Heavy Attack
squadrons. ADM James D. "Jig Dog" Just prior to leaving Washington capability was possible which would
permit the lofting of an implosion
Ramage, who had done a previous for NAS Sanford, FL, Ramage met
nuclear weapon (Mk 7).
study on A3D pilot qualifications, and with VA DM Bill Rees, Commander Na
(7) The problem to be solved was
who had just been assigned to com val Air Force, Atlantic Fleet to discuss whether the A3D wing strength would
mand Heavy Attack Wing One, was the problems and probe for possible support the maneuver.
assigned the task of correcting those remedies. VADM Rees was already (8) The A3D community was suffering
problems involved in the induction of considering the idea of the disestab from an inferiority complex. There was
the A3D into fleet service. lishment of NAS Sanford and distrib a need to establish a new image as
uting the A3D squadrons to the air competent carrier aviators. However,
5
putting them back in the pilot's seat, reply that he appreciated my views
for which they were trained, at great but that it was too late. So, with the
expense, one might add. The next A3D just beginning to pull its own
step was to put qualified enlisted men weight in the fleet, it was to be
in the A3D's third crewman seats. replaced by a less capable attack air
The excellent training program, man craft.
dated by the Wing Commander, with
in the wing provided a constant "In 1953, as skipper of USS
source of talented enlisted men. Independence (CVA-52), my air
Many of these men later became lim group had a 12-plane A-5A (A3J-1)
ited duty officers. squadron (VAH-1) included. I didn't
realize until that time how correct my
It took Ramage less than six assessment of the A-5 had been.
months to resolve the major problems Although of some value at enormous
and point the squadrons in the right expense accrued when the A-5 was
direction. The qualifications of the converted to reconnaissance as the
three senior officers in each RA-5C, I cannot conclude other than
this recognition could only occur if the
squadron, (Commanding Officer, that it was a poor follow-up to the
squadrons demonstrated their ability
Executive Officer and Operations A3D. Later, as Chief of Staff to CTF-
around the ship.
Officer), were reviewed ' nd those 77 and as COMCADIV Seven in the
(9) The A3D was a remarkable carrier
based aircraft. (Ramage qualified wh ich did not meet the stringent Gulf of Tonkin, the value of the A-3 as
aboard FDR somewhat later in a mini demands of the position held, as a tanker was repeatedly demonstrat
mum of time). defined by Ramage, were removed ed."
and replaced with qualified, motivated
In the meantime, it was obvious officers who would continue improve In December of 1987 the EA-3Bs
that some of the older pilots, who had ment in crew morale, attitude, and were withdrawn from carrier opera
not demonstrated the required capability. tions. VQ-1 turned its EA-3Bs over to
degree of carrier expertise, would VQ-2 who used them up to, and
have to leave, due to no fault of their Years later, ADM Ramage com including, Operation Desert Storm in
own. In most cases, the Navy's per mented, "After six months we January of 1991. Ironically, the A-3
sonnel assignment policies had seemed to have things going for uso Skywarrior, wh ich was first flown 39
caused the problem and, unfortunate However, a new problem loomed. years ago, continues to serve the
Iy, the rules would not permit a trans Coming along was the A3J, which Navy in civilian life, by civilian
fer without disposition board action. later became the A-5A, and later still, defense contractors who use them as
Ramage did not want Navy comman the RA-5C. In the meantime, I was an aid in the development of airborne
ders without previous carrier experi advised that the Navy could buy 100 electronics countermeasures equip-
ence. It had been fatal in several A3D airframes at less than
cases and was a basic reason for $1,000,000 each. After discussing my
operational problems in the A3D. doubts concerning the A3J with
V ADM Rees, he told me to put my
The next step was the removal of feeling in writing. He forwarded my Below, VAH-4 A-3B BuNo 147667 refu
rated pilots from the BIN seats and letter to VADM Pirie, who stated in eis a VF-121 F-4B Phantom. (USN)
6
ment. Its "re placement" flew its last the air war over Vietnam were the
flight as an attack aircraft more than tankers, the crews of the refueling air
20 years ago, and its last operational craft which accompanied the combat
deployment ended in 1979. types on their missions and stood by
for mid-air refueling to enable them to
During the Southeast Asian War, get safely back to the mother ship.
the A-3B was originally used in its pri The tanker Whales with VAH and
mary role of bomber, including use as VAO squadrons were credited with
a dive bomber. They were soon saving over 700 aircraft from loss dur
removed from the bombing role as ing the course of the war. Official
the Skywarrior's tanker capability records are incomplete, but those
made it too valuable to risk to enemy available indicate Navy tanker units
anti-aircraft fire. The need for tankers, operating off Vietnam chalked up 473
a role in which the A-3 excelled, "saves" in the years 1966 through
resulted in NARF Alameda being 1968, including 299 in 1967 alone.
directed early in 1967 to modify 85 The total dollar value of the aircraft
aircraft with semi-permanent hose saved during that period, and since, nearly simultaneous landing, with
reel kits under the new designation amounted to several billion dollars. Ouinn popping loose just prior to
KA-3B. Depending on its tank config The value of the human lives involved touchdown, at which time both aircraft
uration, a KA-3B could carry 43,500 is, of course, incalculable. were almost completey out of fuel.
Ibs. of JP-4, of which 30,000 Ibs. was
available for transfer. And there were also some excep The word "save", as used by
tional missions, truly "above and tanker crews, was utilized to indicate
Somewhere along the line, some beyond" the normal profile. Two that the airplane "saved" would have
one came up with the idea of adding examples: In 1968 LCDR John crashed if it had not been refueled.
electronics countermeasures equip Wunsch, flying an EKA-3B Skywarrior On the other hand, there are hun
ment to a KA-3B, thus creating the from the USS Hancock, was refueling dreds of real saves which could be
EKA-3B and resulting in the best of three F-8s over the Gulf of Tonkin recorded because they resulted from
two configurations in one aircraft. and found himself running danger flights which were not flown. To
NARF Alameda had created and ously low on fuel. An emergency call explain: It is impossible under some
delivered five EKA-3Bs by early 1967 brought a KC-135 to the rescue. The circumstances for an aircraft to take
with a follow-on of thirty-four addition EKA-3B ended up taking fuel from the off with a full load of ordnance and a
al conversions delivered later. KC-135 while simultaneously passing fuilload of fuel. With mid-air refueling,
fuel to the third F-8. In 1966, CA PT a plane can take off with a full bomb
Many fighter and bomber pilots Jack Ouinn, then Commanding load and partially full fuel tanks, finish
will tell you that the unsung heroes of Officer of Heavy Attack Squadron filling the tanks after becoming air
(VAH-10), picked up an A-4 wh ich borne, and continue to its target. The
had been hit by an enemy missile and result is fewer sorties required, which
was losing fuel faster than it was mean, fewer aircraft and pilots put in
receiving it. The two aircraft flew harms way.
8elow, VQ-2 EA-38 retueling trom a hooked-up all the way back to the
VA -216 A-48 Skyhawk. (USN) carrier (about 80 miles out), making a The August 1964 Gulf of Tonkin
7
By this time, the twin 20mm guns
in the tail had been replaced with
ECM equipment, wh ich meant that
unarmed A-3s penetrated enemy air
space over Vietnam on a regular
basis. RA-3Bs of Heavy Photographie
Squadrons (VA Ps) 61 and 62, many
of wh ich were painted black or multi
shaded grey paint schemes, conduct
ed infrared reconnaissance of North
Vietnam road networks at night. It
was dangerous work: VAP-61 lost
four RA-3Bs to ground fire. VQ-1 and
VQ-2 operated EA-3B electronic
reconnaissance versions throughout
the war, providing vital intelligence to
the fleet and to high-level comman
ders.
incident finally provided the A3D with During the squadron's eleven month Before the first production A3D-1
its combat baptism. VAH-4 in cruise it flew 4,800 hours, flew 1,186 flew, the ECM version was already
Ticonderoga and VAH-10 in combat miSSions, transferred under development. While the two
Constellation were the first units to 4,150,000 pounds of fuel and made XA3D-1 sand the first production
officially engage in combat in 1,085 day and 449 night traps. VAH- A3D-1 s were involved in the testing
Southeast Asia, as they provided 4 Det Mike, during Ticonderoga's and development program, five of the
tanker support for Pierce Arrow 1966 cruise, modified A-4E bomb first contract of twelve A3D-1s,
strikes on 5 August. Over the next si)( sights for A-3B use and dropped BuNos 130356, 130360, 130361,
years the four A3D squadrons at 490,000 pounds of ordnance from its 130362 and 130363 were, delivered
Whidbey Island would make a total of three-plane detachment. to NAS Norfolk, VA, for conversion to
36 deployments to Vietnam. the A3D-1 Q configuration.
The A-3B did enjoy abrief and lit
While designed to carrying atom tle-known bombing career over The A3D-2Qs were designed for
ic bombs, the A-3 could carry as Vietnam during 1965 and 1966, with ECM activity and were delivered with
many as twelve 500 pound bombs VAHs 2, 4 and 8 dropping iron bombs provisions for multiple countermea
internally, or eight with the tanker on lightly defended targets. Mining sures systems installed.
package installed. VAH-2, deployed missions were flown as late as March
as a nine-aircraft squadron with 1967, when one VAH-2 A-3B was With the outbreak of the war in
CVW-15 in Coral Sea, ciaimed credit shot down over North Vietnam. Southeast Asia, all versions of the A-
as the first A-3B unit to drop ordnance Another V AH-2 A-3B fell victim to a 3 were in the forefront, initially as
during a 29 March 1965 strike on MiG off China's Hainan Island in April bombers then as refueling tankers
Bach Long Vi Island, North Vietnam. 1966. when they proved more valuable as
suppliers of fuel under emergency
conditions to combat damaged air
craft, and later as the EKA-3B wh ich
could not only save these aircraft
through the use of in-flight refueling
but could protect itself and its crew
with the electronic countermeasures
equipment it carried in addition to the
fue!.
Easily distinguished from the
At lett top, VAH-4 A-3B BuNo 138974
trom the USS Oriskany drops iron
bombs over Vietnam. (USN) At lett,
EKA-3B BuNo 142634 overtlies the
USS Enterprise (CVAN-65). (USN)
8
