Құрамалы рөлдік авиациялық кешендер: Douglas A-3 Skywarrior тарихы

Carrier based multirole aircraft family

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 maximum take off weight, the Skywarrior was developed for a take off weight, facilitating its use from the navy's existing s. 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. 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. It was among the longest serving carrier based aircraft in history, having entered service during the mid 1950s and withdrawn from use in 1991.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, 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.

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. 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 bomb load or a nuclear weapon. 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 Additionally, the USN sought for this bomber to possess greater speed and range than its existing North American AJ Savage fleet. Uncertainty over the performance and requirements of both engines and bombs were major contributing factors towards this climate of negativity. 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. However, figures such as USAF general Hoyt Vandenberg ridiculed Heinemann's proposal as "making irresponsible claims". 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. On 16 October 1953, the first YA3D 1, powered by the rival J57 engine, made its first flight. Considerable development problems, largely associated with the original J40 engines, had delayed the introduction of the Skywarrior until 31 March 1956. 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. 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. Production of the type ceased in 1961.

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 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. Aircrews began joking morbidly that "A3D" stood for "All Three Dead". (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. The Skywarrior could carry up to 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.

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.

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 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. 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.

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. 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.

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.

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.

A handful of EA 3Bs remained in service long enough to participate in the first Gulf War in 1991. 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.

, 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. 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. Being the heaviest aircraft to take off from a carrier, the Skywarrior was prone to accidents. "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." Of these losses, 7 were in Vietnam, of which 2 were the result of combat.

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. 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. 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. 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. 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, a Raytheon aircraft, arrived at Naval Air Station Pensacola, Florida for retirement and display at the National Naval Aviation Museum.

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. 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. NTA 3B: One aircraft converted by Hughes/Raytheon used to test radar for the F 14D Tomcat.

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.