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    A-7 CORSAIR (AIRPOWER ARTICLE)

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    Airpower a-7 Article July 1986

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    A-7 CORSAIR (AIRPOWER ARTICLE)

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    Airpower A-7 Article July 1986

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    A-7 CORSAIR (AIRPOWER ARTICLE)

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    $2.95 Canada AIRPOWER A SENTRY MAGAZINE July, 1986 Volume 16 No. 4 $2.50 ee CORSAIR PINPOINT PRECISION BOMBING IN THE IM) / BEST ATTACK PLANE OF ITS ERA ITALY’S CR.42\BIPLANE FIGHTER ‘Montes courtesy of te LTV Awospace aod Osess Consany, Pat £ Whim, Flugitatepo ta ason wih ape! ask Jemes Won, ey Wo eins can Ezitor’s Note: They called it SLUF or Shot Litle Uoly Feller. Orit you peer, there was another derivation of the final letter, usually @ noun Variant ofthe Foword We athe like the nom de guere PUG, for Penty Ugly Gunslinger forthe A-7 Corsair by Ling-Temco-Vought was, ands. a short coupled pugna: ‘ous litle beast. AS this is writen, it is demonstrating iis multiple offensive capabilities onthe Libyan coast, knocking out radar sites with | | High Speed Anti-Raciation Missiles (HARM) and proving once again that {5 ote of te most tigen ara test sbsonieatack acrat eer ul Incredibly strong, agile, and extremely versatile, the A-7 can carry its ‘own empty weight in Bombs and Zomm ammunition, a total approaching |] len tons, including the weight ofits MBIA-1 Vulcan gun But perhaps its mast vaivable component sits navigation and weapons delivery system, One ofthe inst ever devised, which allows the aircraft fo ind its targets 43nd Gestoy them with uncanny accuracy With-an TEM digital computer linked to a precise inertial guidance platform, tne A-'s plot can program upto nine destinations simultane- [| ously. He is informed ofthe range to them and their bearing, by simply = | punching inthe request and, should he require te can Keep rack of his “| progress to the target by means of a Projected Map Oispay, which not ‘nl pictrialy reveals the target and tsenvions oni radar screen, but wil also show im what the inbound route tothe target looks like, before he gets there, Pramir ATA Corsair ion its fist est hop near NAS Dallas. Ocasion was alsa the ‘ict fight of a non-afterburning TF3O turbofan jet engine. A7 weot from frst fight first fightin 799 days — accomplishing one ofthe quickest development ‘and deployment programs ever. For actual weapons launch, the pilot could select the “Visual Attack ‘mode and coordinate it with the HUD (Head-Up) display. When synchron- ized with the aiming symbol projected on the cockpit's forward canopy, the A-7's radar would then decide when to release the aircraft's bomb or bombs, with incredibly accurate results. Furthermore, unlike previous altack types, the A-7 could comeinat top speed at any dive angle, and stil get top resuts ‘This ability fo strike precisely, almost surgically. atditficult targets has made this blunt-nosed bantamweight one of the flee’s most valuable assels and it has also given it one of the lowest loss rates per combat sortie of any combat aircraft operated from either an aircrat carrier or a land base. Even more impressive is the relatively low cost of the Corsair ‘and its amazing longevity, the latter based on the fact that it has been Fevised, revamped, re-engined and remanufactured so that aircraft built twenty years ago are flying today under new letter designations with a future ite of at feast another twenty years, Truly a remarkable projection {for an amazing attack plane that was derived from a famous fighter, now ‘ut of service, and has never really been given te recognition it deserves, Early Development In 1962 the US, Navy Bureau of Naval Weapons or BuWeps (formerly Bureau of Aeronautics or BuAer) eliminated its altack requirement for the proposed TFX or Tactical Fighter Experimental aircraft. This move gave birth to a new attack aircraft program setae nia S = [ite U» F--« The Magic Wagon Looking Very Much Like A Flying Frog, Vought’s Corsair II Has Proven To Be The Best Low Cost, Sub-Sonic Light Attack Plane Ever Devised! called VAX (V =heavier than air, A =allack, X= experimental). VAX ‘cost projections and development time, however, were prohibitive. The Navy therefore regrouped and created the VAL (V = heavier than ait, A = attack, L = lightweight) program, Unlike the VAX program, the VAL was designedto createa new light attack aircraft from an existing and proven airframe, thus saving time and money. Enter the Vought A-7 Corsair I The LTV Corporation (now Ling-Temco-Vought Aerospace and Defense Company or LTVA & DG) learned of the Navy's VAL Program in late 1962. Ironically, LTV had been trying to sell an attack version of its F-8 (ex-F8U) Crusader since 1952 — three \years before the first Crusader flew. Knowa as the AU, the attack Crusader proposal was offered in both one and two: seat configu rations to both the Navy and Air Force. The final ASU proposal \V-number 455, was turned down in mid-1962, just before the birth of the VAL program. As a result of Vought's earlier investigations, they were ahead of the game when the lightweight attack program was announced. Nevertheless, footsteps could be heard close behind, ‘Alter the successful design, development and deployment ot the famed Crusader, many of the men responsible for its success moved into other positions within the LTV organization, For exam ple, John Russell (Russ) Clark, who was the chief design engineer in the F-8 program, had moved into management — specifically general manager of the Astronautics Division Clark and a select group within the LTV organization, all F-8 men began their task of taking the competition's existing fighter and attack aircraft and determining how they would modify thetr aircraft potential winning of the VAL program. "The Devil's Advo- cates," as they wore named, assembledtwo teams of aeronautical engineers, The Astronautics Division formed the Red Team while the Aeronautics Division shaped the Blue Team. Jointly they decided on the proven F-8E model of the Crusader as the most suitable matrix to spawn the new aircraft, and since it was already in production, it would best sult the VAL’ mold. “The F-8E Crusader was an all-weather supersonic carrier- and land-based fighter-interceptor powered by the Pratt & Whitney J57-P-20 turbojet engine, an atterburner-equipped powerplant which gave it Mach 1.8 speed at altitude. Its wing ited upward to provide high angles of attack during takeotts and landings, thereby allowing the fuselage to remain very nearly parallel to an aircraft Carrier deck for good pilot visibility. Since the VAL airplane was to be subsonic, the tit-wing was not required, nor was.an afterburner- |. Developed from the highly successtul F-8 Crusader ighte, shown here A-7 was ® subsonte,greally compressed olshoot.ullizing the Fs general layou and high wing te carry extremely heavy loads. Prototype XFBU was on of ew acral to exceed Mach 1 on is maiden fight and production models were frst operational fighters to surpass the 1,000 mph mark. 2 AT was created to supplement, then replace the legendary McConnell Douglas 1 Skyhawk. This version, the A-4E. of which 499 were Bul wae powered bya single Pratt & Whitney JS2-P-A, a non.afterburing turbojet of 8500 Ibs, static seatevel thrust. The AE, whch is lew on July 12,196), carried upto 8,200 ‘hs. ordnance on our underwing anda single undertuseage atachment pont end 2% more ordnance han its A, 8 and C Skyhawk predecestors, The AT ean eary {wiee that amount and, unreueled, travel twice the distance ofthe A-aE. equipped engine. Moreover, a shortened nose would provide excellent pilot visibity, and a high wing would ensure ease of ‘maintenance access and improved turn-around time when refuel- ing end rearming LTVs intial study into the possibility of installing the new Pratt & Whitney TF30 turbofan jet engine into the F-8E began March 12, 1963. This study was designed to create a turbotan jet-powered altack Crusader. In reality this was the birth of what became the ‘A-7 Corsair (The use of the TF30 was decided by Secretary of Detense Robert S. McNamara, and he advised that all airrame Contractors participating in the VAL competition should design their contender around this particular powerplant) Although underpowered, the P & W TF30 was to be the firstpractical military turbotan, representing the first real innovation in jet engines, since the introduction of the turbojet in the 1940s, ‘After LTV decided on their aitrame and powerplant, they initiated their preliminary VAL design program on May 1, 1963, The Navy BuWeps completed its VAL Specific Operational Require: ment (SOR) on May 17, and requested emergency fiscal year 1963, funding for development of a non-atterburning derivative of the Pratt & Whitney TF30-P-1 turbotan jet engine ‘What the Navy wanted to come out ofits VAL program was an advanced, light attack aircraft capable of fying inland off an aircraft cartier some 600 nautical miles while carrying at least 15,000 pounds ordnance. itwas then to deliver that ordnance andreturnto its carrer, without aerial refueling. t was to be a subsonic, long: range, heavy weight Ifter with deadly accuracy. It was to supple. ment and eventually replace the A-4E Skyhawk, and itwas to carry twice the A-4's payload, twice the distance, without loss of speed. ‘The A-7 was to do all this, and more, Inadaition to LTY, three other airframe contractors became VAL finalists: North American offered an attack version of its F-1 Fury: Grumman, a derivative of its A-6 Intruder; and Dougias, another version of its A-4. In the initial competition, LTV offered a re- engined version of its F-BE Crusader. Emergency FY63 funding approved, Pratt & Whitney com- menced its TF30 modification program on July 9, 1963. ltstask was 3. Heart of the A7 is the Pratt & Whitney TF30 non-afterburning turbofan jet ogi, seta the 08 node. aaxi ow engin wih mul sapecomprs forward fan driven by 2 mull-stage reaction turbine equipped wih ul annular fan discharge duct and designed for operation with axed are {et exhaust nezze. tis 10676 long witha diameter of 3.50 fet ‘ry weight is 2.602 pounds. was the first fan jel a operate ina military accra. By providing extended range, It increased A-7's lolter time to that of older rop-riven erat, to create a special, non-attorburning version of its afterburner ‘equipped TF30-P-1 which was slated far use in the TFX program (lt was the TFX program that gave birth to tne General Dynamics F-1114, Grumman F-1118 aircraft) Inits attack design process LTV came up with a shorter, deeper F-BE airframe with a thicker and stronger fixed wing, a fore- shortened version of the Crusader. Paul Thayer, one time chie! test pilot and later president, chairman and chiel executive of the Company, explained what took place: “After we had satisfied ourselves that we knew reasonably well \What we Nad to beat, the Red Team and the Blue Team combined forces and came up with a design we felt would not only exceedtne specifications but beat all of the competitors’ entries as well The Navy teceived all proposals August 12.and began technical evaluation. This action was followed by a cost effectiveness eve: luation September 3 and, on September 16, the SuWeps requested emergency funding for the VAL program, completing its evaluation of the proposals on November 6. On November 8, the Navy tin ished its review. It was time to announce the winner. The decision, backed up by McNamara, was unanimous. LTV was to be prime Contractor. A Navy official wno participated in the VAL selection said there was never any doubt of the superiority of LTVA & DC's, design Based on the F-8 Crusader fighter which had huge amounts of stretch ini its high wing gave the A-7 easy access without ladders ‘and scattolding, important in an altack bomber, And in the A-7D, with its $5 access panels, 90 percent could be reached without any ‘special equipment, Designed from the outset fo be subsonic, the ‘AcT was given a large fuselage cross section for increased fuel storage capacity and computerized navigation and weapons deliv ery gear. This also made for a very roomy cockpit; and an upiit of the rear fuselage enhanced ground clearance. To further assist maintenance, the engine could be removed and slid out onto a standard Navy engine dolly, without special equipment, and with out breaking the fuselage or jacking the aircraft up 10 a specific altitude. The blunt "Ubangi” nose aided vision and conserved cartier deck space. as did the folding wings. Vought had created a simall, ow cost strike fighter ($1,500,000 each without engine or government furnished equipment) and as it took shape, it would Confirm the fact that a light attack plane did not need to be supersonic. Funding and program approval came down on February 8, 1964, and the aircraft was officially designated A-7. (On March 19Ih, Vought was awarded a fixed-price contract, covering continued design, development and construction of @ 4. Inspected June 22-26. 1964, the full-scale engineering A-7A mockup was omplete and acceplable, No major requests for alterations. wi The ‘mockup was so complete, in fact, appeared tobe 2 production airplane, Note taza dealing and BE type ote radane. Weapons are dummy 2508 obs. 5. A-7A protetype number 1 of 3 [BuNo 182580) on ramp at NAS Dallas us prior to first Hight September 27, 1965. twas tlown by John Konrad shar alter this picture wes taken The premier Corsair I performs well and was lown success fully 22 days ahead of schedule. Refueling probe under cockpit swings out and up for aerial ralueling. 68.4-7Aat Navy's Patuxent, Maryland, test station. It carries 200gallon fel tanks inboard, rocket pods on outboard pylons. This airraft mounted ol twin 20mm ‘MK 12 cannon, one on each sie of intake, 1. ties sight the Corsi 1 appears te be 2 com pressed Fe Crusader, Clser examination, homer. Shows many cferenes Gone she Crusaders ong. Sek uselge variable nldece wing. 57 engine ained note radon, thin cord verted al, ventral Stabilizing Tis. This i ATA prototype 1 makings it landiog a NAS Dalles on September 27, 196, Nate eaing-and Walng-ee tla delle and he inward ean ofthe main landing gear jus rior to ‘wuendown, 2 ATA trom Atack San. 93, peratng (om, USS ‘ainay, over Mau, Japan. ts ease of mlenance, eng 430 mints, ge ad carrying capably, uly equa the ar eras empty weight. 4. The T3rd ATA produced, BuNe 153164 of atack Squadron Vi3T (Gulls) a the USS Kty Hawk. A inate 109 ware bull O hae, 55 ware eluted In A7Ps forthe Poruguese hr Force, io hem twoseatr. 4, Compared 0 £8, the AY Corsair 1 features 2 Shore deeper fuseioge and stronger wing, many ier ehange Ineudng the ate of a no-ater turing turban jet engine for ‘subsonic peter. inane, Though resembles the F-8in several way, itisa vat diferent areal. Shown are TBs of A125 ugh Raiders 5. Two TATCairerat rom VA-174 elrazers. The TTC In he foreground, BuNo 150767, was the 34 (ATE. which became the 3h AC belo bearing the 4th TAC. The TAC in the background. BuNo 156780, wos the Stn A-TE/ATCblare being rena. nulaclred to became the 45th TATC Sey seven C Imaels were completed ané were itt equlp with Nlean gun 6, Vought A7B of VA-46(Clansmen from USS John Kennedy. Pad banner moll 1s one several pte by squadron 1. This A Foree’s Tact! Air Command A7 tmploys the “Tying boon type nigh eluding Syste in pace ol Kavy system. Shown fan AO ihe an iT AN K-18 Sane, 1974 Navy ATs employ he probe and dog ing eulogy alized oy aint umber rly ATD reverch and development aera Unretuele ad clean, te A? any 3.000 mile. del ncorpraes advanced maneuvering ap fc & 50 percent Increase ntrning apatiies. full-scale engineering mockup, plus fight testing and delivery of three A-7A prototypes and four pre-production A-7A aircraft, Sif! Penalties would be incurred if certain guarantees were not met Some of these included! ‘A. The A-7A mockup was to be ready for inspection no later than June 22, 1964 B. The frst fignt was to take place 18 months rom the date ot contract, no later than October 19, 1965. ©. The maintenance man hours per flight hour (MMH/FH) was to be no higher than 11%, D. ithe MMH /FH exceeded 17, the entire cost ofthe airplane Was to be forfeited E. The first A-7A prototype was to have an empty waight of no more than 14,857 pounds. F. Ifthe LTVA & DC did not deliver the first A-7A to the Navy Air Test Center (NATC) at Patuxent River, Maryland, on time, a $65 thousand per day fine was to be assessed Until delivery was made The penalties were indeed sti, but only one was assessed, and i proved to be the outcome of some farsighted engineering by Vought ‘Mockup Review, Roll-out and Flight Test ‘The mockup review, begun on time June 22, was completed June 25. No major requests for alterations were made. The first Prototype rolled out and was delivered to the Navy fourteen months (Tex cantinued on page 18) of new production A7Es equipped withthe 72040. FLIR forwaré- looking infrared) pod, housing a Texas Insiruments FLIR gimbaled sensor and a GEC Avionics raster-HHUD cockpit display. tothe Navy began September 15 1978. ‘By June 1984, 221 A-7Es wih an AN/AAB-A5 FLIR pod wore in service, giving the ‘ATE FLIR version of the Corsair It improved nighitine capability. Shown is an ‘ATE, BuNo 160718, number 561 of aitack squadron VAI [Suniners} of the USS Forrestal. circa 1979, 2. An ATC fx AE) of VA-82 (Marauders) snagged th arresting cable aboard the UsS America circa 1973. This san early A-7e powered by the Patt & Whitney ‘TF30-PBturbolan engine. So engined, the ist 87 A-7Earereft wore redesigned ‘476 to halt confusion between them and A7E No, 8 and on, which are powered by the Alion/olls-Royce TFAT-A-2 turbofan engine instead, 3. Aline study of the 55th A-7E bul. This particular A-7E went attack squadron ‘VA-146 (Blue Diamonds) on USS Constellation circa 1979. The LIVA&ODC bult 506 ATE alrralt. The frst 7 were redesignated A-7C Sisty were finshed as A-7H alreralt an tive as TA-7Hs. One became the YA-TH/YA-TE Carslr IL-2 prototype, and another 36 were remanulactured 25 TA-7Cs.E model is itd with at-skid brakes. 4. The frst TFL powore ed back to ‘Vought or a eampany Sued eanversin othe proto- {ype we-place VAT Corsair IP. This conversion was. most suotesslul and subsequent fight esting was faul-res, However no twos mediately ‘ordered, Shown isthe one--a-kind YA-7A during an arly Hight West it was leer redesignated YATE to ‘vod contusion with Helene Ar Force A-TH alr. has now been absorbed by the Navy two-seat TATE ‘rane Tie. 5. The ane-oll TA-7C protelype fox YA-7H, YA7E} two-seat Corsair I ook of on a test Hight al NAS Dallas with est plots Bob Resting and Jim Read inthe cit. twas the fist light ofthe then YA.7H with {wo oecupants, occuring September 5, 1972. Sixty TATC trainers were converted from As, 24 fom 8S and 36 from former Cs in 1985, 49 ofthese alrcrat were glven new TF4t engines. Corsair i program has. bean one of the mst cost efticient in history. SLUF 6. The creation ol the two-seat A-7 variants was made basis for what became two-seat Corsair I aircraft — Including the TA-TC, TAH, A-7K andthe TA7P var. 7. Four A-7s ofthe 132nd TFW, 124th TFS relueled by an linois ANG KC-135A Sraotanker, circa 1978. ‘Shown are A-7Ds trom Jowa ANG, bi Moines. The Air Force was quick 1 equip ANG unit with A-7Ds flr the Vietnam Wa. Asin th case of th F-4 Phantom, interservice adoption of cireratt is becoming more prevalent later at Dallas on August 13, 1965. At frst sight A-7 appearedto be ‘nothing more than a short, fat F-8 Crusader, but closer inspection showed a world of difference. ‘As previously mentioned one penalty was assessed. This was due to the fact that the first A-7A prototype weighed some 1,100 pounds more than specified. But since LTV purposely buill the ‘A-7A wing strong enough to carry 19,000 pounds of ordnance, an acceptable excuse existed. One that did not displease the Navy. ‘and although a penalty was assessed, it wasn't severe, for the heavy, incredibly strong wing was to become a champion weightlifter. ‘To demonstrate its basic airworthiness, fight operations director John W. Konrad initially fight tested A-7A number 1 twenty-two ‘days ahead of schedule on September 27, 1965. Although under- powered, the plane performed extremely well and Konrad had high praise for it, However, as speed increased, a general airframe buffet grew, the horizontal tailplane vibrating in a random manner. On the ground, an inspection revealed that the flap sit tunnels ‘were obstructed, spilling turbulent air over the horizontal tails. This Was easily corrected and the aircratt soon proved itsoif very stable and forgiving The second A-7A prototype rolled out October 13, 1965, and L1Vtest pilot Robert E, (Bob) Rostine initaly fight testedit October 28, 1965, at NAS Dallas. He, too, was impressed with the plane, Bab Rostine joined LTVA & DC in 1954 as an experimental test pilot. He became senior experimental test pilot in 1963 and chiet ‘est pilot in 1967. He became manager of international relations in 1974 and manager of customer services in 1977, He died following 2 brief iliness in 1979, ‘With only'36 and § respective days lying time between them, the (Text continued on page 24) proposed the A-76 was tobe powered by Allison TF4I-A-3non-afterhurning turbotan jel engine and waste have equipment changes. Shown in USAF markings, sone of the two A prototype aircraft — 4 modified 470. Note 5004b. bombs on outboard 'MERs (Multiple Ejector Racks) and AIM Sidewinder missile atached to fuselage pylon, 2, Faur-view of A7D with Alson-uilt Rolls Royce TF4i engine generating 14.500 bso thrust, gving it 2 top speed of 664 mph. ‘3. Hellenic Air Force (HAF) A7Hs are similiar to US. Navy A-7Es. The malor ferences areas allows: The ‘ATs powered by the Allison/Rolls-Royce TFA 400, not the TF41-A-2: the H has no inlight reeling capably; provisional ECM equipment: less armor: ‘0 FLIR pd: andno secure communications system. ‘sa land-based version of the A-7E. Shown i the irst ‘ATH example, BuNo 159662. on its maiden flight. Note faired over relusling probe below cockpit canopy. 4. How the first HAF A-7 appeared ait neared comple tion, The Hs were produced alongside Navy A-7Es ‘ir Fore A-TOs:A-70 Wo. 425 is behind A-7H Na 1. Greek Air Force bought sat singh five tandom-seat TATHs; 18 were 294n 76 and 13in 7. Hin HAF stand the ancient name for Greece — Hellas, 5. The ATK prottype, AF73-008, which was created {rom the 404th 4-70. Though AF serial number reads 73-008 iis ataly 73-1008 aecardng o Vought A-7 ireraltcorelaton records. Thirty new A-7Ks were built ater this protatype's success! fight deman- Salon program ended. Aan was irs in 6. The 3tst and last A-7K (AFBI-0077) proguced for the USAF Air National Guard. tis also the last “now Corsair built for any service. The ATKis atwoseat ‘ATO powered by the Alison/Rols-Royes TF4I-A-1 ‘turbofan engine, and i used for pilot transition and ‘combat elicieny taining purposes, pls ober spe- ‘alized missions such as electron countermeasures, 1. The 142nd A-7B of attack squadron-VA 46 (Clans- ‘men} aboard the USS John Kennedy, circa 1976. Prapared to launch, this A7B is carrying two 300- ‘gallon external ue tanks onthe two outboard pyions. Fairing just below tip of vertical fn houses ECM gea 2. air of A-7Es of VX-Sralling inte drop their Mk 1 260. bombs ona target at China Lake Naval Wea ‘ons Canter. A-Es ae the Navy's best vrsion ofthe Corsair Ul and have @ maximum takeoff weight of ‘35,104 pounds. They take 7.7 minutes to climb to ‘30,000 fet and can pul 45g na tight evel turn; 535 wore built 3. ATBs of A105 oll the USS Kitty Hawk with end brakes extended, Area of speed brake Is 25 square fet 4, Three A7Es from the USS Forrestal. The RTE in ‘the foreground is from atack squadron VAI (Sun ers} and the two in the background are fom VA-83 (Rampage). 5. Four ATE of attack squadron VA-146 (Blue Ula- tmonds) of the US$ Constellation, crea 1980. Note four blue ciamonds on each vertical tail and white FLIR peds mounted on each inboard pylon. 6. The US. Navy received 67 P&W TF3O-powared ATES, bul later redesignated them A-7C, avoiding ‘contusion between them and subsequent Alisan/#-R ‘TAI powered AEs, ol which 29 were bull. Shown Is am ATC of Navy attack squadron VA-86 [Side winders), circa 1973. Ne STORE PYLONS cena first wo A-7A prototypes were used for a public flight demonstra tion on November 2, 1965. This event occurred at NAS Dallas, in front of some 1,000 invited guests from the military and media. In ‘one demonstration, Konrad rolled A-7A-1 quickly in each direction ‘over the Dallas runway while carrying twelve inert 500-pound bombs and six inert 250-1b, bombs. His friend Rostine flew A-7A-2 in clean contiguration, and sustained 4.5 g in a tight turn. It was @ compelling demonstration, well received by those in attendance, and Rostine noted that although the A-7 “departed” or fell away at high angles of attack itquickly recovered once thepressures were released. ‘The third A-7A prototype rolled out November 10, 1965, and was ‘named Corsair Il in memory of its famed predecessor the Corsair F4U aircraft produced by aviation pioneer and. hall-of-famer Chance Milton Vought and his successors, Further Development “Three days alter the impressive A-7A fight demonstration at NAS Dallas, Secretary of Defense Harold Brown and Air Force Chit of Saft John P. McConnell made a decision of major impor- tance to the LTV. They announced the Corsair | would be pur- chased for he US. Air Force Tactical Ar Command, This welcome announcement prompted additional studies by LTV planners into an A-T derivative suted to Air Force requirements The US. Air Force Tactical Air Command didnt possess a ‘modern turbojet-powered attack eircratt in late-1965, Instead, the Tactical Air Commana (TAC) operated with outdated, propelier- driven Douglas A-1 Skyraiders. and fuet-gulping, supersonic, fighter-bombers such as the North American F-100 Super Sabre and the Republic F-105 Thunderchiet. TAC realized their super- sonic F-100s and doublesonic F-105s were notcostetfective. Asa Consequence, they welcomed @ fuel-efficient. subsonic, tactical ‘round-support aircraft such as the A-7 with open arms. Although the Air Force, TAC in particular, was 100 percent sold on the A-7, ts specications ditfered fromthe Navy's substantially ‘A. Additional pitt, fuel system, hydraulic fluid system, fight Controls, and powerplant protection. Increased weight, due to additional armor. B. The incorporation of the Air Force's Flying Boom intlight, refueling system ©. The incorporation ofa single General Electric M61 Vulcan 20 milimeter, mult-barrel rotary cannon with 1,000 rounds. ammunition Capacity. (This gun was eventually fitted to Navy ‘models beginning with the A-7C.) D. The incorporation of a more sophisticated navigation and weapons delivery system with a head-up (HUD) display. E, The incorporation of an uprated, non-aterburning turbotan jet engine due to increased weight With the above requirements, both empty and gross weights increased substantially. The Pratt & Whitney TF30-P-6 employed inthe Navy's A-7A was not powerful enough to handle the load so a sultable replacement nad to be found forthe Air Force version, Meanwhile, Steward G. Madison fight tested A-7A prototype 3 on January 6, 1966, at NAS Dallas. One day later, umber 4 the firsl pre-production example, was delivered to the Navy for the. preliminary evaluation to begin January 10. The ial phase was. Completed January 23, and the Sth, 6th and 7th A-7A aircraft were delivered January 26, February 21, and March 21 respectively. The Navy's break-in and test program was making excellent, progress, and atter careful calculations, the Rolls-Royce RB.162- 25 "Spey engine was elected to power the Air Force's A-7. The Alison Division of General Motors, a long-standing associate of Rolls-Royce Limited, joined torces in an etfort to put a non-after- burning Spey into the A-7 airframe; so teamed, the design of the special Spey tutbotan jet engine began June 1966. “The first 1,000 hours fight time was logged by A-7A aircraft on July 27, 1988, tight aumber 681, just ten months after the intial fight test. The A-7 was proving on a daily basis just how good an aiplane it was andthe Air Force looked forwardto swifly procuring itin squadron strength. Oficialy, the A-7 was to replace TAC's F-100 aircraft. 24 Rolls-Royce and Allison were awarded a joint $200 milion con- tract for development and production of the Spey engine, known now as the TF41-A-1, on August 31, 1966. The potential of the uprated TF41 didn't go unnoticed and the Navy, instantly inter- ested, began A-7 re-engine plans of its own, Four pre-production A-7As were ferried to the NATC at Pax River during September 13-15 to start the Navy's A-7 Fleet Indoc- trination Program (FIP), The fist fleet delivery of A-7As to the East Coast Training Squadron (VA-174, Hell Razors) occurred October 14 when a pair of As arrived at NAS Cecil Field, Florida. This training squadron performed an accelerated transition and flew up to 90 hours per month in the process, 55 hours more than the ‘original design goal had called for. TV received a contract for 74 Air Force A-7Ds on October 31, (The reason the Air Force designated its A-7 the “D” model was because the Navy was aboul to order its "B” model and the "C” model was being proposed to the Navy as.a two-seat version ofits ‘own upcoming "B” model.) The first fleet delivery of A-7As to the West Coast Training ‘Squadron (VA-122, Golden Eagles) occurred November 11 when A-TAS arrived at NAS Lemoore, California, Dubbed "Corsair Col- lege,” VA-122, like VA-174, perlormed an accelerated FIP. LTV received its contract for production of the Navy A-78 model on November 15, Simultaneously, the first A-7A carrier qualifica- tion trials began aboard USS America, la December 1966, the amourt of the joint Rolls-Royce/ Allison ‘TF41 engine contract increased to $230 milion — Rolls-Royce’s part being about $100 milion, LTV completed deliveries of Lot Ill A-7As on January 25, 1967. ‘The first operational A-7A attack squadron (VA-174, Argonauts) ‘was commissioned February 1; LotV A-7A deliveries commenced February 8. V-Number 463, A-7A Corsair I ‘The Navy procured 199 “A" models, the frst three examples serving as prototypes, and the intial A flew 22 days ahead of schedule AIA-TA gircratt were powered by the Pratt & Whitney TF30-P-6 turbotan jet engine, a non-afterourning powerplant rated at 11,350 pounds static thrust at sea level. The -6 powered "A" had ‘maximum level fight speed of S33 knots at sealeve, while carying six low-drag Mk 82 general purpose §00-pound bombs and 500 rounds of 20mm ammunition. Basic armament for A-7AS was Comprised of two fixed, single-barrel Cot-Browning Mk 12 twenty milimeter cancion with 340 rounds per cannon, two Phlco-Ford ‘AIM-9 Sidewinder infrared-quided air-to-air missiles and up to 18,000 pounds of varied ordnance on sx underwing attachment points. The two fuselage attachment points, one on each side, ‘caied 500 pounds apiece. Thus, A-7As couldlift20,000 pounds it required. Not bad for an airplane woighing 18,934 pounds empty. “The Air Force issued a request for proposal March 6 toa number, of airframe and powerplant contractors for design studies in an advanced, low-cost attack plane. This gave birth to the A-X (Attack, Experimenta) program which in tur led to the develop- ‘ment of the Fairchild Republic A-10 Thunderbot Il The LTVA & OC began its A-x study Apri 5, 1967, and assigned V-number 502 to, the program. On May 2, A Force study contracts were issued to General Dynamics, Northrop, McDonnel-Douglas, Grumman, and Republic for preliminary A-X design work. LTV was excluded, but ‘ot yet out of the running. To underine the capabiliies of the Corsair Il, a pair of A-7As, carrying four Aero-10 300-gallon external fuel tanks each, few non-stop to Evreux, France, trom Pax River in a convincing rans- Atlantic fight demonstration on May 19. The two planes were piloted by Navy Car, Charles Fritz and Marine Capt. Alex Gillespie, they traveled 3,327 nautical miles, without refueling, a7 his. t min, ‘and landed wih some 1,800-Ibs. fuel remaining, each. Actually, each plane had enough fuel et for 12 addtional hours fight time This was an unofficial, long distance record for non-stop fight by single-seat, single-engine, jet-powered light attack aircraft, and the A-7's performance should not have been lost on those consid- (Text cominued on pepe 22) ‘Mter less than ton months of tstng. the YF-TAS had achieved 1,000 Hight hours and 681 ight tess, since John Konrad flew the prototype on Sept. 27,1965. Thee test aiceralt were bull, the only Corsair is with elongated nese pitt tubes for instrumentation tess. In photo atop of page, the third test ship caries 2504b. bbs on utbard pylons, 500. weapons on inboard stations, Sacond Ais shown with S00-b. gneral purpose mb. Testing was so accelerated, thatby September 1956. the Navy had formally accepted the A7R for trials at Patuxent River and was already making plans to Introduce It ito combat. |. Pair of A-TEs equipped with FLIR pods under starboard wing. MB1AI Vulcan gun was standard in as October 1968, 2. Formation of A-7E trom VA-174 Helrazors, an east coast replacement ar group stationed at Ceci Field. Inthis clean condition A-7Ead a op speed of 685 mph at 5.000 ‘X61 mph at sea level. 3.InDetober 1966, the USAF, realizing just haw versatile and depend Folls Royce-designed TF41-A-1 turban derived fram the Spey. Atoll of 457 were completed. lreraft was trstto introduce the Vulcan 20mm cannon. Mavy’s Emodel from Air Force's 0. uring Vietnam War. A flew mere than 100,000 sort ‘model and retrofitted to earlier Navy medels. Operational debut load carier he Corsair was, ordered tactical attack version, the A-7O withthe Alison bull SLUF ering a “low cost” attack plane. ‘The A-7A Board of Inspection and Survey (BIS) trials were ‘completed at Pax River on June 1, 1967; at the same time, 1 100th "A" rolled out in Dallas and was delivered before the end of the month, It should be noted A-7 deliveries were on, or ahead of contract schedule throughout the Corsair I's new-build production history. The same proved true during various remanufacturing programs launched later. Pratt & Whitney released its TF30 specifications for use in the Navy's "B” model June 9. The -8 turbotan jet engine, being an uprated -6, produced 12,200 pounds thrust, 850 pounds more than the older model The first eight A-7As assigned to VA-147 (Argonauts) partici pated in another carrier qualification program aboard the USS Ranger. During June 19-27, 1967, the eight Corsair Il aircraft completed 190 day and 62 night catapult launches. The A-7A's (Tox! continued on page 31) 3 P-8 system basic design SLU The Magic Wagon SLUF The Magic Wagon the DoD authorized a full go-ahead for A-7D production, Simul taneously, LTV received an additional $5.5 million for A-7D pro- ‘curement which brought total funding to date to $37,446 milion, The Navy tentatively accepted its 199th and last A-7A airplane ‘on December 12, 1967, totaling 196 pre-production and produc tion types and three prototypes. Total average cost, complete with engine and government furnished equipment, had been two and ‘one-half millon each. Rolls-Royce began ful-scale development af the first production RB162-62 "Spey 62" (Alison model 912-83) engine for the Air Force's A-70 model in January of 1968, The TF41 -A-1 engineering mockup was completed six months ahead of schedule and, during the first article's second test run, it produced 14,500 pounds static ‘sea-level thrust. In the meantime, Alison had applied for and received their required manufacturing license, needed for produc tion of the Spey 62 in America V-number 463, A-7B Corsair I The 200th Corsair |! off the production ine was the first fished A-7B (ship number 3, BuNo 154363). It rolled off in January of 1968, Essentially a developed A modal, the 8 model dillered as follows 1. The B was powered by the uprated TF30-P-8 engine, rated at 12,200 pounds thrust (these were later modified by field kits to produce 13,400-Ibs, thrust), 2, The B had increased empty and gross weights. 3. The B had shorter takeolf capabilly and quicker time-to- lime. 4, The B had increased Vuax with six low drag Mk 82 500- pound general purpose bombs and 680 rounds 20mm ammunition. ‘The third A-7B (the first to fly) was intially flown on February 6, 1968, at NAS Dallas by chief production test plot Joseph O. Engle. ‘The Navy bought 196 A-7B aircraft All examples were powered by the -8 (later -408) Pratt & Whitney TF30 engine. The -408, Powered "B” had a maximum speed of S55 knots in level fight at sea level, while carrying six Mk 82 500-Ib. bombs and 680 rounds of 20mm ammo, the same as in the Douglas A-4. Basic armament was identical to the "A" model and neither type was capable of Unlimited all-weather operation The premier A-7D, which had rolled out in January, was initially flight tested at NAS Dallas by John Konrad on April6, 1968. It was Powered by an interim P & W TF30-P-6 engine. A-7D qumber 2 rolled out in March ‘The first fight of A-7D-1 had been scheduled for 29 February and it was to be powered temporarily by the TF30-P-8 engine. However, during the A-78's early tight test phase, the -B's second stage turbine blades were found to be scraping the stator shroud, Until this could be fixed, the A-7B airplane and the -8 engine were grounded. Consequently, the lower thrust, but trouble tree -6 engine was substituted fo initiation of the A-7D flight test program, (The -8's problem was cured simply by ti mming the turbine blades and it became as reliable as its -6 counterpart ) Alter delivery to the NATC at Pax River, A-78-2 and A-7B-3 began their trial program on Apri 1, In May 1968, A-7E procure- ment was expanded to 150 arcratt. The first A-7A attack squadron (VA-147) returned to the Continental United States (CONUS) on May 25 following its successful combat effort in Southeast Asia (SEA). Their replacements, VA-82 (Marauders) and VA-86 (Side winders), wentinto battle 31 May with their A-7As, flying offthe USS America, The Navy authorized installation of the Allison/Rolls-Royce TF41-A-2 engine in A-7E number 68 and subsequent aicraft in June. The 67 examples preceding them were manufactured wih TF30-P-8 engines. Aiso in June, the production line received its first fight-rated TF41-A-1 engine, which was installed in A-70, number 3. During July two more A-7A attack squadrons, VA-27 (Royal Maces) and VA-97 (War Hawks), flew first strikes into North Vietnam off the USS Constellation in the Gulf of Tonkin. The A-7B, trials ended September 24 and the B model soon entered combat along with the A model, On the same day the 100,000th flight hour was recorded by A-7As, A-7Bs and the first two A-70s, During the early part of September, A-7D-3 (AF67-14584) was transported via Super Guppy to the Air Force Flight Test Center (AFFTC) at Edwards AFB, California, Fitted with the TF41-A-1 engine, it was successfully fight tested September 26 by John Konrad. The successtul, but late flight test lasted 1 hour 45 min- Utes; the original fight date was July 10. n early November the th A-7D flew, t being the first avionics complete test plane. V-number 487, &-7D Corsair I! ‘The US. Air Force Tactical Air Command bought 459 A-70 aircratt as tactical fighters to replace their F-100s. Except forthe first {wo examples, all "D" aircraft were powered by the Allison/ Rolls- Royce TF41-A-1 turbofan jet engine, a non-atterburning power- plant rated at 14.250 (now 14,500) pounds static sea-level thrust ‘The TF41-powered A-7D has a maximum level fight speed of 567 knots at sea level while carrying six Mk 82 bombs and 500 rounds ‘of 20mm ammunition. Its capable of all-weather operation and carties the same ordnance as ather Corsair lis. The first Navy A-7E model olled out on Noveriber 7, 1968. was, initially tight tested at NAS Dallas by Bob Rostine on November 25 and was powered by the now “fixed” -8 engine, On December 11 the LTV began studies into two additional A-? models — V-number 508, two:place version designated TA-7C, and V-number 509, another two-place airplane designated TA-70; the iormer being a proposed trainer-attack plane for the U.S. Navy, the latter atrainer- attack plane for the U.S. Air Farce, The company also began athird study (V-number 510) for a two-place special mission type for the Air Force's “Wild Weasel” program in Southeast Asia, These three studies set the stage for what ullimately became the Navy's TA-7C, the Air Force's A-7K, the Greek Air Force's TA-7H, and the Portu- guese Air Force's TA-7P — all two-place aircrall. According to Vought the A-7E and its derivatives were designed for a fight ite of 4,000 hours and a load factor of 7gs al @ 30,000 Ib, combat weight, ‘The first A-7B equipped attack squadron was deployed aboard the USS Enterprise (Carrier Air Wing CVW-11) on January 6, 1969. (On March 4, A-7Bs from VA-174 oft USS Ranger entered into ‘combat in SEA. The Navy accepted its 196th and last "B” May 8, ‘and it was delivered to a user squadron May 15. V-number 529, A-7E Corsair Il The US. Navy procured 596 A-7E aircratt. The premier TF30- powered A-7E (now A-7C) flew on November 25, 1968, while the first TF41-powered example flew March 9, 1970. Except the first 67 aircrait, all A-7Es were powered by the Allison/Rolis-Royce TF41-A-2 turbolan jet engine, a non-atter ‘burning powerplant rated at 16,000 pounds static thrust at sea level. The TF41-powered E model has a maximum level fight 33 1. An A-7Dof the Puerto leo Air National Guar circa 1977. The A-70 is equpps ‘ith eight weapons sation or pylons. The twa missile launchers on ether sie of the fuselage are Aere3/Bs, and usually cary Sidewinders, The two Inboard underwing racks are MAU-12C/As: the two midole racks are MER-IONs. THEY usually carry fuel anks or bombs, The two outboard rack are TER-GAS The A-7D ‘an carry either the LAU-3 or LAU-32 wing-ountad rocket launchors, and the {AU-88 wing mounted missile launcher. In many varied configurations, the A-7D ‘an carry and deliver more than 100 diferent types of ordnance. 2. an early A-7K, AFT9O46O. ofthe 162nd TFTG, 152nd TFS, during» weapons training perid, is shown loading fuel tanks, The tall oe AZ means that this A-7K belongs tothe Arizona Air National Guard. This particular uni isthe only ANG training squadron forthe A? airplane, ‘3. The first four A-7Aaieraft being transformed int the irs four Portuguese Ait Force ATP aircraft 4 Four Portuguese Air Force A7Ps information olf the coast of Portugal. Portugal Intally bought 20 returbished A-7As as A-7Ps, and 24 more later, nation asx ‘tandem seat TA7Ps,Reengined withthe TF30-P-408 andfited with -7E staré Avionics, the premier A-7P lew in 1981. Now the PAF has $0” areraf, Thay ‘supplemented and/or replaced the Fiat 6.91Rs built inlay speed at sea level of 585 knots while carrying sixMk 82 bombs and 1,000 rounds of 20mm ammunition in its single Vulcan M61At Basic armament was consistent with other Corsair Ils, except later Es were equipped with the Texas Instruments AN/AAR-45 FLIR (Forward Looking Inirared) pod for improved nighttime operation The E ‘ capable of all-weather operation and, lke its relatives, carries more than 100 different weapons. The first TF30-powered A-7E was delivered to Pex River June 13, 1969, to begin its BIS program. On August 4, VA-122, the West Coast Training Squadron at NAS Lemoore, received its initial ‘TF30-powered A-7E (number 20). Alter a 2-hour 20-minute ferry fight rom NAS Dallas August 21, ‘A-70-7 arrived at Edwards where it was tested for overall pertor mance capability including stablity and control characteristics, Two more Ds arrived shortly afterward and both underwent wea- on system shakedovins and support suitabilly testing. A-7D-11 ‘was delivered to a TAC unit rom Luke AFB, Arizona, for operational {taining September 1; this TAC Training Unit being part of the 58th Tactical Fighter Wing (TFW) TDY at Edwards. In the D, advanced maneuvering flaps give the aircraft a 25 10 30 percent increase in turn maneuverability, The BIS program at Pax River for TF30-powered A-7E aircraft began on September 23, 1969. On September 30, a special wea- pon system conference at NAS Lemoore with A-7A, A-7B, A-7D and A-7E aircraft concluded. A-7E carriers trials ended on October 26 and, on November 16, the 16th A-7D airplane was delivered to the TDY Tactical Air Command Training Squadron at Edwards AFB. The first TF41-powered A-7E was ship number 68; however, ‘number 68 came off the Dallas production line firstand was the first to tly, on November 25. This particular airplane was modified to serve as a special weapons test vehicle and, to distinguish itfrom the other Corsair Ii models, it was designated A-7i. ‘The frst TF30-powered A-7E for service with the Allantic Fleet arrived at NAS Cecil Field on December 15 following a ferry fight from NAS Dallas. Onthe same day, two TF30-powered A-7E attack ‘squadrons (VA-146 and VA-147) completed their respective pre- deployment weapons delivery sessions at Fallon, Nevada. Both squadrons were declared ready for deployment on New Year's Eve day, 1969, ‘The A-7 Corsair II had already proved its military value during its young five-year history. It was flying well, delivering weapons ‘accurately, batting admirably, and it was easy to maintain. Pilots ‘and maintenance crews were already expressing high praise for the aircraft, calling it “the best damn lite attack plane around, A first, longitudinally unstable, when flown with the computer's ‘AFCS (Automatic Flight Control System) the problem disappeared and the flexbilty given the pilot by the aircraft's programmed weapons delivery and navigation systems was unparalleled. ‘A-TE number 68, the second TF41-powered “E" to roll out, frst flew March 9, 1976. It was ferried from NAS Dallas to NAS Cecil Field on the same day and delivered to VA-174, Atlack squadrons VA-146 (Blue Diamonds) and VA-147 (Argo- 6 First of fve TA-TH aircraft forthe Grek Ar Farce, BuNo 161218. during Inial Hight on March 4, 1980, from NAS Dallas. The TA-i i a two-seat version af tho ATK 6. An A-7D,AF7O-1045, rom Davis Monthan AFB Arizona, ofthe 56th TFW, 39rd TFTS, circa 1974 This particular O was the 1Gist A-70 of 450 built an AO-11 1. An A-7D othe 169th TFG, 157th TFS, belonging a he South Carolina ANG, based at MeEntive, South Carolina, cea 1976. Note plot's personal equipment pod mounted tothe port center pylon. £8. Improved Corsair ost out tothe Falrchild Republic A-10 Thunderbolt attack aircraft, which incrporates a single 3mm cannon and eleven weapons pylons. At maximum weight the A-10can carry eighteen Mk 82 50D. bombs, 1360 rounds ‘of 30nim ammunition and 10,650 bs. of internal ue. is powered by two General tric TF34-6E-100 turbofan jet engines, rated at 065 hs thrust each has 2 {op speed of 385 knots at sea level in ove ight anda design diving speed of 450 kos. An awesome attack plane, it can probably sustain mare damage than the &7, but was it worth the extra cost? SLUF The Magic Wagon ‘nauts) were the first to deploy TF30-powered A-7Es. Both squad- rons deployed aboard the USS America on April 8 and entered combat May 26, Interestingly the TF30-powered A-7E BIS program at Pax River had only just ended June 8 — that is, 12 daysatter the type had entered North Vietnam. These two attack squadrons flew approximately 3,000 sorties, totalling 5,700 hours without the loss (of one airplane during the Vietnam War. (On June 23, 1970, A-7D 22 was delivered to TAC for use in the AGML-E5 missile test program at Nellis AFB, Nevada. Being @ ‘TV-guided air-to-ground missile, the Hughes AGM-65 Maverick later became par of the A-7’s standard armament. During July the 57th Fighter Weapons Wing (FW) at Nellis received ts fist four detintive A-7D aircraft. These were used for all-out performance testing by a detachment unit of the S7th under Lt. Col. Charles McClaren. Earlier, when VA-147 100k its A-7As into battle in SEA, then Maj. McClaren and three Air Force pilots were temporarily attached to VA-147. Their mission was to obtain frst hand Corsair Il experience in a wartime operation called "Coronet Stallion During their 18-month operation from the USS Ranger, the Air Force pilots lagged some 1,200 hours in A-7As, each pilol averag- ing 65 combat missions and 125 carrier landings. McClaren and his three TDY pilots were all impressed with the A-7. They had learned its idiosyncracies and later passed them on to the Air Force. They were: “The A-7 tends to roll out in turns andis not as stable as the F-105 the Al Force had been flying — a much larger aircraft — you don't flare the A-7 on landing. You pick out a pointto impact on and fly to it” In @ show of endurance a lone A-7E from VA-192 (Golden Dragons) established an unofficial transcontinental speed record for single-engine jet-powered aircraft. Piloted by Lt. Cdr. RD. Pieter, ne A-7E tlew non-stop from NAS Lemoore, California, 10 NAS Cecil Field, Florida, and back in 12.2 hours on August 25, 1970. Air Force inflight refueling tests were completed September 15 with A-7D number 17. This was the first "D" model to incorporate the Air Force's “tlying boom” inflight refueling (IFR) equipment; the first 16 aircraft had come off the assembly line with US, Navy “hose and drogue” IFR equipment. On September 17, the first combat-ready A-7D (number 27) was delivered to the 354th TFW ‘atMyrtle Beach AFB in South Carolina. A-7Ds completed their first 10,000 fight hours without the loss ofa single airplane November 6 and, on December 9, he LTV delivered A-70s number 58 and 6810 the 354th TFW completing the first A-7D tactical fighter squadron. (On December 14, A-7D number 52 was delivered to the second USAF/TAC squadron. By the end of January 1971, two of the first three A-7D squadrons in the 354th TF wing were complete (the 51th TFS and 355th TFS). The third squadron being the 44561h, TES; training was provided by the 310th TFTS at Myrtle, On January 31, 1971, the Navy approvedan engine modification program for those A-7 aircraft powered by the Pratt & Whitney TF30-P-8 engine — without changing the designations of the user aircraft. The change was a field kit modification program to create 36 a “hot rematch’ of the -8 and not a new engine. With field kits installed, the 12,200-Ib, thrust -8 became the 13,400-Ib. thrust 408. As such, the -408 had been fight rated in December of 1970. Ater a non-stop flight from NAS Dallas to Paris, France, with two aerial refuelings enroute, A-7Ds number 123 and 125 performed at the 1971 Paris Air Snow during May. They returned to Dallas after what was hailed as a very fine showing. On July 16, the frst A-7D was delivered to the second A-7D wing (355th TFW) at Davis- Monthan AFB, Arizona; the 355th TFW being comprised of four squadrons. On Octover 19 the first wing to be declared operation ally ready with A-7Ds (354th TFW at Myrtle Beach AFB, SC.) became so, five months alter 2 firepower demonstration a Fort Sil, ‘Oklahoma, where the A-7D had carried more than its own empty ‘weight in ordnance alone, nearly 10 tons. Ina move to avoid contusion between the first 67 TF30-powered A-TEs and subsequent TF41 -powered A-7Es, the Navy redesig ‘nated the former. Thus, on December 1, the first 67 aircraftbecame ATES. V-number 29, A-7C Corsair I! ‘The Navy Dought 67 A-7C aircraft. All were powered by he Pratt & Whitney TF30-P-408 turbofan jet engine, @ non-atterburning powerplant rated at 13,400 pounds of static sea-level thrust; how- ever, they came with 12.200-Ib. thrust -8s originally. The -408 powered A-7C had a maximum level light speed of 955 kias (knots indicated airspeed) at sea level while carrying six Mk 82 bombs land 1,000 rounds of 20mm ammunition for its single Vulcan can- ron. lis basic armament was the same as A-7A and A-7B aircratt, except for replacement of the old Mk 12 20mm cannon. LTV had been studying two-seat derivatives of the A-7 since December of 1968 and, on December 14, 1971, it sent a letter to the Navy requesting the authorization to create a two-seat model of an A-7E using in-house funds. It also requested the return of the first TF41 powered E mode! for the conversion program. The Navy approved their request and a contract was signed on February 7, 1972. The two-seat prototype was designated YA-7H and the company dubbed it Corsair I, fortwo squared. On February 23 the 68th production A-7E (now A-7E qumber 1, BuNo 156801, since ships 1 through 67 were now A-7C aircraft) arrived back at Dallas for the conversion program. The YA-7H project agreement was signed March 9, and the Navy's go-ahead became official. Mean- while, the last A-7D was delivered to the second A-7D wing (355th TFW at Davis-Monthan AFB) on March 17, 1972 V-number 519, YA-7H Corsair Il? ‘The one-of-a-kind YA-7H was created in an effort to demon- strate the potential of a two-seat derivative of the single-seat Corsair and to demonstrate the value of a two-seater as either an advanced combat efficiency trainer or pilot transition aircratt. To create this one-off airplane, LTV added a 1 foot 4-inch nose exten- sion and a 1-foot 6-inch longer aft section, with the aft section plug ‘nine with the wing training edge. An overwing fairing modification kept the fuselage lines symmetrical, and enough space was 2 TF41 THRUST AUGMENTATION 1. The improved non aterturning Alison TF urolan et engine othe A70. & Wis 951 fin length, 2098. nclamoer an weighs abou 300 pounds dy. is awe spol, 0.741 bypass cali engine incorporating a round fixed geometry alt inet, and a twin shat compressor system. ion to inerease thrust output to over 23.0 Ib. The Corsair Il woud also have a 29.5 inch forward fuselage stretch, 175i. at plug and an adllonal 172 gallons internal fel, whilekeaping its 14°30" ‘ail clearance, wih the afterburner exkaust nozzle ull open, created for a second cockpit. To alow the same approach and landing atitudes of single-seats A-7s, in spite o the longer fusel- ago, the rearmost fusolage section was ‘kicked upward 1 degree 19 minutes and fuselage length was increased from 46 feet 1/6 inches to 48 feet 2 inches. in 1971 the Swiss Air Force began shopping around for apossi- ble replacement aircraft for its aging leet of British Venoms, and immediately showed a real interest in the Corsai I. In hope of {garnering additonal sales the company modified two factory fresh, ‘A-7Ds (ships number 205 and 214) and temporarily redesignated them A-7G for an evaluation program forthe Swiss. The wo A-7Gs, left NAS Dallas for Switzeriand on Apri 11, 1972. The projected ‘export model was tobe powered by the proposed 17,000-1a. thrust Alison TF41-A- engine, be equipped with avionics meeting Swiss requirements, and wast carry ordnance specitied by the potential buyer. The pair of A-7Gs were flown ina fight and weapons Gemonstation that began May 90, 1972. The Swiss were impressed, even though the aircraft were powered by A-1 engines, ince the “3 model was only being proposed at ihe time. Both aircraft returned to Dallas in June and the Swiss authorties consi dered competitor aicrait for quite some time before ultimately buying 30 rebuilt Hawker Hunters. Before their decision they had ‘evaluated the Fiat G.91 YS, McDonnell Douglas A-4M Skyhawk Il, ‘and the A-7G. Since no orders for the A-7G came about, the two ‘A-TG demonstration aircrat reverted back to A-7Ds ‘The 65th Fighter Weapons Squadron at Nelis AFB received its first A-7Ds on June 28. These were quick'y thrust into weapons Golivery exercises in anticipation of A-7D deployments to SEAand action in Vietnam. The third A-7D wing (28rd TFW) was activated at England AFB, Louisiana, on 1 July, the 4554th Tactical Fighter Reserve Squadron at Myrtle Beach AFB. On July 5 the third A-7A equipped naval reserve squadron (VA-305, Lobos) received its fist two A-7A aircrat. On July 27 the 1000th A-7 was delivered when A-7D-241 arrived at Mytle to serve with the 364th TFW, 355th TFS, TF41 AFTERBURNER ENGINE INSTALLATION IN A-7D. 29.5 IN. FWD STRETCH 172 GAL ADDED FUEL 7.5 IN. AFT PLUG RETAIN 14°90’ TAIL CLEARANCE, NOZZLE OPEN ‘The one-off YA-7H Corsair ll tandem seat prototype was intially flight tested at NAS Dallas by John Konrad on August 29, 1972. His 54-minute shakedown flight culminated with a .88 Mach number being attained at 30,000 tet (On October 12, A-7Ds trom the 54th TFW arrived at Korat Royal ‘Thai Air Base, Thailand, and from there flew their frst sorties into Cambodia, Laos and North Vietnam on October 16. Now, all pro- duction mode's of the A-7 had been in combat. Proved flight worthy, the two-seat YA-7H prototype was ferried to NAS Lemoore to beginits first cemonstration activity on October 30, 1972. A bombing halt in North Vietnam was ordered December 30 and, on the following day, A-7D deliveries to TAC totalled 387 aircraft. A bombing halt in South Vielnam was ordered on January 27, 1973, and in Laos on February 22. The two-place YA-7H ‘demonstration tour at NAS Lemoore ended on the follawing day. It had been well received Under command of the 986th TFW, a single A-7D equipped Search and Rescue (SAR) squadron was formed in SEA on March 15, 1973. A second one-week YA-7H demonstration for the U.S, Marine Corps began June 18. On July 9, a two-week demonstra tion began at Andrews AFB, Maryland. Navy A-7Es won the Best Hit 1973 Bombing Competition at Istrana, Italy, on July 18 and, on July 23, the two-week YA-7H demonstration at Andrews AFB ended, (On August 18 2 bombing halt in Cambodia was ordered, and an A-70 flew the last strike that day. A-7Ds flew 6,848 combat sorties during the Vietnam War with the loss of only four aircraft o enemy fire, Navy A-7As, A-7Bs, A-7Cs and A-7ES faired much the same AAs alight attack airplane for the Navy, a tactical fighter-bomber for the Air Force, the A-7 had proved its prowess in tough, wartime situations. Revamping and Air Guard Revitalization ‘The 150th TFG's 188th TFS was the fist Air Force Air National Guard unit to get A-7Ds. This squadron of the New Mexico ANG at 37 SLUF The Magic Wagon Kirtland, New Mexico, received its frst A-7D on September 19, 1973. Meanwhile, LTV submittedits TA-7C proposal to the Navy on, November 7. The TA-7C was offered as & two-seat trainer-attack derivative of the single-seat Corsair Il Il was to be born of emanu- factured A-7Cs (ex TF30-powered A-7Es) and TF41-powered A- 7Es, They were also offered with the uprated TF30-P-408 engines, V-number 519, TA-7C Corsair I! The Navy procured 60 two-seat TA-7Cs. They were produced from 24 remanutactured A-7Cs and 36 remanutactured A-7Es, All of them were powered by the Pratt & Whitney TF30-P-408 turbo- fan jet engine, a non-afterburning powerplant rated at 13,400 lbs Static sea-level thrust Fifty were re-engined with tne Allison/Rolls- Royce TF41-A-2. The TF30-powered TA-7C hada maximum level flight speed of 535 knots at sea level while carrying six Mk 82 bombs end 600 rounds of 20mm ammunition; the TF41-powered TA-7C was capable of 547 kias. Ordnance loads werethe same as ‘other Corsair II models, LTV proposed its A-7D(ER) model to Air Force Tactical Air Command on April 16. As proposed, the “ER” derivative was to have a longer fuselage, an uprated TF41 engine, increased internal fuel tankage, higher maximum weight, anda single GAU-8A 30mm camnon (the same as employed on the Fairchild Republic A-10). Tho "ER" was offered as an alternative to the Thunderbolt 2 but it would not be capable of carrying the same amount of 30mm ‘ammunition (1,350 rounds in a single drum). Ironically, on the very same day, the A-7D versus A-I0A fly-off at Fort Riley, Kansas, began. As touched on earlier the A-7 was not out ofthe AX picture yet. Though LTV had nat been contracted to develop an AX con tender, it was now competing against i The tly-off between the Corsair and the Thunderbolt ended May 10 and both the LTV and Fairchild Republic began their respective waiting periods for a decision. The A-10 had already eliminated its original foe, Northrop’s A-9. Meanwhile, the two combat squadrons ‘operating A-7Ds in Thailand returned to the United States May 19, which left only the A-7D Search and Rescue squadron there, A letter of offer was signed June 14 for sixty A-7H Corsair I single-seat aircratt. These were offered to Greece's Hellenic Air Force as export models of the USN's A-7E; basically, eland-based ‘model of the A-7E retaining the folding wing and arresting hook, while keeping the same Navigation-Weapon Delivery System (NWDS) employed by both the U.S. Air Force A-7D and US. Navy A-TE aircraft. They were offered with 18,000-Io. thrust TF41-A-400 ‘non-afterburning turbotan jet engines ‘The Navy contract for the first three TA-7C aircraft was signed June 27.It was about this time the one-of-a-kind YA-7H Corsair ll? two-seat prototype was redesignated YA-7E to avoid contusion between it and Greek A-7Hs, During July 8-9, he A-7H configura tion and specification review was held in Dallas for Greek officials V-number 529, A-7H Corsair Ii ‘Through the U.S. Navy the Hellenic Air Force (HAF) purchased 60 A-7Hs, The A-7H's maximum level-light speed at sea level was 567 kis while carrying six Mk 82 bombs and 500 rounds of 20mm ‘ammunition. The sixty A-7H aircraft went to three Greek Air Force squadrons: 338, 340 and 345, In US. service, while the Air Force was busy equipping its ANG Units with the “D” model, the Navy was equipping as front line squadrons with A-7Cs and A-7Es. The first A-70 flew April 6, 1968, while the first Fairchild A-108 flew May 10, 1972 — 49 months later. The A-10 had been designed under different criteria, and technologies had advanced dramati- cally in that 49-month period. The A-10 had also been designed from the outset as a specialized ground attack machine and it proved that it Could do its intended job very well indeed. Following the A-7/A-10 tly-off debriefing in Washington, D.C., on September 4, 1974, the winner was announced, Good as the A-70 was it lost the fly-off competition. The aforementioned A-7D(ER) was not proceeded with, and the A-10 went into production, To create the fist TA-7C two-seater for the US. Navy, an A-7B ‘was bailed back to LTV on November 15. The TA-7C two-place ‘cockpit mockup review occurred during November 18-20 at Dal- las. Al this time the TA-7C was being considered as an in-tandem arrangement, two-seat advanced trainer with tactical capabilities including ECM (Electronic Countermeasure) duty, The A-7B arrived back at Dallas February 28 for conversion. The first Hellenic Air Force A-7H airplane was completed one day ahead of schedule on March 11, A formal A-7H acceptance ‘ceremony for the delivery of the first three A-7HS took place on August 5. The planes departed Dallas on August 12, arriving in Greece on August 17. ‘On December 19, the Hellenic Air Force A-7H pilot school at NAS Cecil Field ended. Unfortunately, the 15th production A-7H, ‘crashed March 22, 1975, near Souda, Greece; the first reported A-TH accident. The premier TA-7C rolled out on June 16, it was followed by number 2 on August 1, Between April8, 1970,and April 15, 1976, thirty-two A-7C/E squadrons were deployed aboard sixteen aircraft carrirs. Ina show ot rapid deployment, 18 A-7Ds from Myrlle Beach AFB in South Carolina flew non-stop to German on August 30, 1975, Where they participated in NATO maneuvers, and returned Sep: tember 20. On September 24 the Navy canceled the last six A-7Es ‘on order, BuNos 160881 through 160886, thereby ending A-7E production at 596 aircraft. In December A-7D production ended at ‘459 aircraft. The final A-7D acceptance fight occurred December 15 Robert T. (Bob) Dewey joined LTV in January of 1969 as an experimental test pilot. He first flew the premier TA-7C at NAS Dallas on December 17. He flew it ahead of schedule since it wasn't to be flight tested until January 7, 197. By January 1, A-7 deliveries of all models totalled 1,470 aircraft ‘The 354th TFW made its last "mission-ready’ tight, with its last eight A-70 aircratt, fying out of Myrtle Beach AFB in April 1978. At this time USAF/TAC started retiring its front line A-70s to addi- tional Air National Guard units. The Navy began acccepting A-7Es equipped with FLIR (Forward-Looking Infrared) pods September 18. For improved Aighttime operation, the A-7E FLIR variant carries a 720-Ib. pod under ts starboard wing. It houses a Texas instruments FLIR sgimballed sensor and a General Electric HUD display in the cock Bit. A-7Ds ikewise adopted this AN/ AAR-45 FLIR pod, which gives the Corsair I! all-weather capability Attack squadrons VA-122 (Flying Eagles) and VA-174 (Hell Razors) began acceptance of the first TA-7Cs for their FIP in December of 1978. The TA-7C program went smoothly and the Navy now had its two-seat Corsair I In April 1879, the LTV received an Air Force contract covering UHF-FF ANTENNA ROLLS ROYCE/ALLISON TR41-A-2 ENGINE 1,009 ROUND. AMMO DRUM EMERGENCY POWER, PACKAGE HEAD-UP_ DISPLAY INFLIGHT REFUELING RS

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