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Douglas A-3 Skywarrior

The Douglas A-3 Skywarrior is a jet-powered strategic bomber that was developed and produced by the Douglas Aircraft Company. It was designed by Douglas on behalf of the United States Navy, which sought a carrier-capable strategic bomber. In July 1949, Douglas was awarded the contract to produce its design, having bested eight other aircraft companies' submissions. Unlike rival designs, which had aimed for a 100,000 lb (45,000 kg) maximum take-off weight, the Skywarrior was developed for a 68,000 lb (31,000 kg) take-off weight, facilitating its use from the navy's existing Midway-class aircraft carriers. Large portions of the aircraft were produced by the Westinghouse Electric Corporation, including its early Westinghouse J40 turbojet engines, which failed to meet promises and were replaced by the rival Pratt & Whitney J57 engine by mid-1953. On 28 October 1952, the prototype XA3D-1 performed the type's maiden flight.

A-3 (A3D) Skywarrior
An EA-3B Skywarrior from VQ-1 over the South China Sea in 1974.
Role Strategic bomber
National origin United States
Manufacturer Douglas Aircraft Company
First flight 28 October 1952
Introduction 1956
Retired 27 September 1991
Status Retired
Primary user United States Navy
Produced 1956–1961
Number built 282
Developed into Douglas B-66 Destroyer

On 31 March 1956, the Skywarrior entered squadron service with the Navy. Initially used in the nuclear-armed strategic bomber role, the emergence of effective ballistic missiles led to this mission being deprioritized by the early 1960s. Throughout the majority of its later service life, the Skywarrior was tasked with various secondary missions which included use as an electronic warfare platform, tactical reconnaissance aircraft, and high-capacity aerial refueling tanker.[1] It was among the longest serving carrier-based aircraft in history, having entered service during the mid-1950s and withdrawn from use in 1991. Throughout its service, the Skywarrior was the heaviest operational aircraft to operate from an aircraft carrier,[2] which contributed to its nickname of "Whale".

The Skywarrior is one of only two U.S. Navy attack aircraft intended as a strategic bomber to enter full-scale service in that role, the other being its predecessor, the North American AJ Savage. The carrier-based supersonic North American A-5 Vigilante was also originally designed for strategic nuclear strike missions and initially, very briefly, supplanted the A-3 in that role beginning in the early 1960s. A modified derivative of the Skywarrior, the B-66 Destroyer, served in the United States Air Force, where it was operated as a tactical bomber, electronic warfare aircraft, and aerial reconnaissance platform up until its withdrawal during the 1970s.

Development edit

Background edit

 
A3D-1 at Naval Air Station Jacksonville, Florida in the 1950s

During World War II, the United States Navy (USN) began to explore the concept of operating jet-powered aircraft from its aircraft carriers. Success encouraged further development of the concept; early in the post-war years, officials within the USN began to investigate the use of jet power as a potential means of operating larger carrier-based aircraft that would be capable of performing the strategic bombing mission. The USN had a growing awareness that it could operate in a broader role than had been previously possible, and that the strategic bomber fleet operated by the United States Air Force (USAF) was unable to reach large parts of the world, a lesser limitation to forward deployed USN aircraft carrier groups and their air wings.[3]

In January 1948, the Chief of Naval Operations issued a requirement to develop a long-range, carrier-based attack plane that could deliver either a 10,000 lb (4,500 kg) bomb load or a nuclear weapon.[4] The envisioned aircraft was intended to be operated from the planned United States-class "supercarriers," which were significantly larger than the USN's existing carriers, thus the specification set a target loaded weight of 100,000 lb (45,000 kg). Additionally, the USN sought for this bomber to possess greater speed and range than its existing North American AJ Savage fleet.[3] A total of eight aircraft manufacturers produced responses to the specification, but all except Douglas Aircraft Company and Curtiss-Wright would drop out, declaring that there was no means that the requirements could be met within the 100,000 lb weight limitation.[5] Uncertainty over the performance and requirements of both engines and bombs were major contributing factors towards this climate of negativity.[5]

Ed Heinemann, Douglas' chief designer, later to win fame for the A-4 Skyhawk, fearing that the United States class was vulnerable to cancellation, proposed a significantly smaller aircraft of 68,000 lb (31,000 kg) loaded weight, capable of operating from the USN's existing carriers.[6][7] Heinemann had reasoned (correctly) that as technology developed, the size and weight of nuclear weapons would substantially decrease, which increased the rationale for designing a more compact bomber.[8] However, figures such as USAF general Hoyt Vandenberg ridiculed Heinemann's proposal as "making irresponsible claims".[5] During this period, the USN and USAF were vigorous rivals, each seeking to maintain funding for its projects at the expense of the other in a time marked by drastically declining defense budgets; specifically, USAF officials frequently voiced their open opposition to the construction of the United States-class carriers.[3]

Selection edit

In late 1948, both Douglas and Curtiss-Wright were awarded preliminary design contracts to further develop and refine their proposals.[5] While Douglas managed to maintain the take-off weight at 68,000 lb, Curtiss were unable to meet the more generous 100,000 lb target during this phase, and thus were eliminated from consideration. During April 1949, the USN's critics succeeded in getting the United States-class carriers cancelled; this outcome validated Heinemann's decision to focus on a design that could operate from the navy's smaller Midway-class aircraft carriers.[5] During July 1949, the USN, recognizing the suitability of Douglas' design, awarded a contract for the production of two flight-capable prototypes and a single static airframe to the company.[5]

Douglas sourced significant portions of the aircraft, including responsibility for the turbojet engines, radar, tail-mounted turret, electrical generators and various other secondary systems, from the Westinghouse Electric Corporation; this heavy reliance on Westinghouse allegedly caused some discomfort to Douglas.[5] In particular, development of the Westinghouse J40 engine proved to be incapable of meeting development schedules or performance promises; Heinemann later commented that "the first thing we learned was that the J40 was not powerful enough".[9] Even prior to the first flight being conducted, Douglas was considering switching to rival manufacturer Pratt & Whitney's J57 engine, which was heavier, but allowed the overall aircraft to be lighter as it used less fuel.[10]

On 28 October 1952, the prototype XA3D-1 performed the type's maiden flight; flown by George Jansen, this initial test flight was carried out with a high degree of secrecy. Early on, the aircraft was found to handle particularly well in flight, in part due to the attention Heinemann and the design team had paid to the hydraulically-boosted control surfaces.[9] On 16 October 1953, the first YA3D-1, powered by the rival J57 engine, made its first flight.[11]

Considerable development problems, largely associated with the original J40 engines, had delayed the introduction of the Skywarrior until 31 March 1956.[11] The A-3 was, by far, the largest and heaviest aircraft ever designed for routine use on an aircraft carrier, though ironically it was the smallest proposal among other proposals that could only be deployed on even larger carriers not yet in service.[4] As had been predicted by Heinemann early on, the Skywarrior had been designed to carry larger and bulkier bombs than it ever would in service due to the rapid improvements made in weapons technology.[11] Despite this, at the Navy's insistence, the aircraft was qualified for an 'overload' payload capacity of 84,000 lb (38,000 kg), the testing of which would establish a weight-related record for carrier operations.[11] Because of its cumbersome size, and less-than-slender profile, it was nicknamed "The Whale".[12]

By the end of the 1950s, it was becoming clear that the nuclear mission of the Skywarrior would be passed onto ballistic missiles; however, its high weight clearance and size meant that the aircraft would be useful in various other capacities.[13] Accordingly, large numbers of Skywarriors were retrofitted as aerial refuelling tankers or as electronic warfare platforms; notably, the EKA-3B model could readily swing between performing strike, refuelling, and electronic warfare duties as required. Numerous other models of the type were developed, leading to the type being used for aerial reconnaissance and as a trainer aircraft as well.[14] Production of the type ceased in 1961.

Design edit

The Skywarrior had a 36° degree swept wing and two Pratt & Whitney J57 turbojet engines. Early prototypes had used the intended Westinghouse J40, a powerplant that proved to be disastrous and was subsequently canceled. The turbojets could be supplemented by a provision for twelve 4,500 lbf (20 kN) thrust JATO bottles. The aircraft had a largely conventional semi-monocoque fuselage, with the engines in underwing nacelles. Flight controls were hydraulic, and for storage below deck, the A-3's wings folded outboard of the engines, lying almost flat, and its vertical stabilizer was hinged to starboard.[4] Capacious internal fuel tanks provided long range.

 
Camera arrangement of a camouflaged RA-3B of Heavy Photographic Squadron 61

The early A-3 variants had a crew of three: pilot, bombardier/navigator (BN) and crewman/navigator (aka: third crewman). An unusual cockpit configuration was incorporated with the three crew sitting under a framed canopy. In the raised compartment, the pilot and bombardier/navigator sat in a side-by-side arrangement with the pilot's station on the port side having full flight controls. On initial variants, a third crew member, who also acted as a gunner for the twin tail-mounted 20mm cannon that briefly equipped the original bomber version of the A3D/A-3A (removed and replaced by ECM equipment), sat behind the pilot in an aft-facing seat. The third crewman station had the sextant for celestial navigation and the defensive electronic counter measures equipment. Later electronic reconnaissance variants could accommodate a crew of seven with the flight crew consisting of a pilot, co-pilot and navigator plus four electronic systems operators occupying stations in the former bomb bay in the spacious fuselage.[4]

Efforts to reduce weight to make the aircraft suitable for carrier operations had led to the deletion of ejection seats during the design process for the Skywarrior, based on the assumption that most flights would be at high altitude. A similar arrangement with an escape tunnel had been used on the F3D Skyknight.[15] Aircrews began joking morbidly that "A3D" stood for "All Three Dead".[16] (In 1973, the widow of a Skywarrior crewman killed over Vietnam sued the McDonnell Douglas Aircraft Company for not providing ejection seats in the A-3.[15]) In contrast, the US Air Force's B-66 Destroyer, not subject to the weight requirements for carrier operations, was equipped with ejection seats throughout its service life.

The documented history of mechanical failures in the A3D/A-3 showed a rate well above average. Originally, the Skywarrior bombers were assigned to all attack carriers, which included the World War II-era Essex class and the immediate-postwar Midway class.[17]

The Skywarrior could carry up to 12,000 lb (5,400 kg) of weaponry in the fuselage bomb bay, which in later versions was used for sensor and camera equipment or additional fuel tanks. An AN/ASB-1A bomb-director system was initially installed, later replaced by a revised AN/ASB-7 with a slightly reshaped nose. Defensive armament was two 20mm cannons in a radar-operated tail turret designed by Westinghouse, soon removed in favor of electronic countermeasure equipment. Although some bombing missions would be carried out early in the Vietnam War, most bombing would be carried out by more manoeuvrable aircraft, and the Skywarrior would serve mostly as a tanker and electronic warfare support aircraft.

Operational history edit

Nuclear bomber edit

 
An A3D-2 from VAH-9 suffers a nose wheel collapse while landing on USS Saratoga, c. 1959

Prior to the initial operational capability of the U.S. Navy's Polaris-armed Fleet Ballistic Missile submarines, the A-3 was the Navy's critical element in the U.S. nuclear deterrent. Squadrons were established in two Heavy Attack Wings (HATWINGs), with one wing initially established at Naval Air Station North Island, California before relocating to Naval Air Station Whidbey Island, Washington in December 1957 while the other wing was initially established at Naval Air Station Jacksonville, Florida before relocating to Naval Air Station Sanford, Florida. The wing at NAS Whidbey Island would disestablish in 1959 but the squadrons which had made up the wing would later transition to the EKA-3B variant, eventually forming the nucleus for the Navy's Grumman EA-6B Prowler community, while the wing at NAS Sanford would convert to the A3J Vigilante (later A-5A) in the nuclear heavy attack mission, followed by conversion to the RA-5C and transition to the reconnaissance attack mission. The Vigilante wing would also continue to retain a small number of TA-3B aircraft for training Naval Flight Officers in the Vigilante's radar and navigation systems. The Skywarrior's strategic bombing role faded after 1964, briefly being complemented by the A3J Vigilante. Soon afterward, the Navy abandoned the concept of carrier-based strategic nuclear weaponry for the successful Polaris missile-equipped Fleet Ballistic Missile submarine program and all A-5As were converted to the RA-5C Vigilante reconnaissance variant. Many A-3Bs were converted to a combination tanker-electronic warfare aircraft.

Vietnam War era edit

 
A VAH-4 A-3B from USS Oriskany dropping a Mk 83 bomb, 1965.
 
A black RA-3B from VAP-61 aboard USS Constellation, 1967.

Skywarriors saw some use in the conventional bombing and mine-laying role (A-3B) during the Vietnam War from 1964 through 1967, often to deliver Mk84 2,000 pounds (910 kg) bombs. The A-3 found subsequent service in the tanker (KA-3B), photographic reconnaissance (RA-3B), electronic reconnaissance (EA-3B), and electronic warfare (ERA-3B, EKA-3B) roles.

For most of the Vietnam War, EA-3Bs of Fleet Air Reconnaissance Squadron 1 (VQ-1) flew from Da Nang Air Base in South Vietnam, providing continuous electronic reconnaissance capability over the area, including the Ho Chi Minh Trail and all the way north to Haiphong harbor. This was known as VQ-1 Det.B. The aircrew and ground support personnel were temporarily assigned from their home base at Naval Air Station Atsugi, Japan and after 1970, Naval Air Station Agana, Guam. After Det B was disestablished, VQ-1 provided detachments of two EA-3B aircraft that deployed with Western Pacific and Indian Ocean (WESTPAC/IO) bound aircraft carrier battle groups up until the late 1980s when it was replaced by the Lockheed ES-3A Shadow.

In addition, a version of the A-3B was modified into the RA-3B and used in Vietnam as a photo reconnaissance aircraft.[18] Heavy Photographic Squadron 61 (VAP-61) at Naval Air Station Agana, Guam and sister squadron VAP-62 at Naval Air Station Jacksonville, Florida furnished crews and flew out of Da Nang AB performing mapping and intelligence gathering flight over the Southeast Asia area. With 12 camera stations the RA-3B was well equipped to perform cartographic mapping of areas where no detail maps existed. With IR gear installed, the RA-3B was used at night to monitor the movement of troops down roads and trails in Laos. Other locations included Det Tango at Don Muang Royal Thai Air Force Base in Bangkok, Thailand, Det Southpaw at RAAF Base Townsville, Australia, as well as work out of Osan Air Base, South Korea.

Tanker edit

 
An EKA-3B from VAQ-135 refueling an VF-211 F-8J off Vietnam, 1972.

During the Vietnam War, the A-3 attack aircraft were modified to KA-3B tankers while some were modified into a multi-mission tanker variant, the EKA-3B, which was a real workhorse for the carrier air wing. Electronic jamming equipment was added without removing tanker capability so the EKA-3B could jam enemy radar while waiting to refuel tactical aircraft.[19] Eventually, the EKA-3B was replaced by the smaller dedicated Grumman KA-6D Intruder tanker, which although it had less capacity and endurance, was deployed in greater numbers within the carrier's air wing. Two additional Naval Reserve units were established in the early 1970s as air refueling squadrons, VAQ-208 and VAQ-308, at Naval Air Station Alameda, California. Both units operated aircraft with electronic warfare equipment removed and were redesignated as KA-3Bs. VAK-208 and VAK-308 were decommissioned in the early 1990s.

Cold War edit

 
An EA-3B of Fleet Air Reconnaissance Squadron Two (VQ-2) lands on USS Kitty Hawk in 1987

The EA-3 variant was used in critical electronic intelligence (ELINT) roles operating from aircraft carrier decks and ashore supplementing the larger Lockheed EP-3. Its last service was as an ELINT platform during Desert Storm.

Reconnaissance edit

The EA-3B variant was modified for electronic intelligence against the Warsaw Pact. Missions were flown around the globe beginning in 1956, with the U.S. Air Force EB-47 Stratojet flying a similar mission. The EA-3B carried a crew of seven, with flight crew of three in the cockpit and an Electronic Warfare Officer and three electronic systems operators/evaluators in the converted weapons bay. It offered unique electronic reconnaissance capabilities in numerous Cold War-era conflicts and the Vietnam War.[20]

Retirement edit

 
Douglas EA-3B on display with wings folded aboard museum ship USS Yorktown at Patriots Point Park in Charleston, South Carolina

A handful of EA-3Bs remained in service long enough to participate in the first Gulf War in 1991.[21] The Skywarrior was withdrawn from USN service during September 1991, the last examples of the type being retired on 27 September 1991. U.S. Navy RDT&E units, notably Naval Air Systems Command (NAVAIR) activities at Naval Air Station Point Mugu and NAWS China Lake, attempted to retain their A-3 testbeds. These ambitions were ultimately unsuccessful when Vice Admiral Richard Dunleavy, as Deputy Chief of Naval Operations for Air Warfare and a former A-3 bombardier/navigator himself, made the final decision to retire the type.

Losses edit

, USA - 2ND Lieutenant Robert Lewis Duke (24) of the Army Air Corps lost control, crashed and died while testing a system on the A-3.

February 9th, 1957, Mayport, Florida, USA - Aircraft lost after ground collision as a result of fuel starvation. LCDR Lewis Pollock was killed and AD2 Pasquale Del Villaggio as well as ENS Henry Demers were moderately injured.

May 14th, 1957, West of the coast of California, USA (36.30N, 122.35W) - Ramp was struck following high attitude after a wave off signal. Fuselage broke at the empennage and main fuel cell was ruptured, leading to fire spreading as the aircraft fell off of the angle deck. CDR Thomas Boulton, LT JG Ralph Gordon, and ADC Joseph Hosking all died as a result.

June 19th, 1957, 2 nm east of Mayport, Florida, USA - Failure to lower port landing gear after carrier launch. The aircraft's crew were able to successfully bail out and be rescued. AQ1 Pascal Mazuc, CDR Clarence Frossard, and ENS Henry Demers were all moderately injured, with CDR Clarence Frossard being more injured than the other two crew members.

July 6th, 1967, 1 nm south of NAS Sanford, Florida, USA - Aircraft was lost after a ground collision, killing LT Henry White, AQ1 Joseph Monaco, AT2 Eugene Seaman, and CDR Charles Carman. No incident report description was written officially. A no newspaper article sent by AT2 Seaman's daughter on March 1st, 2012 stated that the aircraft was participating in night training landings, and was practicing mirror landings on aircraft carriers around the time of the incident

July 22nd, 1957, The Mediterranean Sea - ADJ 1 Samuel Hollander was crushed and killed by closing bomb bay doors on the flight deck.

August 12th, 1957, west of the coast of California, USA (37.27N, 122.49W) - Arresting gear and hook encountered a point failure, and the aircraft struck the water and was lost at sea. CPO E. Buscaglia and CDR Joseph Garrett were both rescued by a helo plane guard, and sustained minor injuries.

August 19th, 1957, near Port Lyautey - Aircraft overshot barricade and was lost at sea. AD1 Frank Morey and LT JG John Quinn were both killed, while AQ1 James Babba dn LCDR Thomas McLenaghan were both moderately injured

September 26, 1957, Norwegian Sea (66.44N, 05.16E) - Aircraft encountered ramp strike, with main mounts on the A-3 breaking on impact. LT JG Joseph Juricic, CDR Paul Wilson JR, and ADC Percy Schafer were all killed.

January 6, 1958, West Phillipine Sea (14.15N 114.3E) - Aircraft failed to take off successfully after carrier launch. AMC Darrell Weekley, LT JG Clyde Romerson, and LCDR Jack Loper were all killed.

January 28, 1958, Edwards AFB - Aircraft collided with the ground 10 miles west of Barstow, California, USA, with the cause remaining unknown. Aircraft was entirely lost. Dale Benethum and Thomas Kilgariff, both civilians, were both killed in the accident.

February 7th, 1958, North Atlantic Ocean (31.10N. 40.27W) - Aircraft collided with the water and was lost at sea, with fuel contamination being the likely cause. ENS Robert Martin, LT James Chaffee, and AD3 Richard Fraveau were all killed.

June 2nd, 1958, Seville, Florida, USA - After an inflight fire caused mechanical issues, sending the aircraft into a steep high speed dive from 42,000 feet (12,801 meters), LCDR Robert Ramey ordered crew to leave the aircraft through the overhead escape hatch. One crewmember was experiencing difficulty in leaving the aircraft through the escape chute, leading to Ramey aiding the man and as a result remaining himself in the aircraft, losing his life in the subsequent in-air explosion and crash after maneuvering the aircraft towards an open area.[22] AO1 Raymond Hite and AT1 Daniel Gerbis were mildly injured, and LCDR Robert Ramey died.

August 2, 1958, Western Pacific Ocean - The aircraft overran the flight deck. The arresting gear was set up for an A-10. The aircraft hit the water inverted, with the aircraft being recovered and struck at DM AFB. The canopy shattered, with the possibility of the pilot and BN seats being carried away at impact. LCDR Alfred McMillian and LT Gordon Gilmore were both killed in the accident, with AQ1 experiencing somewhat severe injuries.

October 1, 1958, NAS Leeward Point, Guantanamo, Cuba - Landing gear was retracted during landing, with the aircraft managing to stop safely on the flight deck. The aircraft was repairable, and LT Horace Graham as well as AD3 Samuel Craw were mildly to moderately injured.

December 4th, 1958, Departed from NAS Sanford for FDR - Aircraft was lost over the Caribbean. The pilot was waved off on the first pass, and boltered on the second pass. The third pass led to the left wing striking the flight deck, and the cross deck pendant parting (Arresting wire breaking). All 3 crew members were rescued by helos. AD1 Clyde Savage, LCDR Richard Andrus, and AD2 Eugene Kronjaeger all faced moderate injuries.

August 26th, 1959, 1nm ESE of E. Monobo, North Carolina, USA - A compressor stall in a thunderstorm led to the aircraft crashing. VAH 1 CO recommended that ejection seats be installed in A3s. Flying through a thunderstorm was a large contributing factor to the accident. AE2 Mitchell, PH1 D.E. Wilson both faced moderate injuries with LCDR John Sandster losing his life.[23]

Being the heaviest aircraft to take off from a carrier, the Skywarrior was prone to accidents.[24] "Ultimately, of 283 Skywarriors of various models built, around 120 (42%) were destroyed or crippled in accidents and combat. In 67% of accidents, at least one crew member died."[25] Of these losses, 7 were in Vietnam, of which 2 were the result of combat.[26]

Post-retirement career edit

The A-3 had been used as a civilian operated testbed for many years before the type's retirement from US Navy, with Hughes Aircraft Company using the type as a testbed for developing the weapons system for the General Dynamics–Grumman F-111B and Grumman F-14 Tomcat, with Westinghouse and Raytheon also using the A-3 as a testbed.[27] On the retirement of the type from US Navy service in 1991, the US Navy decided to end logistic support for the civilian operated testbeds. Rather than abandon the A-3, Hughes, Westinghouse and Raytheon agreed to acquire the remaining A-3s and spares from the Navy, allowing their test fleets to continue to operate and saving the US Navy the cost of storage and disposal. As the plan matured, two other contractors, Thunderbird Aviation and CTAS also elected to participate in similar agreements, with eleven A-3s spread between the five operators.[28] The fleet spares from ASO (Aviation Supply Office) were distributed between the contractors evenly, and warehouses were emptied all over the US. Due to misunderstandings and reorganizations within the US Navy, the worldwide ASO assets were scrapped, not getting to the contractors. In early 1993, CTAS decided that they no longer had use for their aircraft, and Hughes had several programs needing additional assets.

 
NRA-3B of the Pacific Missile Test Center in 1982

In early 1994, a US Air Force program decided to modify an A-3 for F-15 radar tests, and the only available airframe was stored at Naval Air Station Alameda since the fleet shutdown. Hughes added that aircraft to the bailment, and ferried the aircraft to Van Nuys for modifications. An entire nose section was removed from a stricken F-15B at AMARC at Davis-Monthan AFB, Arizona and grafted onto the front of the aircraft. Racks and equipment were installed in the cabin, and the aircraft was used by Hughes and the USAF for F-15 software development.

In 1994, Westinghouse decided to terminate their agreement with the Navy, and Thunderbird added their aircraft to the Thunderbird bailment. In 1996, Thunderbird Aviation went into receivership, and Hughes, through mutual cost savings to the government, added the Thunderbird assets to the contract, prepping them for ferry at Deer Valley airport, and relocating them to Mojave, California and Tucson, Arizona for long-term storage.

In December 1996, Raytheon bought the aerospace units of Hughes Aircraft Company. Hughes Aeronautical Operations, now a part of Raytheon Systems, continued to operate the A-3s from their base at Van Nuys Airport, California.[29] These aircraft have participated in several military air shows, telling visitors that the plane continued to be valuable for its load capacity compared to corporate jets, and its performance compared to small airliners.

On 30 June 2011, the last flyable EA-3B, BuNo 144865 / FAA registration N875RS,[30] a Raytheon aircraft, arrived at Naval Air Station Pensacola, Florida for retirement and display at the National Naval Aviation Museum.

Variants edit

 
An A3D-1 of Heavy Attack Squadron 3 (VAH-3) on USS Franklin D. Roosevelt in 1957. VAH-3 became the A3D/A-3 Replacement Air Group (RAG) squadron for the Atlantic Fleet in 1958.

Note: under the original Navy designation scheme, the Skywarrior was designated A3D (third Attack aircraft from Douglas Aircraft). In September 1962, the new Tri-Services designation system was implemented and the aircraft was redesignated A-3. Where applicable, pre-1962 designations are listed first, post-1962 designations in parentheses.

  • XA3D-1: Two prototypes with Westinghouse J40 turbojets, no cannon in tail turret.
  • YA3D-1 (YA-3A): One pre-production prototype with Pratt & Whitney J57 engines. Later used for tests at the Pacific Missile Test Center.
  • A3D-1 (A-3A): 49 initial production versions, serving largely in developmental role in carrier service.
  • A3D-1P (RA-3A): One A3D-1 converted as a prototype for the A3D-2P with camera pack in the weapon bay.
  • A3D-1Q (EA-3A): Five A3D-1s converted for the electronic reconnaissance (ELINT) role, with ECM equipment and four operators in weapons bay.
  • A3D-2 (A-3B): Definitive production bomber version, with stronger airframe, more powerful engines, slightly larger wing area (812 ft2/75 m2 versus 779 ft2/72 m2), provision for in-flight refueling reel for tanker role. Final 21 built had new AN/ASB-7 bombing system, reshaped nose; deleted tail turret in favor of electronic warfare installation.
  • A3D-2P (RA-3B): 30 photo-reconnaissance aircraft with weapons bay package for up to 12 cameras plus photoflash bombs. Increased pressurization allowed camera operator to enter the bay to check the cameras. Some retained tail guns, but most were later converted to ECM tail of late A-3Bs.
  • A3D-2Q (EA-3B): 24 electronic warfare versions with pressurized compartment in former weapon bay for one Electronic Warfare Officer and three ESM operators, various sensors. Some early models had tail guns, but these were replaced with the ECM tail. It was assigned to fleet reconnaissance squadrons VQ-1 (Japan and later Guam) and VQ-2 (Rota. Spain) where they flew alongside the Lockheed EC-121 Warning Star and the EP-3B and EP-3E. It served for almost 40 years, being the longest serving variant, and was replaced by the ES-3A Shadow flown by two Fleet Air Reconnaissance (VQ) squadrons: VQ-5 at Naval Air Station North Island, California and VQ-6 at Naval Air Station Cecil Field, Florida. They were decommissioned due to budget constraints less than 10 years after commissioning.
  • A3D-2T (TA-3B): 12 bomber-trainer versions. Five later converted as VIP transports (two redesignated UTA-3B).
  • KA-3B: 85 A-3B bombers refitted in 1967 for the tanker role with probe-and-drogue system in place of bombing equipment.
  • EKA-3B: 34 KA-3B tankers refitted for dual Electronic countermeasures (ECM)/tanker role, with electronic warfare equipment and tail fairing in place of rear turret. Most were converted back to KA-3B configuration (with no ECM gear) after 1975.
  • ERA-3B: Eight RA-3Bs converted as electronic aggressor aircraft (primarily for war-at sea exercises) with ECM gear in an extended tail cone and fairings, along with two detachable ram-air turbine powered ALQ-76 countermeasures pods (one under each wing), chaff dispensers (on the tail cone and aft fuselage) and four ram-air turbines (two per side) to power equipment located in the former bomb bay. Crew increased to four: pilot, navigator, crew chief, and Electronic Countermeasures Officer (ECMO) with one mostly unused "jumpseat" in the aft crew compartment (the former weapon bay) which lacked an equipment position for a second Electronic Countermeasures Officer or enlisted crewman. The "jump seat" was used by instructor ECMOs training new ECMOs, as well as by guest observers and passengers during operational flights. While the ERA-3B could withstand a cable-arrested landing, the ALT-40 and ALR-75 equipment was not stressed to withstand catapult launches, thus it was never deployed aboard carriers. The ERA-3B served with VAQ-33 and later with VAQ-34.
  • NRA-3B: Six RA-3Bs converted for various non-combat test purposes.
 
A VA-3B used by the Chief of Naval Operations at Nellis AFB.
  • VA-3B: Two EA-3B converted as VIP transports. Both aircraft were assigned to the Chief of Naval Operations flying from Andrews AFB in Washington, DC. [citation needed]
  • NTA-3B: One aircraft converted by Hughes/Raytheon used to test radar for the F-14D Tomcat.

B-66 Destroyer edit

The U.S. Air Force ordered 294 examples of the derivative B-66 Destroyer, most of which were used in the reconnaissance and electronic warfare roles. The Destroyer was fitted with ejection seats.

Operators edit

 
An A3D-2 of Heavy Attack Squadron 6 (VAH-6) lands on USS Ranger in 1958
  United States
  • United States Navy
    • VAH-1 based at Naval Air Station Sanford (later RVAH-1, now decommissioned)
    • VAH-2 based at Naval Air Station Whidbey Island (now VAQ-132)
    • VAH-3 based at Naval Air Station (later RVAH-3, now decommissioned); Replacement Air Group / Fleet Replacement Squadron
    • VAH-4 based at Naval Air Station Whidbey Island (now VAQ-131)
    • VAH-5 based at Naval Air Station Sanford (later RVAH-5, now decommissioned)
    • VAH-6 based originally at Naval Air Station North Island,
      moved to Naval Air Station Whidbey Island 1958, then moved to Naval Air Station
      (later RVAH-6, now decommissioned)
    • VAH-7 based at Naval Air Station Sanford (later RVAH-7, now decommissioned)
    • VAH-8 based at Naval Air Station Whidbey Island (now decommissioned)
    • VAH-9 based at Naval Air Station Sanford (later RVAH-9, now decommissioned)
    • VAH-10 based at Naval Air Station Whidbey Island (now VAQ-129)
    • VAH-11 based at Naval Air Station (later RVAH-11, now decommissioned)
    • VAH-13 commissioned at Naval Air Station, moved to Naval Air Station Whidbey Island 1961
      (later RVAH-13, now decommissioned)
    • VAH-123 based at Naval Air Station Whidbey Island (now decommissioned)
    • VAQ-129 based at Naval Air Station Whidbey Island (later flying the EA-6B, now flying the EA-18G); Fleet Replacement Squadron
    • VAW-13/VAQ-130 based at Naval Air Station Alameda. Later moved to Naval Air Station Whidbey Island flying the EA-6B (now VAQ-130 flying the EA-18G)
    • VAQ-131 based at Naval Air Station Alameda. Later moved to Naval Air Station Whidbey Island flying the EA-6B (now VAQ-131 flying the EA-18G)
    • VAQ-132 based at Naval Air Station Alameda. Later moved to Naval Air Station Whidbey Island flying the EA-6B (now VAQ-132 flying the EA-18G)
    • VAQ-133 based at Naval Air Station Alameda. Later moved to Naval Air Station Whidbey Island flying the EA-6B (now VAQ-133 flying the EA-18G)
    • VAQ-134 based at Naval Air Station Alameda. Later moved to Naval Air Station Whidbey Island flying the EA-6B (now VAQ-134 flying the EA-18G)
    • VAQ-135 based at Naval Air Station Alameda. Later moved to Naval Air Station Whidbey Island flying the EA-6B (now VAQ-135 flying the EA-18G)
    • VAQ-33 based at Naval Air Station Key West (now decommissioned)
    • VAQ-34 based at Naval Air Station Point Mugu (now decommissioned)
    • VAK-208 based at Naval Air Station Alameda (now decommissioned) (Naval Air Reserve)
    • VAK-308 based at Naval Air Station Alameda (now decommissioned) (Naval Air Reserve)
    • VAP-61 based at Naval Air Station Agana Guam (now decommissioned).
    • VAP-62 based at Naval Air Station Jacksonville (now decommissioned)
    • VCP-63, later VFP-63, based at Naval Air Station Miramar flying five A3D-2P Skywarriors and twenty F8U-1P Crusaders
    • VQ-1 based at Naval Air Station Agana (now based at Naval Air Station Whidbey Island flying only the EP-3E)
    • VQ-2 based at Naval Station Rota, Spain (later based at Naval Air Station Whidbey Island flying only the EP-3E; now decommissioned)
    • VR-1 based at Naval Air Station Patuxent River and Andrews Air Force Base/Naval Air Facility Washington
    • VX-5 based at NAWS China Lake with detachment at Naval Air Station Sanford
    • National Parachute Test Range based at Naval Air Facility El Centro
    • Naval Air Development Center based at NADC Johnsville/NADC Warminster (activity and installation now decommissioned)
    • Naval Air Test Center at Naval Air Station Patuxent River
    • Pacific Missile Test Center at Naval Air Station Point Mugu

Surviving aircraft edit

On display
XA3D-1
A-3A
NA-3A
YEA-3A
A-3B
EA-3B
KA-3B
NA-3B
EKA-3B
 
EA-3B Skywarrior aboard museum ship USS Yorktown at Patriots Point Park in Charleston, South Carolina
NEA-3B
NRA-3B
  • 144825 – A-3 Skywarrior Whidbey Memorial Foundation, Naval Air Station Whidbey Island, Washington.[46]
Under Restoration
EA-3B
 
A3D-2Q (EA-3B Bu#146453) on display at the Vintage Flying Museum, Meacham Field, Fort Worth, Texas.
KA-3B
ERA-3B
NTA-3B

Specifications (A3D-2/A-3B Skywarrior) edit

 

Data from McDonnell Douglas aircraft since 1920 : Volume I[51]

General characteristics

12,400 lbf (55 kN) with water injection[53]

Performance

  • Maximum speed: 530 kn (610 mph, 980 km/h) at 10,000 ft (3,000 m)
  • Cruise speed: 520 kn (600 mph, 960 km/h)
  • Range: 1,825 nmi (2,100 mi, 3,380 km)
  • Ferry range: 2,520 nmi (2,900 mi, 4,670 km)
  • Service ceiling: 41,000 ft (12,000 m)
  • g limits: +3.4
  • Wing loading: 86.2 lb/sq ft (421 kg/m2)
  • Thrust/weight: 0.357

Armament

  • Guns: 2 × 20 mm M3L cannon in the tail turret[54]
  • Bombs: 12,800 pounds (5,800 kg) of free-fall bombs or mines,[54] including any combination of[16]
    • 12 × 500 pounds (230 kg) Mark 82 bombs or
    • 6 × 1,000 pounds (450 kg) Mark 83 bombs or
    • 8 × 1,600 pounds (730 kg) armor-piercing bombs or
    • 4 × 2,000 pounds (910 kg) bombs
    • 1 × free-fall nuclear weapon

Avionics

  • AN/ASB-1A (early radar)
  • AN/ASB-7 bomb-director
  • Defensive electronic countermeasure gear

See also edit

Aircraft of comparable role, configuration, and era

Related lists

References edit

Citations edit

  1. ^ Winchester 2006, p. 74.
  2. ^ the heaviest aircraft operated from a carrier was a USMC KC-130F used in a test from USS Forrestal unarrested and unassisted in takeoff in 1963
  3. ^ a b c Gunston and Gilchrist 1993, p. 128.
  4. ^ a b c d Winchester 2006, p. 75.
  5. ^ a b c d e f g Gunston and Gilchrist 1993, p. 129.
  6. ^ Polmar 1988, pp 50–51.
  7. ^ Francillon 1979, pp. 493–494.
  8. ^ Gunston and Gilchrist 1993, pp. 128-129.
  9. ^ a b Gunston and Gilchrist 1993, p. 130.
  10. ^ Gunston and Gilchrist 1993, pp. 130-131.
  11. ^ a b c d Gunston and Gilchrist 1993, p. 131.
  12. ^ O'Rourke, G.G., CAPT USN. "Of Hosenoses, Stoofs, and Lefthanded Spads". United States Naval Institute Proceedings, July 1968.
  13. ^ Gunston and Gilchrist 1993, pp. 132-133.
  14. ^ Gunston and Gilchrist 1993, pp. 131-133.
  15. ^ a b Francillon 1979, p. 494.
  16. ^ a b Polmar 1988, p. 53.
  17. ^ "A-3 dispositions, accident reports." February 1, 2011, at the Wayback Machine Click ready room. Retrieved: 28 July 2012.
  18. ^ Gunston and Gilchrist 1993, p. 132.
  19. ^ Lake, Julian S., RADM USN & Hartman, Richard V., LCDR USN "Air Electronic Warfare" United States Naval Institute Proceedings October 1976 p. 49
  20. ^ "National Vigilance Park - Naval Security Group". www.silent-warriors.com.
  21. ^ Gunston and Gilchrist 1993, p. 133.
  22. ^ "Robert Ramey - Recipient -". valor.militarytimes.com. Retrieved 2024-03-21.
  23. ^ "A-3 Skywarrior Association - A-3 Skywarrior Assn. - A-3 ACCIDENT REPORTS". www.a3skywarrior.com. Retrieved 2024-03-21.
  24. ^ In 1958 a Skywarrior set the record for the heaviest catapult takeoff weighing a massive 42 tons catapulting from the Saratoga.
  25. ^ A-3 Skywarrior: The Forgotten Bomber That Did Everything
  26. ^ The sad Story of EA-3B Ranger 12 Crash on USS Nimitz and the End for the Whale in US Navy Service
  27. ^ Munzel 2001, pp. 73–75.
  28. ^ Munzel 2001, p. 75.
  29. ^ "A picture of the modified A-3 currently (2011) based at Van Nuys." air-and-space.com. Retrieved: 29 June 2011.
  30. ^ "Aircraft N875RS (1960 Douglas EA-3B Skywarrior C/N 12111) Photo by Sergey Ryabtsev (Photo ID: AC955931)". www.airport-data.com.
  31. ^ "A-3 Skywarrior/125413." aerialvisuals.ca Retrieved: 24 June 2015.
  32. ^ "A-3 Skywarrior/135434." 2017-01-02 at the Wayback Machine aerialvisuals.ca Retrieved: 24 June 2015.
  33. ^ "A-3 Skywarrior/135418." National Naval Aviation Museum. Retrieved: 24 June 2015.
  34. ^ "A-3 Skywarrior/130361." 2015-06-25 at the Wayback Machine Pima Air and Space Museum. Retrieved: 24 June 2015.
  35. ^ "A-3 Skywarrior/142246." New England Air Museum. Retrieved: 24 March 2013.
  36. ^ "A-3 Skywarrior/146448." National Cryptologic Museum. Retrieved: 25 March 2013.
  37. ^ "A-3 Skywarrior/146457." Patriots Point Museum. Retrieved: 25 March 2013.
  38. ^ Hills, Waring. Patriot Point, 1 July 2010.
  39. ^ "Item - National Naval Aviation Museum". navalaviationmuseum.org.
  40. ^ "A-3 Skywarrior/138944." USS Lexington Museum. Retrieved: 25 March 2013.
  41. ^ "A-3 Skywarrior/147648." aerialvisuals.ca Retrieved: 24 June 2015.
  42. ^ "A-3 Skywarrior/147666." Oakland Aviation Museum. Retrieved: 25 March 2013.
  43. ^ "A-3 Skywarrior/142630." aerialvisuals.ca Retrieved: 24 June 2015.
  44. ^ "A-3 Skywarrior/142251." USS Midway Museum. Retrieved: 25 March 2013.
  45. ^ "A-3 Skywarrior/144865." National Naval Aviation Museum. Retrieved: 24 June 2015.
  46. ^ "A-3 Skywarrior/144825.", A-3 Skywarrior memorial dedication, 26 October 2017 28 October 2017 at the Wayback Machine, Retrieved: 28 October 2017.
  47. ^ "A-3 Skywarrior/146453." 2015-06-27 at the Wayback Machine Vintage Flying Museum. Retrieved: 24 June 2015.
  48. ^ "A-3 Skywarrior/138965." 2015-09-07 at the Wayback Machine Yanks Air Museum. Retrieved: 25 March 2013.
  49. ^ "A-3 Skywarrior/144843." April 7, 2013, at the Wayback Machine Castle Air Museum. Retrieved: 25 March 2013.
  50. ^ "A-3 Skywarrior/144867." Pacific Aviation Museum Pearl Harbor. 13 March 2012. Retrieved: 15 March 2012.
  51. ^ Francillon, René J. (1988). McDonnell Douglas aircraft since 1920 : Volume I. London: Naval Institute Press. pp. 455–467. ISBN 0870214284.
  52. ^ Lednicer, David. "The Incomplete Guide to Airfoil Usage". m-selig.ae.illinois.edu. Retrieved 16 April 2019.
  53. ^ Francillon 1979, p. 496.
  54. ^ a b Polmar 1988, p. 57.

Bibliography edit

  • Ciampaglia, Giuseppe. Bombardieri Attomici Strategici della US Navy (in Italian). Rome: Rivista Marittima, 2006.
  • Donald, David and Jon Lake, eds. Encyclopedia of World Military Aircraft. Westport, Connecticut: AIRtime Publishing, 1996. ISBN 1-880588-24-2.
  • Francillon, René J. McDonnell Douglas Aircraft since 1920. London: Putnam, 1979. ISBN 0-370-00050-1.
  • Gunston, Bill and Peter Gilchrist. Jet Bombers: From the Messerschmitt Me 262 to the Stealth B-2. Osprey, 1993. ISBN 1-85532-258-7.
  • Heinemann, Ed. "A Whale of an Airplane". Naval Aviation News, November/December 1987, pp. 18–21.
  • Munzel, Mark. "Last of the Great 'Whales': Civilian-Operated, Test-Bed Douglas A-3s". Air Enthusiast, No. 93, May/June 2001, pp. 72–77. ISSN 0143-5450.
  • Polmar, Norman. "Skywarrior... The US Navy's "Ultimate" Nuclear Bomber". Air Enthusiast, Thirty-five, January–April 1988, pp. 48–63. Bromley, UK: Fine Scroll. ISSN 0143-5450.
  • Winchester, Jim, ed. "Douglas A-3 Skywarrior." Military Aircraft of the Cold War (The Aviation Factfile). London: Grange Books plc, 2006. ISBN 1-84013-929-3.

External links edit

  • A-3 Skywarrior.com: "Whale" Video
  • GlobalAircraft: A-3 Skywarrior
  • "Skywarrior – Designing the World's Heaviest Carrier-based Aircraft" a 1955 Flight article
  • FOR NAVAL ATTACK – An Analysis of the Douglas A3D Skywarrior of the U.S. Navy – contemporary article in Flight magazine
  • A-3 Skywarrior Assn.

douglas, skywarrior, warrior, redirects, here, formerly, known, warrior, general, atomics, gray, eagle, powered, strategic, bomber, that, developed, produced, douglas, aircraft, company, designed, douglas, behalf, united, states, navy, which, sought, carrier, . Sky Warrior redirects here For the UAV formerly known as the Sky Warrior see General Atomics MQ 1C Gray Eagle The Douglas A 3 Skywarrior is a jet powered strategic bomber that was developed and produced by the Douglas Aircraft Company It was designed by Douglas on behalf of the United States Navy which sought a carrier capable strategic bomber In July 1949 Douglas was awarded the contract to produce its design having bested eight other aircraft companies submissions Unlike rival designs which had aimed for a 100 000 lb 45 000 kg maximum take off weight the Skywarrior was developed for a 68 000 lb 31 000 kg take off weight facilitating its use from the navy s existing Midway class aircraft carriers Large portions of the aircraft were produced by the Westinghouse Electric Corporation including its early Westinghouse J40 turbojet engines which failed to meet promises and were replaced by the rival Pratt amp Whitney J57 engine by mid 1953 On 28 October 1952 the prototype XA3D 1 performed the type s maiden flight A 3 A3D Skywarrior An EA 3B Skywarrior from VQ 1 over the South China Sea in 1974 Role Strategic bomber National origin United States Manufacturer Douglas Aircraft Company First flight 28 October 1952 Introduction 1956 Retired 27 September 1991 Status Retired Primary user United States Navy Produced 1956 1961 Number built 282 Developed into Douglas B 66 Destroyer On 31 March 1956 the Skywarrior entered squadron service with the Navy Initially used in the nuclear armed strategic bomber role the emergence of effective ballistic missiles led to this mission being deprioritized by the early 1960s Throughout the majority of its later service life the Skywarrior was tasked with various secondary missions which included use as an electronic warfare platform tactical reconnaissance aircraft and high capacity aerial refueling tanker 1 It was among the longest serving carrier based aircraft in history having entered service during the mid 1950s and withdrawn from use in 1991 Throughout its service the Skywarrior was the heaviest operational aircraft to operate from an aircraft carrier 2 which contributed to its nickname of Whale The Skywarrior is one of only two U S Navy attack aircraft intended as a strategic bomber to enter full scale service in that role the other being its predecessor the North American AJ Savage The carrier based supersonic North American A 5 Vigilante was also originally designed for strategic nuclear strike missions and initially very briefly supplanted the A 3 in that role beginning in the early 1960s A modified derivative of the Skywarrior the B 66 Destroyer served in the United States Air Force where it was operated as a tactical bomber electronic warfare aircraft and aerial reconnaissance platform up until its withdrawal during the 1970s Contents 1 Development 1 1 Background 1 2 Selection 2 Design 3 Operational history 3 1 Nuclear bomber 3 2 Vietnam War era 3 2 1 Tanker 3 3 Cold War 3 4 Reconnaissance 3 5 Retirement 3 6 Losses 3 7 Post retirement career 4 Variants 4 1 B 66 Destroyer 5 Operators 6 Surviving aircraft 7 Specifications A3D 2 A 3B Skywarrior 8 See also 9 References 9 1 Citations 9 2 Bibliography 10 External linksDevelopment editBackground edit nbsp A3D 1 at Naval Air Station Jacksonville Florida in the 1950s During World War II the United States Navy USN began to explore the concept of operating jet powered aircraft from its aircraft carriers Success encouraged further development of the concept early in the post war years officials within the USN began to investigate the use of jet power as a potential means of operating larger carrier based aircraft that would be capable of performing the strategic bombing mission The USN had a growing awareness that it could operate in a broader role than had been previously possible and that the strategic bomber fleet operated by the United States Air Force USAF was unable to reach large parts of the world a lesser limitation to forward deployed USN aircraft carrier groups and their air wings 3 In January 1948 the Chief of Naval Operations issued a requirement to develop a long range carrier based attack plane that could deliver either a 10 000 lb 4 500 kg bomb load or a nuclear weapon 4 The envisioned aircraft was intended to be operated from the planned United States class supercarriers which were significantly larger than the USN s existing carriers thus the specification set a target loaded weight of 100 000 lb 45 000 kg Additionally the USN sought for this bomber to possess greater speed and range than its existing North American AJ Savage fleet 3 A total of eight aircraft manufacturers produced responses to the specification but all except Douglas Aircraft Company and Curtiss Wright would drop out declaring that there was no means that the requirements could be met within the 100 000 lb weight limitation 5 Uncertainty over the performance and requirements of both engines and bombs were major contributing factors towards this climate of negativity 5 Ed Heinemann Douglas chief designer later to win fame for the A 4 Skyhawk fearing that the United States class was vulnerable to cancellation proposed a significantly smaller aircraft of 68 000 lb 31 000 kg loaded weight capable of operating from the USN s existing carriers 6 7 Heinemann had reasoned correctly that as technology developed the size and weight of nuclear weapons would substantially decrease which increased the rationale for designing a more compact bomber 8 However figures such as USAF general Hoyt Vandenberg ridiculed Heinemann s proposal as making irresponsible claims 5 During this period the USN and USAF were vigorous rivals each seeking to maintain funding for its projects at the expense of the other in a time marked by drastically declining defense budgets specifically USAF officials frequently voiced their open opposition to the construction of the United States class carriers 3 Selection edit In late 1948 both Douglas and Curtiss Wright were awarded preliminary design contracts to further develop and refine their proposals 5 While Douglas managed to maintain the take off weight at 68 000 lb Curtiss were unable to meet the more generous 100 000 lb target during this phase and thus were eliminated from consideration During April 1949 the USN s critics succeeded in getting the United States class carriers cancelled this outcome validated Heinemann s decision to focus on a design that could operate from the navy s smaller Midway class aircraft carriers 5 During July 1949 the USN recognizing the suitability of Douglas design awarded a contract for the production of two flight capable prototypes and a single static airframe to the company 5 Douglas sourced significant portions of the aircraft including responsibility for the turbojet engines radar tail mounted turret electrical generators and various other secondary systems from the Westinghouse Electric Corporation this heavy reliance on Westinghouse allegedly caused some discomfort to Douglas 5 In particular development of the Westinghouse J40 engine proved to be incapable of meeting development schedules or performance promises Heinemann later commented that the first thing we learned was that the J40 was not powerful enough 9 Even prior to the first flight being conducted Douglas was considering switching to rival manufacturer Pratt amp Whitney s J57 engine which was heavier but allowed the overall aircraft to be lighter as it used less fuel 10 On 28 October 1952 the prototype XA3D 1 performed the type s maiden flight flown by George Jansen this initial test flight was carried out with a high degree of secrecy Early on the aircraft was found to handle particularly well in flight in part due to the attention Heinemann and the design team had paid to the hydraulically boosted control surfaces 9 On 16 October 1953 the first YA3D 1 powered by the rival J57 engine made its first flight 11 Considerable development problems largely associated with the original J40 engines had delayed the introduction of the Skywarrior until 31 March 1956 11 The A 3 was by far the largest and heaviest aircraft ever designed for routine use on an aircraft carrier though ironically it was the smallest proposal among other proposals that could only be deployed on even larger carriers not yet in service 4 As had been predicted by Heinemann early on the Skywarrior had been designed to carry larger and bulkier bombs than it ever would in service due to the rapid improvements made in weapons technology 11 Despite this at the Navy s insistence the aircraft was qualified for an overload payload capacity of 84 000 lb 38 000 kg the testing of which would establish a weight related record for carrier operations 11 Because of its cumbersome size and less than slender profile it was nicknamed The Whale 12 By the end of the 1950s it was becoming clear that the nuclear mission of the Skywarrior would be passed onto ballistic missiles however its high weight clearance and size meant that the aircraft would be useful in various other capacities 13 Accordingly large numbers of Skywarriors were retrofitted as aerial refuelling tankers or as electronic warfare platforms notably the EKA 3B model could readily swing between performing strike refuelling and electronic warfare duties as required Numerous other models of the type were developed leading to the type being used for aerial reconnaissance and as a trainer aircraft as well 14 Production of the type ceased in 1961 Design editThe Skywarrior had a 36 degree swept wing and two Pratt amp Whitney J57 turbojet engines Early prototypes had used the intended Westinghouse J40 a powerplant that proved to be disastrous and was subsequently canceled The turbojets could be supplemented by a provision for twelve 4 500 lbf 20 kN thrust JATO bottles The aircraft had a largely conventional semi monocoque fuselage with the engines in underwing nacelles Flight controls were hydraulic and for storage below deck the A 3 s wings folded outboard of the engines lying almost flat and its vertical stabilizer was hinged to starboard 4 Capacious internal fuel tanks provided long range nbsp Camera arrangement of a camouflaged RA 3B of Heavy Photographic Squadron 61 The early A 3 variants had a crew of three pilot bombardier navigator BN and crewman navigator aka third crewman An unusual cockpit configuration was incorporated with the three crew sitting under a framed canopy In the raised compartment the pilot and bombardier navigator sat in a side by side arrangement with the pilot s station on the port side having full flight controls On initial variants a third crew member who also acted as a gunner for the twin tail mounted 20mm cannon that briefly equipped the original bomber version of the A3D A 3A removed and replaced by ECM equipment sat behind the pilot in an aft facing seat The third crewman station had the sextant for celestial navigation and the defensive electronic counter measures equipment Later electronic reconnaissance variants could accommodate a crew of seven with the flight crew consisting of a pilot co pilot and navigator plus four electronic systems operators occupying stations in the former bomb bay in the spacious fuselage 4 Efforts to reduce weight to make the aircraft suitable for carrier operations had led to the deletion of ejection seats during the design process for the Skywarrior based on the assumption that most flights would be at high altitude A similar arrangement with an escape tunnel had been used on the F3D Skyknight 15 Aircrews began joking morbidly that A3D stood for All Three Dead 16 In 1973 the widow of a Skywarrior crewman killed over Vietnam sued the McDonnell Douglas Aircraft Company for not providing ejection seats in the A 3 15 In contrast the US Air Force s B 66 Destroyer not subject to the weight requirements for carrier operations was equipped with ejection seats throughout its service life The documented history of mechanical failures in the A3D A 3 showed a rate well above average Originally the Skywarrior bombers were assigned to all attack carriers which included the World War II era Essex class and the immediate postwar Midway class 17 The Skywarrior could carry up to 12 000 lb 5 400 kg of weaponry in the fuselage bomb bay which in later versions was used for sensor and camera equipment or additional fuel tanks An AN ASB 1A bomb director system was initially installed later replaced by a revised AN ASB 7 with a slightly reshaped nose Defensive armament was two 20mm cannons in a radar operated tail turret designed by Westinghouse soon removed in favor of electronic countermeasure equipment Although some bombing missions would be carried out early in the Vietnam War most bombing would be carried out by more manoeuvrable aircraft and the Skywarrior would serve mostly as a tanker and electronic warfare support aircraft Operational history editNuclear bomber edit nbsp An A3D 2 from VAH 9 suffers a nose wheel collapse while landing on USS Saratoga c 1959 Prior to the initial operational capability of the U S Navy s Polaris armed Fleet Ballistic Missile submarines the A 3 was the Navy s critical element in the U S nuclear deterrent Squadrons were established in two Heavy Attack Wings HATWINGs with one wing initially established at Naval Air Station North Island California before relocating to Naval Air Station Whidbey Island Washington in December 1957 while the other wing was initially established at Naval Air Station Jacksonville Florida before relocating to Naval Air Station Sanford Florida The wing at NAS Whidbey Island would disestablish in 1959 but the squadrons which had made up the wing would later transition to the EKA 3B variant eventually forming the nucleus for the Navy s Grumman EA 6B Prowler community while the wing at NAS Sanford would convert to the A3J Vigilante later A 5A in the nuclear heavy attack mission followed by conversion to the RA 5C and transition to the reconnaissance attack mission The Vigilante wing would also continue to retain a small number of TA 3B aircraft for training Naval Flight Officers in the Vigilante s radar and navigation systems The Skywarrior s strategic bombing role faded after 1964 briefly being complemented by the A3J Vigilante Soon afterward the Navy abandoned the concept of carrier based strategic nuclear weaponry for the successful Polaris missile equipped Fleet Ballistic Missile submarine program and all A 5As were converted to the RA 5C Vigilante reconnaissance variant Many A 3Bs were converted to a combination tanker electronic warfare aircraft Vietnam War era edit nbsp A VAH 4 A 3B from USS Oriskany dropping a Mk 83 bomb 1965 nbsp A black RA 3B from VAP 61 aboard USS Constellation 1967 Skywarriors saw some use in the conventional bombing and mine laying role A 3B during the Vietnam War from 1964 through 1967 often to deliver Mk84 2 000 pounds 910 kg bombs The A 3 found subsequent service in the tanker KA 3B photographic reconnaissance RA 3B electronic reconnaissance EA 3B and electronic warfare ERA 3B EKA 3B roles For most of the Vietnam War EA 3Bs of Fleet Air Reconnaissance Squadron 1 VQ 1 flew from Da Nang Air Base in South Vietnam providing continuous electronic reconnaissance capability over the area including the Ho Chi Minh Trail and all the way north to Haiphong harbor This was known as VQ 1 Det B The aircrew and ground support personnel were temporarily assigned from their home base at Naval Air Station Atsugi Japan and after 1970 Naval Air Station Agana Guam After Det B was disestablished VQ 1 provided detachments of two EA 3B aircraft that deployed with Western Pacific and Indian Ocean WESTPAC IO bound aircraft carrier battle groups up until the late 1980s when it was replaced by the Lockheed ES 3A Shadow In addition a version of the A 3B was modified into the RA 3B and used in Vietnam as a photo reconnaissance aircraft 18 Heavy Photographic Squadron 61 VAP 61 at Naval Air Station Agana Guam and sister squadron VAP 62 at Naval Air Station Jacksonville Florida furnished crews and flew out of Da Nang AB performing mapping and intelligence gathering flight over the Southeast Asia area With 12 camera stations the RA 3B was well equipped to perform cartographic mapping of areas where no detail maps existed With IR gear installed the RA 3B was used at night to monitor the movement of troops down roads and trails in Laos Other locations included Det Tango at Don Muang Royal Thai Air Force Base in Bangkok Thailand Det Southpaw at RAAF Base Townsville Australia as well as work out of Osan Air Base South Korea Tanker edit nbsp An EKA 3B from VAQ 135 refueling an VF 211 F 8J off Vietnam 1972 During the Vietnam War the A 3 attack aircraft were modified to KA 3B tankers while some were modified into a multi mission tanker variant the EKA 3B which was a real workhorse for the carrier air wing Electronic jamming equipment was added without removing tanker capability so the EKA 3B could jam enemy radar while waiting to refuel tactical aircraft 19 Eventually the EKA 3B was replaced by the smaller dedicated Grumman KA 6D Intruder tanker which although it had less capacity and endurance was deployed in greater numbers within the carrier s air wing Two additional Naval Reserve units were established in the early 1970s as air refueling squadrons VAQ 208 and VAQ 308 at Naval Air Station Alameda California Both units operated aircraft with electronic warfare equipment removed and were redesignated as KA 3Bs VAK 208 and VAK 308 were decommissioned in the early 1990s Cold War edit nbsp An EA 3B of Fleet Air Reconnaissance Squadron Two VQ 2 lands on USS Kitty Hawk in 1987 The EA 3 variant was used in critical electronic intelligence ELINT roles operating from aircraft carrier decks and ashore supplementing the larger Lockheed EP 3 Its last service was as an ELINT platform during Desert Storm Reconnaissance edit The EA 3B variant was modified for electronic intelligence against the Warsaw Pact Missions were flown around the globe beginning in 1956 with the U S Air Force EB 47 Stratojet flying a similar mission The EA 3B carried a crew of seven with flight crew of three in the cockpit and an Electronic Warfare Officer and three electronic systems operators evaluators in the converted weapons bay It offered unique electronic reconnaissance capabilities in numerous Cold War era conflicts and the Vietnam War 20 Retirement edit nbsp Douglas EA 3B on display with wings folded aboard museum ship USS Yorktown at Patriots Point Park in Charleston South Carolina A handful of EA 3Bs remained in service long enough to participate in the first Gulf War in 1991 21 The Skywarrior was withdrawn from USN service during September 1991 the last examples of the type being retired on 27 September 1991 U S Navy RDT amp E units notably Naval Air Systems Command NAVAIR activities at Naval Air Station Point Mugu and NAWS China Lake attempted to retain their A 3 testbeds These ambitions were ultimately unsuccessful when Vice Admiral Richard Dunleavy as Deputy Chief of Naval Operations for Air Warfare and a former A 3 bombardier navigator himself made the final decision to retire the type Losses edit This section needs expansion You can help by adding to it February 2024 USA 2ND Lieutenant Robert Lewis Duke 24 of the Army Air Corps lost control crashed and died while testing a system on the A 3 February 9th 1957 Mayport Florida USA Aircraft lost after ground collision as a result of fuel starvation LCDR Lewis Pollock was killed and AD2 Pasquale Del Villaggio as well as ENS Henry Demers were moderately injured May 14th 1957 West of the coast of California USA 36 30N 122 35W Ramp was struck following high attitude after a wave off signal Fuselage broke at the empennage and main fuel cell was ruptured leading to fire spreading as the aircraft fell off of the angle deck CDR Thomas Boulton LT JG Ralph Gordon and ADC Joseph Hosking all died as a result June 19th 1957 2 nm east of Mayport Florida USA Failure to lower port landing gear after carrier launch The aircraft s crew were able to successfully bail out and be rescued AQ1 Pascal Mazuc CDR Clarence Frossard and ENS Henry Demers were all moderately injured with CDR Clarence Frossard being more injured than the other two crew members July 6th 1967 1 nm south of NAS Sanford Florida USA Aircraft was lost after a ground collision killing LT Henry White AQ1 Joseph Monaco AT2 Eugene Seaman and CDR Charles Carman No incident report description was written officially A no newspaper article sent by AT2 Seaman s daughter on March 1st 2012 stated that the aircraft was participating in night training landings and was practicing mirror landings on aircraft carriers around the time of the incidentJuly 22nd 1957 The Mediterranean Sea ADJ 1 Samuel Hollander was crushed and killed by closing bomb bay doors on the flight deck August 12th 1957 west of the coast of California USA 37 27N 122 49W Arresting gear and hook encountered a point failure and the aircraft struck the water and was lost at sea CPO E Buscaglia and CDR Joseph Garrett were both rescued by a helo plane guard and sustained minor injuries August 19th 1957 near Port Lyautey Aircraft overshot barricade and was lost at sea AD1 Frank Morey and LT JG John Quinn were both killed while AQ1 James Babba dn LCDR Thomas McLenaghan were both moderately injuredSeptember 26 1957 Norwegian Sea 66 44N 05 16E Aircraft encountered ramp strike with main mounts on the A 3 breaking on impact LT JG Joseph Juricic CDR Paul Wilson JR and ADC Percy Schafer were all killed January 6 1958 West Phillipine Sea 14 15N 114 3E Aircraft failed to take off successfully after carrier launch AMC Darrell Weekley LT JG Clyde Romerson and LCDR Jack Loper were all killed January 28 1958 Edwards AFB Aircraft collided with the ground 10 miles west of Barstow California USA with the cause remaining unknown Aircraft was entirely lost Dale Benethum and Thomas Kilgariff both civilians were both killed in the accident February 7th 1958 North Atlantic Ocean 31 10N 40 27W Aircraft collided with the water and was lost at sea with fuel contamination being the likely cause ENS Robert Martin LT James Chaffee and AD3 Richard Fraveau were all killed June 2nd 1958 Seville Florida USA After an inflight fire caused mechanical issues sending the aircraft into a steep high speed dive from 42 000 feet 12 801 meters LCDR Robert Ramey ordered crew to leave the aircraft through the overhead escape hatch One crewmember was experiencing difficulty in leaving the aircraft through the escape chute leading to Ramey aiding the man and as a result remaining himself in the aircraft losing his life in the subsequent in air explosion and crash after maneuvering the aircraft towards an open area 22 AO1 Raymond Hite and AT1 Daniel Gerbis were mildly injured and LCDR Robert Ramey died August 2 1958 Western Pacific Ocean The aircraft overran the flight deck The arresting gear was set up for an A 10 The aircraft hit the water inverted with the aircraft being recovered and struck at DM AFB The canopy shattered with the possibility of the pilot and BN seats being carried away at impact LCDR Alfred McMillian and LT Gordon Gilmore were both killed in the accident with AQ1 experiencing somewhat severe injuries October 1 1958 NAS Leeward Point Guantanamo Cuba Landing gear was retracted during landing with the aircraft managing to stop safely on the flight deck The aircraft was repairable and LT Horace Graham as well as AD3 Samuel Craw were mildly to moderately injured December 4th 1958 Departed from NAS Sanford for FDR Aircraft was lost over the Caribbean The pilot was waved off on the first pass and boltered on the second pass The third pass led to the left wing striking the flight deck and the cross deck pendant parting Arresting wire breaking All 3 crew members were rescued by helos AD1 Clyde Savage LCDR Richard Andrus and AD2 Eugene Kronjaeger all faced moderate injuries August 26th 1959 1nm ESE of E Monobo North Carolina USA A compressor stall in a thunderstorm led to the aircraft crashing VAH 1 CO recommended that ejection seats be installed in A3s Flying through a thunderstorm was a large contributing factor to the accident AE2 Mitchell PH1 D E Wilson both faced moderate injuries with LCDR John Sandster losing his life 23 Being the heaviest aircraft to take off from a carrier the Skywarrior was prone to accidents 24 Ultimately of 283 Skywarriors of various models built around 120 42 were destroyed or crippled in accidents and combat In 67 of accidents at least one crew member died 25 Of these losses 7 were in Vietnam of which 2 were the result of combat 26 Post retirement career edit This section needs additional citations for verification Please help improve this article by adding citations to reliable sources in this section Unsourced material may be challenged and removed March 2015 Learn how and when to remove this message The A 3 had been used as a civilian operated testbed for many years before the type s retirement from US Navy with Hughes Aircraft Company using the type as a testbed for developing the weapons system for the General Dynamics Grumman F 111B and Grumman F 14 Tomcat with Westinghouse and Raytheon also using the A 3 as a testbed 27 On the retirement of the type from US Navy service in 1991 the US Navy decided to end logistic support for the civilian operated testbeds Rather than abandon the A 3 Hughes Westinghouse and Raytheon agreed to acquire the remaining A 3s and spares from the Navy allowing their test fleets to continue to operate and saving the US Navy the cost of storage and disposal As the plan matured two other contractors Thunderbird Aviation and CTAS also elected to participate in similar agreements with eleven A 3s spread between the five operators 28 The fleet spares from ASO Aviation Supply Office were distributed between the contractors evenly and warehouses were emptied all over the US Due to misunderstandings and reorganizations within the US Navy the worldwide ASO assets were scrapped not getting to the contractors In early 1993 CTAS decided that they no longer had use for their aircraft and Hughes had several programs needing additional assets nbsp NRA 3B of the Pacific Missile Test Center in 1982 In early 1994 a US Air Force program decided to modify an A 3 for F 15 radar tests and the only available airframe was stored at Naval Air Station Alameda since the fleet shutdown Hughes added that aircraft to the bailment and ferried the aircraft to Van Nuys for modifications An entire nose section was removed from a stricken F 15B at AMARC at Davis Monthan AFB Arizona and grafted onto the front of the aircraft Racks and equipment were installed in the cabin and the aircraft was used by Hughes and the USAF for F 15 software development In 1994 Westinghouse decided to terminate their agreement with the Navy and Thunderbird added their aircraft to the Thunderbird bailment In 1996 Thunderbird Aviation went into receivership and Hughes through mutual cost savings to the government added the Thunderbird assets to the contract prepping them for ferry at Deer Valley airport and relocating them to Mojave California and Tucson Arizona for long term storage In December 1996 Raytheon bought the aerospace units of Hughes Aircraft Company Hughes Aeronautical Operations now a part of Raytheon Systems continued to operate the A 3s from their base at Van Nuys Airport California 29 These aircraft have participated in several military air shows telling visitors that the plane continued to be valuable for its load capacity compared to corporate jets and its performance compared to small airliners On 30 June 2011 the last flyable EA 3B BuNo 144865 FAA registration N875RS 30 a Raytheon aircraft arrived at Naval Air Station Pensacola Florida for retirement and display at the National Naval Aviation Museum Variants edit nbsp An A3D 1 of Heavy Attack Squadron 3 VAH 3 on USS Franklin D Roosevelt in 1957 VAH 3 became the A3D A 3 Replacement Air Group RAG squadron for the Atlantic Fleet in 1958 Note under the original Navy designation scheme the Skywarrior was designatedA3D third Attack aircraft from Douglas Aircraft In September 1962 the new Tri Services designation system was implemented and the aircraft was redesignatedA 3 Where applicable pre 1962 designations are listed first post 1962 designations in parentheses XA3D 1 Two prototypes with Westinghouse J40 turbojets no cannon in tail turret YA3D 1 YA 3A One pre production prototype with Pratt amp Whitney J57 engines Later used for tests at the Pacific Missile Test Center A3D 1 A 3A 49 initial production versions serving largely in developmental role in carrier service A3D 1P RA 3A One A3D 1 converted as a prototype for the A3D 2P with camera pack in the weapon bay A3D 1Q EA 3A Five A3D 1s converted for the electronic reconnaissance ELINT role with ECM equipment and four operators in weapons bay A3D 2 A 3B Definitive production bomber version with stronger airframe more powerful engines slightly larger wing area 812 ft2 75 m2 versus 779 ft2 72 m2 provision for in flight refueling reel for tanker role Final 21 built had new AN ASB 7 bombing system reshaped nose deleted tail turret in favor of electronic warfare installation A3D 2P RA 3B 30 photo reconnaissance aircraft with weapons bay package for up to 12 cameras plus photoflash bombs Increased pressurization allowed camera operator to enter the bay to check the cameras Some retained tail guns but most were later converted to ECM tail of late A 3Bs A3D 2Q EA 3B 24 electronic warfare versions with pressurized compartment in former weapon bay for one Electronic Warfare Officer and three ESM operators various sensors Some early models had tail guns but these were replaced with the ECM tail It was assigned to fleet reconnaissance squadrons VQ 1 Japan and later Guam and VQ 2 Rota Spain where they flew alongside the Lockheed EC 121 Warning Star and the EP 3B and EP 3E It served for almost 40 years being the longest serving variant and was replaced by the ES 3A Shadow flown by two Fleet Air Reconnaissance VQ squadrons VQ 5 at Naval Air Station North Island California and VQ 6 at Naval Air Station Cecil Field Florida They were decommissioned due to budget constraints less than 10 years after commissioning A3D 2T TA 3B 12 bomber trainer versions Five later converted as VIP transports two redesignated UTA 3B KA 3B 85 A 3B bombers refitted in 1967 for the tanker role with probe and drogue system in place of bombing equipment EKA 3B 34 KA 3B tankers refitted for dual Electronic countermeasures ECM tanker role with electronic warfare equipment and tail fairing in place of rear turret Most were converted back to KA 3B configuration with no ECM gear after 1975 ERA 3B Eight RA 3Bs converted as electronic aggressor aircraft primarily for war at sea exercises with ECM gear in an extended tail cone and fairings along with two detachable ram air turbine powered ALQ 76 countermeasures pods one under each wing chaff dispensers on the tail cone and aft fuselage and four ram air turbines two per side to power equipment located in the former bomb bay Crew increased to four pilot navigator crew chief and Electronic Countermeasures Officer ECMO with one mostly unused jumpseat in the aft crew compartment the former weapon bay which lacked an equipment position for a second Electronic Countermeasures Officer or enlisted crewman The jump seat was used by instructor ECMOs training new ECMOs as well as by guest observers and passengers during operational flights While the ERA 3B could withstand a cable arrested landing the ALT 40 and ALR 75 equipment was not stressed to withstand catapult launches thus it was never deployed aboard carriers The ERA 3B served with VAQ 33 and later with VAQ 34 NRA 3B Six RA 3Bs converted for various non combat test purposes nbsp A VA 3B used by the Chief of Naval Operations at Nellis AFB VA 3B Two EA 3B converted as VIP transports Both aircraft were assigned to the Chief of Naval Operations flying from Andrews AFB in Washington DC citation needed NTA 3B One aircraft converted by Hughes Raytheon used to test radar for the F 14D Tomcat B 66 Destroyer edit Main article B 66 Destroyer The U S Air Force ordered 294 examples of the derivative B 66 Destroyer most of which were used in the reconnaissance and electronic warfare roles The Destroyer was fitted with ejection seats Operators edit nbsp An A3D 2 of Heavy Attack Squadron 6 VAH 6 lands on USS Ranger in 1958 nbsp United States United States Navy VAH 1 based at Naval Air Station Sanford later RVAH 1 now decommissioned VAH 2 based at Naval Air Station Whidbey Island now VAQ 132 VAH 3 based at Naval Air Station later RVAH 3 now decommissioned Replacement Air Group Fleet Replacement Squadron VAH 4 based at Naval Air Station Whidbey Island now VAQ 131 VAH 5 based at Naval Air Station Sanford later RVAH 5 now decommissioned VAH 6 based originally at Naval Air Station North Island moved to Naval Air Station Whidbey Island 1958 then moved to Naval Air Station later RVAH 6 now decommissioned VAH 7 based at Naval Air Station Sanford later RVAH 7 now decommissioned VAH 8 based at Naval Air Station Whidbey Island now decommissioned VAH 9 based at Naval Air Station Sanford later RVAH 9 now decommissioned VAH 10 based at Naval Air Station Whidbey Island now VAQ 129 VAH 11 based at Naval Air Station later RVAH 11 now decommissioned VAH 13 commissioned at Naval Air Station moved to Naval Air Station Whidbey Island 1961 later RVAH 13 now decommissioned VAH 123 based at Naval Air Station Whidbey Island now decommissioned VAQ 129 based at Naval Air Station Whidbey Island later flying the EA 6B now flying the EA 18G Fleet Replacement Squadron VAW 13 VAQ 130 based at Naval Air Station Alameda Later moved to Naval Air Station Whidbey Island flying the EA 6B now VAQ 130 flying the EA 18G VAQ 131 based at Naval Air Station Alameda Later moved to Naval Air Station Whidbey Island flying the EA 6B now VAQ 131 flying the EA 18G VAQ 132 based at Naval Air Station Alameda Later moved to Naval Air Station Whidbey Island flying the EA 6B now VAQ 132 flying the EA 18G VAQ 133 based at Naval Air Station Alameda Later moved to Naval Air Station Whidbey Island flying the EA 6B now VAQ 133 flying the EA 18G VAQ 134 based at Naval Air Station Alameda Later moved to Naval Air Station Whidbey Island flying the EA 6B now VAQ 134 flying the EA 18G VAQ 135 based at Naval Air Station Alameda Later moved to Naval Air Station Whidbey Island flying the EA 6B now VAQ 135 flying the EA 18G VAQ 33 based at Naval Air Station Key West now decommissioned VAQ 34 based at Naval Air Station Point Mugu now decommissioned VAK 208 based at Naval Air Station Alameda now decommissioned Naval Air Reserve VAK 308 based at Naval Air Station Alameda now decommissioned Naval Air Reserve VAP 61 based at Naval Air Station Agana Guam now decommissioned VAP 62 based at Naval Air Station Jacksonville now decommissioned VCP 63 later VFP 63 based at Naval Air Station Miramar flying five A3D 2P Skywarriors and twenty F8U 1P Crusaders VQ 1 based at Naval Air Station Agana now based at Naval Air Station Whidbey Island flying only the EP 3E VQ 2 based at Naval Station Rota Spain later based at Naval Air Station Whidbey Island flying only the EP 3E now decommissioned VR 1 based at Naval Air Station Patuxent River and Andrews Air Force Base Naval Air Facility Washington VX 5 based at NAWS China Lake with detachment at Naval Air Station Sanford National Parachute Test Range based at Naval Air Facility El Centro Naval Air Development Center based at NADC Johnsville NADC Warminster activity and installation now decommissioned Naval Air Test Center at Naval Air Station Patuxent River Pacific Missile Test Center at Naval Air Station Point MuguSurviving aircraft editOn display XA3D 1 125413 Fulton County Airport Johnstown New York 31 A 3A 135434 Restored in September 2011 by members of Naval Air Reserve Patrol Squadron 65 VP 65 based at Naval Air Station Point Mugu Aircraft displayed at the Edwards Air Force Flight Test Center Museum Edwards Air Force Base California 32 NA 3A 135418 National Naval Aviation Museum Naval Air Station Pensacola Florida 33 YEA 3A 130361 Pima Air and Space Museum adjacent to Davis Monthan Air Force Base Tucson Arizona 34 A 3B 142246 New England Air Museum Windsor Locks Connecticut 35 EA 3B 146448 National Cryptologic Museum National Vigilance Park Fort Meade Maryland 36 146457 Patriots Point Naval and Maritime Museum Mount Pleasant South Carolina previously displayed in front of Daum Hall Bachelor Officers Quarters Naval Station Rota Spain 37 38 144865 National Naval Aviation Museum Naval Air Station Pensacola Florida 39 last flyable A 3 Skywarrior KA 3B 138944 U S S Lexington Museum Corpus Christi Texas 40 147648 Naval Air Station Key West Boca Chica Key Florida 41 147666 Oakland Aviation Museum in Oakland California 42 NA 3B 142630 Celebrity Row Davis Monthan Air Force Base Tucson Arizona 43 EKA 3B nbsp EA 3B Skywarrior aboard museum ship USS Yorktown at Patriots Point Park in Charleston South Carolina 142251 USS Midway Museum San Diego California 44 NEA 3B 144865 National Naval Aviation Museum Naval Air Station Pensacola Florida 45 NRA 3B 144825 A 3 Skywarrior Whidbey Memorial Foundation Naval Air Station Whidbey Island Washington 46 Under Restoration EA 3B nbsp A3D 2Q EA 3B Bu 146453 on display at the Vintage Flying Museum Meacham Field Fort Worth Texas 146453 Vintage Flying Museum Meacham Field Fort Worth Texas 47 KA 3B 138965 Yanks Air Museum Chino California 48 ERA 3B 144843 Castle Air Museum former Castle Air Force Base Atwater California 49 NTA 3B 144867 Pacific Aviation Museum Pearl Harbor Honolulu Hawaii 50 Specifications A3D 2 A 3B Skywarrior edit nbsp Data from McDonnell Douglas aircraft since 1920 Volume I 51 General characteristicsCrew 3 Length 76 ft 4 in 23 27 m Wingspan 72 ft 6 in 22 10 m Height 22 ft 9 5 in 6 947 m Wing area 812 sq ft 75 4 m2 with slats and CLE from A3D 2 A 3B Airfoil root NACA 63 009 9 modified cambered leading edges tip NACA 63 008 25 modified cambered leading edges 52 Empty weight 39 409 lb 17 876 kg Gross weight 70 000 lb 31 751 kg Max takeoff weight 82 000 lb 37 195 kg Powerplant 2 Pratt amp Whitney J57 P 10 turbojet engines 10 500 lbf 47 kN thrust each dry 12 400 lbf 55 kN with water injection 53 dd dd dd Performance Maximum speed 530 kn 610 mph 980 km h at 10 000 ft 3 000 m Cruise speed 520 kn 600 mph 960 km h Range 1 825 nmi 2 100 mi 3 380 km Ferry range 2 520 nmi 2 900 mi 4 670 km Service ceiling 41 000 ft 12 000 m g limits 3 4 Wing loading 86 2 lb sq ft 421 kg m2 Thrust weight 0 357 Armament Guns 2 20 mm M3L cannon in the tail turret 54 Bombs 12 800 pounds 5 800 kg of free fall bombs or mines 54 including any combination of 16 12 500 pounds 230 kg Mark 82 bombs or 6 1 000 pounds 450 kg Mark 83 bombs or 8 1 600 pounds 730 kg armor piercing bombs or 4 2 000 pounds 910 kg bombs 1 free fall nuclear weapon Avionics AN ASB 1A early radar AN ASB 7 bomb director Defensive electronic countermeasure gearSee also edit nbsp USA portal nbsp Aviation portal Aircraft of comparable role configuration and era Ilyushin Il 28 Sud Aviation Vautour Yakovlev Yak 28 Related lists List of bomber aircraft List of military aircraft of the United StatesReferences editCitations edit Winchester 2006 p 74 the heaviest aircraft operated from a carrier was a USMC KC 130F used in a test from USS Forrestal unarrested and unassisted in takeoff in 1963 a b c Gunston and Gilchrist 1993 p 128 a b c d Winchester 2006 p 75 a b c d e f g Gunston and Gilchrist 1993 p 129 Polmar 1988 pp 50 51 Francillon 1979 pp 493 494 Gunston and Gilchrist 1993 pp 128 129 a b Gunston and Gilchrist 1993 p 130 Gunston and Gilchrist 1993 pp 130 131 a b c d Gunston and Gilchrist 1993 p 131 O Rourke G G CAPT USN Of Hosenoses Stoofs and Lefthanded Spads United States Naval Institute Proceedings July 1968 Gunston and Gilchrist 1993 pp 132 133 Gunston and Gilchrist 1993 pp 131 133 a b Francillon 1979 p 494 a b Polmar 1988 p 53 A 3 dispositions accident reports Archived February 1 2011 at the Wayback Machine Click ready room Retrieved 28 July 2012 Gunston and Gilchrist 1993 p 132 Lake Julian S RADM USN amp Hartman Richard V LCDR USN Air Electronic Warfare United States Naval Institute Proceedings October 1976 p 49 National Vigilance Park Naval Security Group www silent warriors com Gunston and Gilchrist 1993 p 133 Robert Ramey Recipient valor militarytimes com Retrieved 2024 03 21 A 3 Skywarrior Association A 3 Skywarrior Assn A 3 ACCIDENT REPORTS www a3skywarrior com Retrieved 2024 03 21 In 1958 a Skywarrior set the record for the heaviest catapult takeoff weighing a massive 42 tons catapulting from the Saratoga A 3 Skywarrior The Forgotten Bomber That Did Everything The sad Story of EA 3B Ranger 12 Crash on USS Nimitz and the End for the Whale in US Navy Service Munzel 2001 pp 73 75 Munzel 2001 p 75 A picture of the modified A 3 currently 2011 based at Van Nuys air and space com Retrieved 29 June 2011 Aircraft N875RS 1960 Douglas EA 3B Skywarrior C N 12111 Photo by Sergey Ryabtsev Photo ID AC955931 www airport data com A 3 Skywarrior 125413 aerialvisuals ca Retrieved 24 June 2015 A 3 Skywarrior 135434 Archived 2017 01 02 at the Wayback Machine aerialvisuals ca Retrieved 24 June 2015 A 3 Skywarrior 135418 National Naval Aviation Museum Retrieved 24 June 2015 A 3 Skywarrior 130361 Archived 2015 06 25 at the Wayback Machine Pima Air and Space Museum Retrieved 24 June 2015 A 3 Skywarrior 142246 New England Air Museum Retrieved 24 March 2013 A 3 Skywarrior 146448 National Cryptologic Museum Retrieved 25 March 2013 A 3 Skywarrior 146457 Patriots Point Museum Retrieved 25 March 2013 Hills Waring Whale to arrive on Yorktown s flight deck Friday Patriot Point 1 July 2010 Item National Naval Aviation Museum navalaviationmuseum org A 3 Skywarrior 138944 USS Lexington Museum Retrieved 25 March 2013 A 3 Skywarrior 147648 aerialvisuals ca Retrieved 24 June 2015 A 3 Skywarrior 147666 Oakland Aviation Museum Retrieved 25 March 2013 A 3 Skywarrior 142630 aerialvisuals ca Retrieved 24 June 2015 A 3 Skywarrior 142251 USS Midway Museum Retrieved 25 March 2013 A 3 Skywarrior 144865 National Naval Aviation Museum Retrieved 24 June 2015 A 3 Skywarrior 144825 A 3 Skywarrior memorial dedication 26 October 2017 Archived 28 October 2017 at the Wayback Machine Retrieved 28 October 2017 A 3 Skywarrior 146453 Archived 2015 06 27 at the Wayback Machine Vintage Flying Museum Retrieved 24 June 2015 A 3 Skywarrior 138965 Archived 2015 09 07 at the Wayback Machine Yanks Air Museum Retrieved 25 March 2013 A 3 Skywarrior 144843 Archived April 7 2013 at the Wayback Machine Castle Air Museum Retrieved 25 March 2013 A 3 Skywarrior 144867 Pacific Aviation Museum Pearl Harbor 13 March 2012 Retrieved 15 March 2012 Francillon Rene J 1988 McDonnell Douglas aircraft since 1920 Volume I London Naval Institute Press pp 455 467 ISBN 0870214284 Lednicer David The Incomplete Guide to Airfoil Usage m selig ae illinois edu Retrieved 16 April 2019 Francillon 1979 p 496 a b Polmar 1988 p 57 Bibliography edit Ciampaglia Giuseppe Bombardieri Attomici Strategici della US Navy in Italian Rome Rivista Marittima 2006 Donald David and Jon Lake eds Encyclopedia of World Military Aircraft Westport Connecticut AIRtime Publishing 1996 ISBN 1 880588 24 2 Francillon Rene J McDonnell Douglas Aircraft since 1920 London Putnam 1979 ISBN 0 370 00050 1 Gunston Bill and Peter Gilchrist Jet Bombers From the Messerschmitt Me 262 to the Stealth B 2 Osprey 1993 ISBN 1 85532 258 7 Heinemann Ed A Whale of an Airplane Naval Aviation News November December 1987 pp 18 21 Munzel Mark Last of the Great Whales Civilian Operated Test Bed Douglas A 3s Air Enthusiast No 93 May June 2001 pp 72 77 ISSN 0143 5450 Polmar Norman Skywarrior The US Navy s Ultimate Nuclear Bomber Air Enthusiast Thirty five January April 1988 pp 48 63 Bromley UK Fine Scroll ISSN 0143 5450 Winchester Jim ed Douglas A 3 Skywarrior Military Aircraft of the Cold War The Aviation Factfile London Grange Books plc 2006 ISBN 1 84013 929 3 External links edit nbsp Wikimedia Commons has media related to Douglas A 3 Skywarrior AeroWeb List of A 3 Survivors on display A 3 Skywarrior com Whale Video GlobalAircraft A 3 Skywarrior Skywarrior Designing the World s Heaviest Carrier based Aircraft a 1955 Flight article FOR NAVAL ATTACK An Analysis of the Douglas A3D Skywarrior of the U S Navy contemporary article in Flight magazine A 3 Skywarrior Assn Retrieved from https en wikipedia org w index php title Douglas A 3 Skywarrior amp oldid 1221095990, wikipedia, wiki, book, books, library,

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