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A-7 CORSAIR (AIRPOWER ARTICLE)
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734 views32 pagesAirpower A-7 Article July 1986
A-7 CORSAIR (AIRPOWER ARTICLE)
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/ 32
$2.95 Canada
AIRPOWER
A SENTRY MAGAZINE July, 1986 Volume 16 No. 4 $2.50
ee
CORSAIR
PINPOINT PRECISION BOMBING IN THE
IM) / BEST ATTACK PLANE OF ITS ERA
ITALY’S CR.42\BIPLANE FIGHTER ‘Montes courtesy of te LTV Awospace aod Osess Consany, Pat £ Whim,
Flugitatepo ta ason wih ape! ask Jemes Won, ey Wo
eins can
Ezitor’s Note: They called it SLUF or Shot Litle Uoly Feller. Orit you
peer, there was another derivation of the final letter, usually @ noun
Variant ofthe Foword
We athe like the nom de guere PUG, for Penty Ugly Gunslinger forthe
A-7 Corsair by Ling-Temco-Vought was, ands. a short coupled pugna:
‘ous litle beast. AS this is writen, it is demonstrating iis multiple
offensive capabilities onthe Libyan coast, knocking out radar sites with
| | High Speed Anti-Raciation Missiles (HARM) and proving once again that
{5 ote of te most tigen ara test sbsonieatack acrat eer
ul
Incredibly strong, agile, and extremely versatile, the A-7 can carry its
‘own empty weight in Bombs and Zomm ammunition, a total approaching
|] len tons, including the weight ofits MBIA-1 Vulcan gun But perhaps its
mast vaivable component sits navigation and weapons delivery system,
One ofthe inst ever devised, which allows the aircraft fo ind its targets
43nd Gestoy them with uncanny accuracy
With-an TEM digital computer linked to a precise inertial guidance
platform, tne A-'s plot can program upto nine destinations simultane-
[| ously. He is informed ofthe range to them and their bearing, by simply
= | punching inthe request and, should he require te can Keep rack of his
“| progress to the target by means of a Projected Map Oispay, which not
‘nl pictrialy reveals the target and tsenvions oni radar screen, but
wil also show im what the inbound route tothe target looks like, before
he gets there,
Pramir ATA Corsair ion its fist est hop near NAS Dallas. Ocasion was alsa the
‘ict fight of a non-afterburning TF3O turbofan jet engine. A7 weot from frst
fight first fightin 799 days — accomplishing one ofthe quickest development
‘and deployment programs ever.
For actual weapons launch, the pilot could select the “Visual Attack
‘mode and coordinate it with the HUD (Head-Up) display. When synchron-
ized with the aiming symbol projected on the cockpit's forward canopy,
the A-7's radar would then decide when to release the aircraft's bomb or
bombs, with incredibly accurate results. Furthermore, unlike previous
altack types, the A-7 could comeinat top speed at any dive angle, and stil
get top resuts
‘This ability fo strike precisely, almost surgically. atditficult targets has
made this blunt-nosed bantamweight one of the flee’s most valuable
assels and it has also given it one of the lowest loss rates per combat
sortie of any combat aircraft operated from either an aircrat carrier or a
land base. Even more impressive is the relatively low cost of the Corsair
‘and its amazing longevity, the latter based on the fact that it has been
Fevised, revamped, re-engined and remanufactured so that aircraft built
twenty years ago are flying today under new letter designations with a
future ite of at feast another twenty years, Truly a remarkable projection
{for an amazing attack plane that was derived from a famous fighter, now
‘ut of service, and has never really been given te recognition it deserves,
Early Development
In 1962 the US, Navy Bureau of Naval Weapons or BuWeps
(formerly Bureau of Aeronautics or BuAer) eliminated its altack
requirement for the proposed TFX or Tactical Fighter Experimental
aircraft. This move gave birth to a new attack aircraft program setae nia
S = [ite U» F--«
The Magic Wagon
Looking Very Much Like A Flying Frog,
Vought’s Corsair II Has Proven To Be The Best Low Cost,
Sub-Sonic Light Attack Plane Ever Devised!
called VAX (V =heavier than air, A =allack, X= experimental). VAX
‘cost projections and development time, however, were prohibitive.
The Navy therefore regrouped and created the VAL (V = heavier
than ait, A = attack, L = lightweight) program, Unlike the VAX
program, the VAL was designedto createa new light attack aircraft
from an existing and proven airframe, thus saving time and money.
Enter the Vought A-7 Corsair I
The LTV Corporation (now Ling-Temco-Vought Aerospace and
Defense Company or LTVA & DG) learned of the Navy's VAL
Program in late 1962. Ironically, LTV had been trying to sell an
attack version of its F-8 (ex-F8U) Crusader since 1952 — three
\years before the first Crusader flew. Knowa as the AU, the attack
Crusader proposal was offered in both one and two: seat configu
rations to both the Navy and Air Force. The final ASU proposal
\V-number 455, was turned down in mid-1962, just before the birth
of the VAL program. As a result of Vought's earlier investigations,
they were ahead of the game when the lightweight attack program
was announced. Nevertheless, footsteps could be heard close
behind,
‘Alter the successful design, development and deployment ot the
famed Crusader, many of the men responsible for its success
moved into other positions within the LTV organization, For exam
ple, John Russell (Russ) Clark, who was the chief design engineer
in the F-8 program, had moved into management — specifically
general manager of the Astronautics Division
Clark and a select group within the LTV organization, all F-8 men
began their task of taking the competition's existing fighter and
attack aircraft and determining how they would modify thetr aircraft
potential winning of the VAL program. "The Devil's Advo-
cates," as they wore named, assembledtwo teams of aeronautical
engineers, The Astronautics Division formed the Red Team while
the Aeronautics Division shaped the Blue Team. Jointly they
decided on the proven F-8E model of the Crusader as the most
suitable matrix to spawn the new aircraft, and since it was already
in production, it would best sult the VAL’ mold.
“The F-8E Crusader was an all-weather supersonic carrier- and
land-based fighter-interceptor powered by the Pratt & Whitney
J57-P-20 turbojet engine, an atterburner-equipped powerplant
which gave it Mach 1.8 speed at altitude. Its wing ited upward to
provide high angles of attack during takeotts and landings, thereby
allowing the fuselage to remain very nearly parallel to an aircraft
Carrier deck for good pilot visibility. Since the VAL airplane was to
be subsonic, the tit-wing was not required, nor was.an afterburner- |. Developed from the highly successtul F-8 Crusader ighte, shown here A-7 was
® subsonte,greally compressed olshoot.ullizing the Fs general layou and high
wing te carry extremely heavy loads. Prototype XFBU was on of ew acral to
exceed Mach 1 on is maiden fight and production models were frst operational
fighters to surpass the 1,000 mph mark.
2 AT was created to supplement, then replace the legendary McConnell Douglas
1 Skyhawk. This version, the A-4E. of which 499 were Bul wae powered bya
single Pratt & Whitney JS2-P-A, a non.afterburing turbojet of 8500 Ibs, static
seatevel thrust. The AE, whch is lew on July 12,196), carried upto 8,200
‘hs. ordnance on our underwing anda single undertuseage atachment pont end
2% more ordnance han its A, 8 and C Skyhawk predecestors, The AT ean eary
{wiee that amount and, unreueled, travel twice the distance ofthe A-aE.
equipped engine. Moreover, a shortened nose would provide
excellent pilot visibity, and a high wing would ensure ease of
‘maintenance access and improved turn-around time when refuel-
ing end rearming
LTVs intial study into the possibility of installing the new Pratt &
Whitney TF30 turbofan jet engine into the F-8E began March 12,
1963. This study was designed to create a turbotan jet-powered
altack Crusader. In reality this was the birth of what became the
‘A-7 Corsair (The use of the TF30 was decided by Secretary of
Detense Robert S. McNamara, and he advised that all airrame
Contractors participating in the VAL competition should design
their contender around this particular powerplant) Although
underpowered, the P & W TF30 was to be the firstpractical military
turbotan, representing the first real innovation in jet engines, since
the introduction of the turbojet in the 1940s,
‘After LTV decided on their aitrame and powerplant, they
initiated their preliminary VAL design program on May 1, 1963, The
Navy BuWeps completed its VAL Specific Operational Require:
ment (SOR) on May 17, and requested emergency fiscal year 1963,
funding for development of a non-atterburning derivative of the
Pratt & Whitney TF30-P-1 turbotan jet engine
‘What the Navy wanted to come out ofits VAL program was an
advanced, light attack aircraft capable of fying inland off an aircraft
cartier some 600 nautical miles while carrying at least 15,000
pounds ordnance. itwas then to deliver that ordnance andreturnto
its carrer, without aerial refueling. t was to be a subsonic, long:
range, heavy weight Ifter with deadly accuracy. It was to supple.
ment and eventually replace the A-4E Skyhawk, and itwas to carry
twice the A-4's payload, twice the distance, without loss of speed.
‘The A-7 was to do all this, and more,
Inadaition to LTY, three other airframe contractors became VAL
finalists: North American offered an attack version of its F-1 Fury:
Grumman, a derivative of its A-6 Intruder; and Dougias, another
version of its A-4. In the initial competition, LTV offered a re-
engined version of its F-BE Crusader.
Emergency FY63 funding approved, Pratt & Whitney com-
menced its TF30 modification program on July 9, 1963. ltstask was
3. Heart of the A7 is the Pratt & Whitney TF30 non-afterburning turbofan jet
ogi, seta the 08 node. aaxi ow engin wih mul sapecomprs
forward fan driven by 2 mull-stage reaction turbine equipped wih ul
annular fan discharge duct and designed for operation with axed are
{et exhaust nezze. tis 10676 long witha diameter of 3.50 fet
‘ry weight is 2.602 pounds. was the first fan jel a operate ina military accra.
By providing extended range, It increased A-7's lolter time to that of older
rop-riven erat, to create a special, non-attorburning version of its afterburner
‘equipped TF30-P-1 which was slated far use in the TFX program
(lt was the TFX program that gave birth to tne General Dynamics
F-1114, Grumman F-1118 aircraft)
Inits attack design process LTV came up with a shorter, deeper
F-BE airframe with a thicker and stronger fixed wing, a fore-
shortened version of the Crusader. Paul Thayer, one time chie! test
pilot and later president, chairman and chiel executive of the
Company, explained what took place:
“After we had satisfied ourselves that we knew reasonably well
\What we Nad to beat, the Red Team and the Blue Team combined
forces and came up with a design we felt would not only exceedtne
specifications but beat all of the competitors’ entries as well
The Navy teceived all proposals August 12.and began technical
evaluation. This action was followed by a cost effectiveness eve:
luation September 3 and, on September 16, the SuWeps requested
emergency funding for the VAL program, completing its evaluation
of the proposals on November 6. On November 8, the Navy tin
ished its review. It was time to announce the winner. The decision,
backed up by McNamara, was unanimous. LTV was to be prime
Contractor. A Navy official wno participated in the VAL selection
said there was never any doubt of the superiority of LTVA & DC's,
design
Based on the F-8 Crusader fighter which had huge amounts of
stretch ini its high wing gave the A-7 easy access without ladders
‘and scattolding, important in an altack bomber, And in the A-7D,
with its $5 access panels, 90 percent could be reached without any
‘special equipment, Designed from the outset fo be subsonic, the
‘AcT was given a large fuselage cross section for increased fuel
storage capacity and computerized navigation and weapons deliv
ery gear. This also made for a very roomy cockpit; and an upiit of
the rear fuselage enhanced ground clearance. To further assist
maintenance, the engine could be removed and slid out onto a
standard Navy engine dolly, without special equipment, and with
out breaking the fuselage or jacking the aircraft up 10 a specific
altitude. The blunt "Ubangi” nose aided vision and conserved
cartier deck space. as did the folding wings. Vought had created a
simall, ow cost strike fighter ($1,500,000 each without engine or
government furnished equipment) and as it took shape, it would
Confirm the fact that a light attack plane did not need to be
supersonic.
Funding and program approval came down on February 8, 1964,
and the aircraft was officially designated A-7.
(On March 19Ih, Vought was awarded a fixed-price contract,
covering continued design, development and construction of @
4. Inspected June 22-26. 1964, the full-scale engineering A-7A mockup was
omplete and acceplable, No major requests for alterations. wi The
‘mockup was so complete, in fact, appeared tobe 2 production airplane, Note
taza dealing and BE type ote radane. Weapons are dummy 2508
obs.
5. A-7A protetype number 1 of 3 [BuNo 182580) on ramp at NAS Dallas us prior to
first Hight September 27, 1965. twas tlown by John Konrad shar alter this
picture wes taken The premier Corsair I performs well and was lown success
fully 22 days ahead of schedule. Refueling probe under cockpit swings out and up
for aerial ralueling.
68.4-7Aat Navy's Patuxent, Maryland, test station. It carries 200gallon fel tanks
inboard, rocket pods on outboard pylons. This airraft mounted ol twin 20mm
‘MK 12 cannon, one on each sie of intake, 1. ties sight the Corsi 1 appears te be 2 com
pressed Fe Crusader, Clser examination, homer.
Shows many cferenes Gone she Crusaders ong.
Sek uselge variable nldece wing. 57 engine
ained note radon, thin cord verted al, ventral
Stabilizing Tis. This i ATA prototype 1 makings
it landiog a NAS Dalles on September 27, 196,
Nate eaing-and Walng-ee tla delle and he
inward ean ofthe main landing gear jus rior to
‘wuendown,
2 ATA trom Atack San. 93, peratng (om, USS
‘ainay, over Mau, Japan.
ts ease of mlenance, eng
430 mints,
ge ad carrying capably, uly equa the ar
eras empty weight.
4. The T3rd ATA produced, BuNe 153164 of atack
Squadron Vi3T (Gulls) a the USS Kty Hawk. A
inate 109 ware bull O hae, 55 ware eluted
In A7Ps forthe Poruguese hr Force, io hem
twoseatr.
4, Compared 0 £8, the AY Corsair 1 features 2
Shore deeper fuseioge and stronger wing,
many ier ehange Ineudng the ate of a no-ater
turing turban jet engine for ‘subsonic peter.
inane, Though resembles the F-8in several way,
itisa vat diferent areal. Shown are TBs of
A125 ugh Raiders
5. Two TATCairerat rom VA-174 elrazers. The
TTC In he foreground, BuNo 150767, was the 34
(ATE. which became the 3h AC belo bearing
the 4th TAC. The TAC in the background. BuNo
156780, wos the Stn A-TE/ATCblare being rena.
nulaclred to became the 45th TATC Sey seven C
Imaels were completed ané were itt equlp with
Nlean gun
6, Vought A7B of VA-46(Clansmen from USS John
Kennedy. Pad banner moll 1s one several
pte by squadron
1. This A Foree’s Tact! Air Command A7
tmploys the “Tying boon type nigh eluding
Syste in pace ol Kavy system. Shown fan AO
ihe an iT AN K-18 Sane,
1974 Navy ATs employ he probe and dog
ing eulogy alized oy aint umber
rly ATD reverch and development aera
Unretuele ad clean, te A? any 3.000 mile.
del ncorpraes advanced maneuvering ap fc &
50 percent Increase ntrning apatiies. full-scale engineering mockup, plus fight testing and delivery of
three A-7A prototypes and four pre-production A-7A aircraft, Sif!
Penalties would be incurred if certain guarantees were not met
Some of these included!
‘A. The A-7A mockup was to be ready for inspection no later
than June 22, 1964
B. The frst fignt was to take place 18 months rom the date ot
contract, no later than October 19, 1965.
©. The maintenance man hours per flight hour (MMH/FH)
was to be no higher than 11%,
D. ithe MMH /FH exceeded 17, the entire cost ofthe airplane
Was to be forfeited
E. The first A-7A prototype was to have an empty waight of no
more than 14,857 pounds.
F. Ifthe LTVA & DC did not deliver the first A-7A to the Navy
Air Test Center (NATC) at Patuxent River, Maryland, on
time, a $65 thousand per day fine was to be assessed Until
delivery was made
The penalties were indeed sti, but only one was assessed, and
i proved to be the outcome of some farsighted engineering by
Vought
‘Mockup Review, Roll-out and Flight Test
‘The mockup review, begun on time June 22, was completed
June 25. No major requests for alterations were made. The first
Prototype rolled out and was delivered to the Navy fourteen months
(Tex cantinued on page 18) of new production A7Es equipped withthe 72040. FLIR forwaré-
looking infrared) pod, housing a Texas Insiruments FLIR gimbaled sensor and a
GEC Avionics raster-HHUD cockpit display. tothe Navy began September 15 1978.
‘By June 1984, 221 A-7Es wih an AN/AAB-A5 FLIR pod wore in service, giving the
‘ATE FLIR version of the Corsair It improved nighitine capability. Shown is an
‘ATE, BuNo 160718, number 561 of aitack squadron VAI [Suniners} of the USS
Forrestal. circa 1979,
2. An ATC fx AE) of VA-82 (Marauders) snagged th arresting cable aboard the
UsS America circa 1973. This san early A-7e powered by the Patt & Whitney
‘TF30-PBturbolan engine. So engined, the ist 87 A-7Earereft wore redesigned
‘476 to halt confusion between them and A7E No, 8 and on, which are powered by
the Alion/olls-Royce TFAT-A-2 turbofan engine instead,
3. Aline study of the 55th A-7E bul. This particular A-7E went attack squadron
‘VA-146 (Blue Diamonds) on USS Constellation circa 1979. The LIVA&ODC bult
506 ATE alrralt. The frst 7 were redesignated A-7C Sisty were finshed as A-7H
alreralt an tive as TA-7Hs. One became the YA-TH/YA-TE Carslr IL-2 prototype,
and another 36 were remanulactured 25 TA-7Cs.E model is itd with at-skid
brakes. 4. The frst TFL powore ed back to
‘Vought or a eampany Sued eanversin othe proto-
{ype we-place VAT Corsair IP. This conversion was.
most suotesslul and subsequent fight esting was
faul-res, However no twos mediately
‘ordered, Shown isthe one--a-kind YA-7A during an
arly Hight West it was leer redesignated YATE to
‘vod contusion with Helene Ar Force A-TH alr.
has now been absorbed by the Navy two-seat TATE
‘rane Tie.
5. The ane-oll TA-7C protelype fox YA-7H, YA7E}
two-seat Corsair I ook of on a test Hight al NAS
Dallas with est plots Bob Resting and Jim Read inthe
cit. twas the fist light ofthe then YA.7H with
{wo oecupants, occuring September 5, 1972. Sixty
TATC trainers were converted from As, 24 fom 8S
and 36 from former Cs in 1985, 49 ofthese alrcrat
were glven new TF4t engines. Corsair i program has.
bean one of the mst cost efticient in history.
SLUF
6. The creation ol the two-seat A-7 variants was made
basis for what became two-seat Corsair I aircraft —
Including the TA-TC, TAH, A-7K andthe TA7P var.
7. Four A-7s ofthe 132nd TFW, 124th TFS relueled
by an linois ANG KC-135A Sraotanker, circa 1978.
‘Shown are A-7Ds trom Jowa ANG, bi
Moines. The Air Force was quick 1 equip ANG unit
with A-7Ds flr the Vietnam Wa. Asin th case of th
F-4 Phantom, interservice adoption of cireratt is
becoming more prevalent later at Dallas on August 13, 1965. At frst sight A-7 appearedto be
‘nothing more than a short, fat F-8 Crusader, but closer inspection
showed a world of difference.
‘As previously mentioned one penalty was assessed. This was
due to the fact that the first A-7A prototype weighed some 1,100
pounds more than specified. But since LTV purposely buill the
‘A-7A wing strong enough to carry 19,000 pounds of ordnance, an
acceptable excuse existed. One that did not displease the Navy.
‘and although a penalty was assessed, it wasn't severe, for the
heavy, incredibly strong wing was to become a champion
weightlifter.
‘To demonstrate its basic airworthiness, fight operations director
John W. Konrad initially fight tested A-7A number 1 twenty-two
‘days ahead of schedule on September 27, 1965. Although under-
powered, the plane performed extremely well and Konrad had high
praise for it, However, as speed increased, a general airframe
buffet grew, the horizontal tailplane vibrating in a random manner.
On the ground, an inspection revealed that the flap sit tunnels
‘were obstructed, spilling turbulent air over the horizontal tails. This
Was easily corrected and the aircratt soon proved itsoif very stable
and forgiving
The second A-7A prototype rolled out October 13, 1965, and
L1Vtest pilot Robert E, (Bob) Rostine initaly fight testedit October
28, 1965, at NAS Dallas. He, too, was impressed with the plane,
Bab Rostine joined LTVA & DC in 1954 as an experimental test
pilot. He became senior experimental test pilot in 1963 and chiet
‘est pilot in 1967. He became manager of international relations in
1974 and manager of customer services in 1977, He died following
2 brief iliness in 1979,
‘With only'36 and § respective days lying time between them, the
(Text continued on page 24) proposed the A-76 was tobe powered by
Allison TF4I-A-3non-afterhurning turbotan jel engine
and waste have equipment changes. Shown in USAF
markings, sone of the two A prototype aircraft —
4 modified 470. Note 5004b. bombs on outboard
'MERs (Multiple Ejector Racks) and AIM Sidewinder
missile atached to fuselage pylon,
2, Faur-view of A7D with Alson-uilt Rolls Royce
TF4i engine generating 14.500 bso thrust, gving it
2 top speed of 664 mph.
‘3. Hellenic Air Force (HAF) A7Hs are similiar to US.
Navy A-7Es. The malor ferences areas allows: The
‘ATs powered by the Allison/Rolls-Royce TFA
400, not the TF41-A-2: the H has no inlight reeling
capably; provisional ECM equipment: less armor:
‘0 FLIR pd: andno secure communications system.
‘sa land-based version of the A-7E. Shown i the irst
‘ATH example, BuNo 159662. on its maiden flight.
Note faired over relusling probe below cockpit
canopy.
4. How the first HAF A-7 appeared ait neared comple
tion, The Hs were produced alongside Navy A-7Es
‘ir Fore A-TOs:A-70 Wo. 425 is behind A-7H Na
1. Greek Air Force bought sat singh
five tandom-seat TATHs; 18 were
294n 76 and 13in 7. Hin HAF stand
the ancient name for Greece — Hellas,
5. The ATK prottype, AF73-008, which was created
{rom the 404th 4-70. Though AF serial number reads
73-008 iis ataly 73-1008 aecardng o Vought A-7
ireraltcorelaton records. Thirty new A-7Ks were
built ater this protatype's success! fight deman-
Salon program ended. Aan was irs in
6. The 3tst and last A-7K (AFBI-0077) proguced for
the USAF Air National Guard. tis also the last “now
Corsair built for any service. The ATKis atwoseat
‘ATO powered by the Alison/Rols-Royes TF4I-A-1
‘turbofan engine, and i used for pilot transition and
‘combat elicieny taining purposes, pls ober spe-
‘alized missions such as electron countermeasures, 1. The 142nd A-7B of attack squadron-VA 46 (Clans-
‘men} aboard the USS John Kennedy, circa 1976.
Prapared to launch, this A7B is carrying two 300-
‘gallon external ue tanks onthe two outboard pyions.
Fairing just below tip of vertical fn houses ECM gea
2. air of A-7Es of VX-Sralling inte drop their Mk 1
260. bombs ona target at China Lake Naval Wea
‘ons Canter. A-Es ae the Navy's best vrsion ofthe
Corsair Ul and have @ maximum takeoff weight of
‘35,104 pounds. They take 7.7 minutes to climb to
‘30,000 fet and can pul 45g na tight evel turn; 535
wore built
3. ATBs of A105 oll the USS Kitty Hawk with
end brakes extended, Area of speed brake Is 25
square fet
4, Three A7Es from the USS Forrestal. The RTE in
‘the foreground is from atack squadron VAI (Sun
ers} and the two in the background are fom VA-83
(Rampage).
5. Four ATE of attack squadron VA-146 (Blue Ula-
tmonds) of the US$ Constellation, crea 1980. Note
four blue ciamonds on each vertical tail and white
FLIR peds mounted on each inboard pylon.
6. The US. Navy received 67 P&W TF3O-powared
ATES, bul later redesignated them A-7C, avoiding
‘contusion between them and subsequent Alisan/#-R
‘TAI powered AEs, ol which 29 were bull. Shown
Is am ATC of Navy attack squadron VA-86 [Side
winders), circa 1973. Ne STORE PYLONS cena first wo A-7A prototypes were used for a public flight demonstra
tion on November 2, 1965. This event occurred at NAS Dallas, in
front of some 1,000 invited guests from the military and media. In
‘one demonstration, Konrad rolled A-7A-1 quickly in each direction
‘over the Dallas runway while carrying twelve inert 500-pound
bombs and six inert 250-1b, bombs. His friend Rostine flew A-7A-2
in clean contiguration, and sustained 4.5 g in a tight turn. It was @
compelling demonstration, well received by those in attendance,
and Rostine noted that although the A-7 “departed” or fell away at
high angles of attack itquickly recovered once thepressures were
released.
‘The third A-7A prototype rolled out November 10, 1965, and was
‘named Corsair Il in memory of its famed predecessor the Corsair
F4U aircraft produced by aviation pioneer and. hall-of-famer
Chance Milton Vought and his successors,
Further Development
“Three days alter the impressive A-7A fight demonstration at
NAS Dallas, Secretary of Defense Harold Brown and Air Force
Chit of Saft John P. McConnell made a decision of major impor-
tance to the LTV. They announced the Corsair | would be pur-
chased for he US. Air Force Tactical Ar Command, This welcome
announcement prompted additional studies by LTV planners into
an A-T derivative suted to Air Force requirements
The US. Air Force Tactical Air Command didnt possess a
‘modern turbojet-powered attack eircratt in late-1965, Instead, the
Tactical Air Commana (TAC) operated with outdated, propelier-
driven Douglas A-1 Skyraiders. and fuet-gulping, supersonic,
fighter-bombers such as the North American F-100 Super Sabre
and the Republic F-105 Thunderchiet. TAC realized their super-
sonic F-100s and doublesonic F-105s were notcostetfective. Asa
Consequence, they welcomed @ fuel-efficient. subsonic, tactical
‘round-support aircraft such as the A-7 with open arms.
Although the Air Force, TAC in particular, was 100 percent sold
on the A-7, ts specications ditfered fromthe Navy's substantially
‘A. Additional pitt, fuel system, hydraulic fluid system, fight
Controls, and powerplant protection. Increased weight, due
to additional armor.
B. The incorporation of the Air Force's Flying Boom intlight,
refueling system
©. The incorporation ofa single General Electric M61 Vulcan
20 milimeter, mult-barrel rotary cannon with 1,000 rounds.
ammunition Capacity. (This gun was eventually fitted to Navy
‘models beginning with the A-7C.)
D. The incorporation of a more sophisticated navigation and
weapons delivery system with a head-up (HUD) display.
E, The incorporation of an uprated, non-aterburning turbotan
jet engine due to increased weight
With the above requirements, both empty and gross weights
increased substantially. The Pratt & Whitney TF30-P-6 employed
inthe Navy's A-7A was not powerful enough to handle the load so
a sultable replacement nad to be found forthe Air Force version,
Meanwhile, Steward G. Madison fight tested A-7A prototype 3
on January 6, 1966, at NAS Dallas. One day later, umber 4 the
firsl pre-production example, was delivered to the Navy for the.
preliminary evaluation to begin January 10. The ial phase was.
Completed January 23, and the Sth, 6th and 7th A-7A aircraft were
delivered January 26, February 21, and March 21 respectively.
The Navy's break-in and test program was making excellent,
progress, and atter careful calculations, the Rolls-Royce RB.162-
25 "Spey engine was elected to power the Air Force's A-7. The
Alison Division of General Motors, a long-standing associate of
Rolls-Royce Limited, joined torces in an etfort to put a non-after-
burning Spey into the A-7 airframe; so teamed, the design of the
special Spey tutbotan jet engine began June 1966.
“The first 1,000 hours fight time was logged by A-7A aircraft on
July 27, 1988, tight aumber 681, just ten months after the intial
fight test. The A-7 was proving on a daily basis just how good an
aiplane it was andthe Air Force looked forwardto swifly procuring
itin squadron strength. Oficialy, the A-7 was to replace TAC's
F-100 aircraft.
24
Rolls-Royce and Allison were awarded a joint $200 milion con-
tract for development and production of the Spey engine, known
now as the TF41-A-1, on August 31, 1966. The potential of the
uprated TF41 didn't go unnoticed and the Navy, instantly inter-
ested, began A-7 re-engine plans of its own,
Four pre-production A-7As were ferried to the NATC at Pax
River during September 13-15 to start the Navy's A-7 Fleet Indoc-
trination Program (FIP), The fist fleet delivery of A-7As to the East
Coast Training Squadron (VA-174, Hell Razors) occurred October
14 when a pair of As arrived at NAS Cecil Field, Florida. This
training squadron performed an accelerated transition and flew up
to 90 hours per month in the process, 55 hours more than the
‘original design goal had called for.
TV received a contract for 74 Air Force A-7Ds on October 31,
(The reason the Air Force designated its A-7 the “D” model was
because the Navy was aboul to order its "B” model and the "C”
model was being proposed to the Navy as.a two-seat version ofits
‘own upcoming "B” model.)
The first fleet delivery of A-7As to the West Coast Training
‘Squadron (VA-122, Golden Eagles) occurred November 11 when
A-TAS arrived at NAS Lemoore, California, Dubbed "Corsair Col-
lege,” VA-122, like VA-174, perlormed an accelerated FIP.
LTV received its contract for production of the Navy A-78 model
on November 15, Simultaneously, the first A-7A carrier qualifica-
tion trials began aboard USS America,
la December 1966, the amourt of the joint Rolls-Royce/ Allison
‘TF41 engine contract increased to $230 milion — Rolls-Royce’s
part being about $100 milion,
LTV completed deliveries of Lot Ill A-7As on January 25, 1967.
‘The first operational A-7A attack squadron (VA-174, Argonauts)
‘was commissioned February 1; LotV A-7A deliveries commenced
February 8.
V-Number 463, A-7A Corsair I
‘The Navy procured 199 “A" models, the frst three examples
serving as prototypes, and the intial A flew 22 days ahead of
schedule
AIA-TA gircratt were powered by the Pratt & Whitney TF30-P-6
turbotan jet engine, a non-afterourning powerplant rated at 11,350
pounds static thrust at sea level. The -6 powered "A" had
‘maximum level fight speed of S33 knots at sealeve, while carying
six low-drag Mk 82 general purpose §00-pound bombs and 500
rounds of 20mm ammunition. Basic armament for A-7AS was
Comprised of two fixed, single-barrel Cot-Browning Mk 12 twenty
milimeter cancion with 340 rounds per cannon, two Phlco-Ford
‘AIM-9 Sidewinder infrared-quided air-to-air missiles and up to
18,000 pounds of varied ordnance on sx underwing attachment
points. The two fuselage attachment points, one on each side,
‘caied 500 pounds apiece. Thus, A-7As couldlift20,000 pounds it
required. Not bad for an airplane woighing 18,934 pounds empty.
“The Air Force issued a request for proposal March 6 toa number,
of airframe and powerplant contractors for design studies in an
advanced, low-cost attack plane. This gave birth to the A-X
(Attack, Experimenta) program which in tur led to the develop-
‘ment of the Fairchild Republic A-10 Thunderbot Il The LTVA & OC
began its A-x study Apri 5, 1967, and assigned V-number 502 to,
the program. On May 2, A Force study contracts were issued to
General Dynamics, Northrop, McDonnel-Douglas, Grumman, and
Republic for preliminary A-X design work. LTV was excluded, but
‘ot yet out of the running.
To underine the capabiliies of the Corsair Il, a pair of A-7As,
carrying four Aero-10 300-gallon external fuel tanks each, few
non-stop to Evreux, France, trom Pax River in a convincing rans-
Atlantic fight demonstration on May 19. The two planes were
piloted by Navy Car, Charles Fritz and Marine Capt. Alex Gillespie,
they traveled 3,327 nautical miles, without refueling, a7 his. t min,
‘and landed wih some 1,800-Ibs. fuel remaining, each. Actually,
each plane had enough fuel et for 12 addtional hours fight time
This was an unofficial, long distance record for non-stop fight by
single-seat, single-engine, jet-powered light attack aircraft, and
the A-7's performance should not have been lost on those consid-
(Text cominued on pepe 22) ‘Mter less than ton months of tstng. the YF-TAS had achieved 1,000 Hight hours and 681 ight tess, since John Konrad flew the prototype on Sept. 27,1965. Thee test
aiceralt were bull, the only Corsair is with elongated nese pitt tubes for instrumentation tess. In photo atop of page, the third test ship caries 2504b. bbs on
utbard pylons, 500. weapons on inboard stations, Sacond Ais shown with S00-b. gneral purpose mb. Testing was so accelerated, thatby September 1956. the
Navy had formally accepted the A7R for trials at Patuxent River and was already making plans to Introduce It ito combat. |. Pair of A-TEs equipped with FLIR pods under starboard wing. MB1AI Vulcan gun was standard in
as October 1968,
2. Formation of A-7E trom VA-174 Helrazors, an east coast replacement ar group stationed at Ceci Field. Inthis clean condition A-7Ead a op speed of 685 mph at 5.000
‘X61 mph at sea level.
3.InDetober 1966, the USAF, realizing just haw versatile and depend
Folls Royce-designed TF41-A-1 turban derived fram the Spey. Atoll of 457 were completed. lreraft was trstto introduce the Vulcan 20mm cannon. Mavy’s Emodel
from Air Force's 0. uring Vietnam War. A flew mere than 100,000 sort
‘model and retrofitted to earlier Navy medels. Operational debut
load carier he Corsair was, ordered tactical attack version, the A-7O withthe Alison bull
SLUF
ering a “low cost” attack plane.
‘The A-7A Board of Inspection and Survey (BIS) trials were
‘completed at Pax River on June 1, 1967; at the same time, 1
100th "A" rolled out in Dallas and was delivered before the end of
the month, It should be noted A-7 deliveries were on, or ahead of
contract schedule throughout the Corsair I's new-build production
history. The same proved true during various remanufacturing
programs launched later.
Pratt & Whitney released its TF30
specifications for use in the Navy's "B” model June 9. The -8
turbotan jet engine, being an uprated -6, produced 12,200 pounds
thrust, 850 pounds more than the older model
The first eight A-7As assigned to VA-147 (Argonauts) partici
pated in another carrier qualification program aboard the USS
Ranger. During June 19-27, 1967, the eight Corsair Il aircraft
completed 190 day and 62 night catapult launches. The A-7A's
(Tox! continued on page 31) 3
P-8 system basic design SLU
The Magic Wagon SLUF
The Magic Wagon
the DoD authorized a full go-ahead for A-7D production, Simul
taneously, LTV received an additional $5.5 million for A-7D pro-
‘curement which brought total funding to date to $37,446 milion,
The Navy tentatively accepted its 199th and last A-7A airplane
‘on December 12, 1967, totaling 196 pre-production and produc
tion types and three prototypes. Total average cost, complete with
engine and government furnished equipment, had been two and
‘one-half millon each.
Rolls-Royce began ful-scale development af the first production
RB162-62 "Spey 62" (Alison model 912-83) engine for the Air
Force's A-70 model in January of 1968, The TF41 -A-1 engineering
mockup was completed six months ahead of schedule and, during
the first article's second test run, it produced 14,500 pounds static
‘sea-level thrust. In the meantime, Alison had applied for and
received their required manufacturing license, needed for produc
tion of the Spey 62 in America
V-number 463, A-7B Corsair I
The 200th Corsair |! off the production ine was the first fished
A-7B (ship number 3, BuNo 154363). It rolled off in January of
1968, Essentially a developed A modal, the 8 model dillered as
follows
1. The B was powered by the uprated TF30-P-8 engine, rated
at 12,200 pounds thrust (these were later modified by field
kits to produce 13,400-Ibs, thrust),
2, The B had increased empty and gross weights.
3. The B had shorter takeolf capabilly and quicker time-to-
lime.
4, The B had increased Vuax with six low drag Mk 82 500-
pound general purpose bombs and 680 rounds 20mm
ammunition.
‘The third A-7B (the first to fly) was intially flown on February 6,
1968, at NAS Dallas by chief production test plot Joseph O. Engle.
‘The Navy bought 196 A-7B aircraft All examples were powered
by the -8 (later -408) Pratt & Whitney TF30 engine. The -408,
Powered "B” had a maximum speed of S55 knots in level fight at
sea level, while carrying six Mk 82 500-Ib. bombs and 680 rounds
of 20mm ammo, the same as in the Douglas A-4. Basic armament
was identical to the "A" model and neither type was capable of
Unlimited all-weather operation
The premier A-7D, which had rolled out in January, was initially
flight tested at NAS Dallas by John Konrad on April6, 1968. It was
Powered by an interim P & W TF30-P-6 engine. A-7D qumber 2
rolled out in March
‘The first fight of A-7D-1 had been scheduled for 29 February
and it was to be powered temporarily by the TF30-P-8 engine.
However, during the A-78's early tight test phase, the -B's second
stage turbine blades were found to be scraping the stator shroud,
Until this could be fixed, the A-7B airplane and the -8 engine were
grounded. Consequently, the lower thrust, but trouble tree -6
engine was substituted fo initiation of the A-7D flight test program,
(The -8's problem was cured simply by ti mming the turbine blades
and it became as reliable as its -6 counterpart )
Alter delivery to the NATC at Pax River, A-78-2 and A-7B-3
began their trial program on Apri 1, In May 1968, A-7E procure-
ment was expanded to 150 arcratt. The first A-7A attack squadron
(VA-147) returned to the Continental United States (CONUS) on
May 25 following its successful combat effort in Southeast Asia
(SEA). Their replacements, VA-82 (Marauders) and VA-86 (Side
winders), wentinto battle 31 May with their A-7As, flying offthe USS
America,
The Navy authorized installation of the Allison/Rolls-Royce
TF41-A-2 engine in A-7E number 68 and subsequent aicraft
in June. The 67 examples preceding them were manufactured wih
TF30-P-8 engines. Aiso in June, the production line received its
first fight-rated TF41-A-1 engine, which was installed in A-70,
number 3. During July two more A-7A attack squadrons, VA-27
(Royal Maces) and VA-97 (War Hawks), flew first strikes into North
Vietnam off the USS Constellation in the Gulf of Tonkin. The A-7B,
trials ended September 24 and the B model soon entered combat
along with the A model, On the same day the 100,000th flight hour
was recorded by A-7As, A-7Bs and the first two A-70s,
During the early part of September, A-7D-3 (AF67-14584) was
transported via Super Guppy to the Air Force Flight Test Center
(AFFTC) at Edwards AFB, California, Fitted with the TF41-A-1
engine, it was successfully fight tested September 26 by John
Konrad. The successtul, but late flight test lasted 1 hour 45 min-
Utes; the original fight date was July 10. n early November the th
A-7D flew, t being the first avionics complete test plane.
V-number 487, &-7D Corsair I!
‘The US. Air Force Tactical Air Command bought 459 A-70
aircratt as tactical fighters to replace their F-100s. Except forthe first
{wo examples, all "D" aircraft were powered by the Allison/ Rolls-
Royce TF41-A-1 turbofan jet engine, a non-atterburning power-
plant rated at 14.250 (now 14,500) pounds static sea-level thrust
‘The TF41-powered A-7D has a maximum level fight speed of 567
knots at sea level while carrying six Mk 82 bombs and 500 rounds
‘of 20mm ammunition. Its capable of all-weather operation and
carties the same ordnance as ather Corsair lis.
The first Navy A-7E model olled out on Noveriber 7, 1968. was,
initially tight tested at NAS Dallas by Bob Rostine on November 25
and was powered by the now “fixed” -8 engine, On December 11
the LTV began studies into two additional A-? models — V-number
508, two:place version designated TA-7C, and V-number 509,
another two-place airplane designated TA-70; the iormer being a
proposed trainer-attack plane for the U.S. Navy, the latter atrainer-
attack plane for the U.S. Air Farce, The company also began athird
study (V-number 510) for a two-place special mission type for the
Air Force's “Wild Weasel” program in Southeast Asia, These three
studies set the stage for what ullimately became the Navy's TA-7C,
the Air Force's A-7K, the Greek Air Force's TA-7H, and the Portu-
guese Air Force's TA-7P — all two-place aircrall. According to
Vought the A-7E and its derivatives were designed for a fight ite of
4,000 hours and a load factor of 7gs al @ 30,000 Ib, combat weight,
‘The first A-7B equipped attack squadron was deployed aboard
the USS Enterprise (Carrier Air Wing CVW-11) on January 6, 1969.
(On March 4, A-7Bs from VA-174 oft USS Ranger entered into
‘combat in SEA. The Navy accepted its 196th and last "B” May 8,
‘and it was delivered to a user squadron May 15.
V-number 529, A-7E Corsair Il
The US. Navy procured 596 A-7E aircratt. The premier TF30-
powered A-7E (now A-7C) flew on November 25, 1968, while the
first TF41-powered example flew March 9, 1970.
Except the first 67 aircrait, all A-7Es were powered by the
Allison/Rolis-Royce TF41-A-2 turbolan jet engine, a non-atter
‘burning powerplant rated at 16,000 pounds static thrust at sea
level. The TF41-powered E model has a maximum level fight
33 1. An A-7Dof the Puerto leo Air National Guar circa 1977. The A-70 is equpps
‘ith eight weapons sation or pylons. The twa missile launchers on ether sie of
the fuselage are Aere3/Bs, and usually cary Sidewinders, The two Inboard
underwing racks are MAU-12C/As: the two midole racks are MER-IONs. THEY
usually carry fuel anks or bombs, The two outboard rack are TER-GAS The A-7D
‘an carry either the LAU-3 or LAU-32 wing-ountad rocket launchors, and the
{AU-88 wing mounted missile launcher. In many varied configurations, the A-7D
‘an carry and deliver more than 100 diferent types of ordnance.
2. an early A-7K, AFT9O46O. ofthe 162nd TFTG, 152nd TFS, during» weapons
training perid, is shown loading fuel tanks, The tall oe AZ means that this A-7K
belongs tothe Arizona Air National Guard. This particular uni isthe only ANG
training squadron forthe A? airplane,
‘3. The first four A-7Aaieraft being transformed int the irs four Portuguese Ait
Force ATP aircraft
4 Four Portuguese Air Force A7Ps information olf the coast of Portugal. Portugal
Intally bought 20 returbished A-7As as A-7Ps, and 24 more later, nation asx
‘tandem seat TA7Ps,Reengined withthe TF30-P-408 andfited with -7E staré
Avionics, the premier A-7P lew in 1981. Now the PAF has $0” areraf, Thay
‘supplemented and/or replaced the Fiat 6.91Rs built inlay
speed at sea level of 585 knots while carrying sixMk 82 bombs and
1,000 rounds of 20mm ammunition in its single Vulcan M61At
Basic armament was consistent with other Corsair Ils, except later
Es were equipped with the Texas Instruments AN/AAR-45 FLIR
(Forward Looking Inirared) pod for improved nighttime operation
The E ‘ capable of all-weather operation and, lke its relatives,
carries more than 100 different weapons.
The first TF30-powered A-7E was delivered to Pex River June
13, 1969, to begin its BIS program. On August 4, VA-122, the West
Coast Training Squadron at NAS Lemoore, received its initial
‘TF30-powered A-7E (number 20).
Alter a 2-hour 20-minute ferry fight rom NAS Dallas August 21,
‘A-70-7 arrived at Edwards where it was tested for overall pertor
mance capability including stablity and control characteristics,
Two more Ds arrived shortly afterward and both underwent wea-
on system shakedovins and support suitabilly testing. A-7D-11
‘was delivered to a TAC unit rom Luke AFB, Arizona, for operational
{taining September 1; this TAC Training Unit being part of the 58th
Tactical Fighter Wing (TFW) TDY at Edwards. In the D, advanced
maneuvering flaps give the aircraft a 25 10 30 percent increase in
turn maneuverability,
The BIS program at Pax River for TF30-powered A-7E aircraft
began on September 23, 1969. On September 30, a special wea-
pon system conference at NAS Lemoore with A-7A, A-7B, A-7D
and A-7E aircraft concluded. A-7E carriers trials ended on October
26 and, on November 16, the 16th A-7D airplane was delivered to
the TDY Tactical Air Command Training Squadron at Edwards
AFB.
The first TF41-powered A-7E was ship number 68; however,
‘number 68 came off the Dallas production line firstand was the first
to tly, on November 25. This particular airplane was modified to
serve as a special weapons test vehicle and, to distinguish itfrom
the other Corsair Ii models, it was designated A-7i.
‘The frst TF30-powered A-7E for service with the Allantic Fleet
arrived at NAS Cecil Field on December 15 following a ferry fight
from NAS Dallas. Onthe same day, two TF30-powered A-7E attack
‘squadrons (VA-146 and VA-147) completed their respective pre-
deployment weapons delivery sessions at Fallon, Nevada. Both
squadrons were declared ready for deployment on New Year's Eve
day, 1969,
‘The A-7 Corsair II had already proved its military value during its
young five-year history. It was flying well, delivering weapons
‘accurately, batting admirably, and it was easy to maintain. Pilots
‘and maintenance crews were already expressing high praise for
the aircraft, calling it “the best damn lite attack plane around,
A first, longitudinally unstable, when flown with the computer's
‘AFCS (Automatic Flight Control System) the problem disappeared
and the flexbilty given the pilot by the aircraft's programmed
weapons delivery and navigation systems was unparalleled.
‘A-TE number 68, the second TF41-powered “E" to roll out, frst
flew March 9, 1976. It was ferried from NAS Dallas to NAS Cecil
Field on the same day and delivered to VA-174,
Atlack squadrons VA-146 (Blue Diamonds) and VA-147 (Argo- 6 First of fve TA-TH aircraft forthe Grek Ar Farce, BuNo 161218. during Inial
Hight on March 4, 1980, from NAS Dallas. The TA-i i a two-seat version af tho
ATK
6. An A-7D,AF7O-1045, rom Davis Monthan AFB Arizona, ofthe 56th TFW, 39rd
TFTS, circa 1974 This particular O was the 1Gist A-70 of 450 built an AO-11
1. An A-7D othe 169th TFG, 157th TFS, belonging a he South Carolina ANG, based
at MeEntive, South Carolina, cea 1976. Note plot's personal equipment pod
mounted tothe port center pylon.
£8. Improved Corsair ost out tothe Falrchild Republic A-10 Thunderbolt attack
aircraft, which incrporates a single 3mm cannon and eleven weapons pylons. At
maximum weight the A-10can carry eighteen Mk 82 50D. bombs, 1360 rounds
‘of 30nim ammunition and 10,650 bs. of internal ue. is powered by two General
tric TF34-6E-100 turbofan jet engines, rated at 065 hs thrust each has 2
{op speed of 385 knots at sea level in ove ight anda design diving speed of 450
kos. An awesome attack plane, it can probably sustain mare damage than the &7,
but was it worth the extra cost? SLUF
The Magic Wagon
‘nauts) were the first to deploy TF30-powered A-7Es. Both squad-
rons deployed aboard the USS America on April 8 and entered
combat May 26, Interestingly the TF30-powered A-7E BIS program
at Pax River had only just ended June 8 — that is, 12 daysatter the
type had entered North Vietnam. These two attack squadrons flew
approximately 3,000 sorties, totalling 5,700 hours without the loss
(of one airplane during the Vietnam War.
(On June 23, 1970, A-7D 22 was delivered to TAC for use in the
AGML-E5 missile test program at Nellis AFB, Nevada. Being @
‘TV-guided air-to-ground missile, the Hughes AGM-65 Maverick
later became par of the A-7’s standard armament. During July the
57th Fighter Weapons Wing (FW) at Nellis received ts fist four
detintive A-7D aircraft. These were used for all-out performance
testing by a detachment unit of the S7th under Lt. Col. Charles
McClaren. Earlier, when VA-147 100k its A-7As into battle in SEA,
then Maj. McClaren and three Air Force pilots were temporarily
attached to VA-147. Their mission was to obtain frst hand Corsair
Il experience in a wartime operation called "Coronet Stallion
During their 18-month operation from the USS Ranger, the Air
Force pilots lagged some 1,200 hours in A-7As, each pilol averag-
ing 65 combat missions and 125 carrier landings. McClaren and
his three TDY pilots were all impressed with the A-7. They had
learned its idiosyncracies and later passed them on to the Air
Force. They were: “The A-7 tends to roll out in turns andis not as
stable as the F-105 the Al Force had been flying — a much larger
aircraft — you don't flare the A-7 on landing. You pick out a pointto
impact on and fly to it”
In @ show of endurance a lone A-7E from VA-192 (Golden
Dragons) established an unofficial transcontinental speed record
for single-engine jet-powered aircraft. Piloted by Lt. Cdr. RD.
Pieter, ne A-7E tlew non-stop from NAS Lemoore, California, 10
NAS Cecil Field, Florida, and back in 12.2 hours on August 25,
1970.
Air Force inflight refueling tests were completed September 15
with A-7D number 17. This was the first "D" model to incorporate
the Air Force's “tlying boom” inflight refueling (IFR) equipment; the
first 16 aircraft had come off the assembly line with US, Navy
“hose and drogue” IFR equipment. On September 17, the first
combat-ready A-7D (number 27) was delivered to the 354th TFW
‘atMyrtle Beach AFB in South Carolina. A-7Ds completed their first
10,000 fight hours without the loss ofa single airplane November 6
and, on December 9, he LTV delivered A-70s number 58 and 6810
the 354th TFW completing the first A-7D tactical fighter squadron.
(On December 14, A-7D number 52 was delivered to the second
USAF/TAC squadron. By the end of January 1971, two of the first
three A-7D squadrons in the 354th TF wing were complete (the
51th TFS and 355th TFS). The third squadron being the 44561h,
TES; training was provided by the 310th TFTS at Myrtle,
On January 31, 1971, the Navy approvedan engine modification
program for those A-7 aircraft powered by the Pratt & Whitney
TF30-P-8 engine — without changing the designations of the user
aircraft. The change was a field kit modification program to create
36
a “hot rematch’ of the -8 and not a new engine. With field kits
installed, the 12,200-Ib, thrust -8 became the 13,400-Ib. thrust
408. As such, the -408 had been fight rated in December of 1970.
Ater a non-stop flight from NAS Dallas to Paris, France, with two
aerial refuelings enroute, A-7Ds number 123 and 125 performed at
the 1971 Paris Air Snow during May. They returned to Dallas after
what was hailed as a very fine showing. On July 16, the frst A-7D
was delivered to the second A-7D wing (355th TFW) at Davis-
Monthan AFB, Arizona; the 355th TFW being comprised of four
squadrons. On Octover 19 the first wing to be declared operation
ally ready with A-7Ds (354th TFW at Myrtle Beach AFB, SC.)
became so, five months alter 2 firepower demonstration a Fort Sil,
‘Oklahoma, where the A-7D had carried more than its own empty
‘weight in ordnance alone, nearly 10 tons.
Ina move to avoid contusion between the first 67 TF30-powered
A-TEs and subsequent TF41 -powered A-7Es, the Navy redesig
‘nated the former. Thus, on December 1, the first 67 aircraftbecame
ATES.
V-number 29, A-7C Corsair I!
‘The Navy Dought 67 A-7C aircraft. All were powered by he Pratt
& Whitney TF30-P-408 turbofan jet engine, @ non-atterburning
powerplant rated at 13,400 pounds of static sea-level thrust; how-
ever, they came with 12.200-Ib. thrust -8s originally. The -408
powered A-7C had a maximum level light speed of 955 kias (knots
indicated airspeed) at sea level while carrying six Mk 82 bombs
land 1,000 rounds of 20mm ammunition for its single Vulcan can-
ron. lis basic armament was the same as A-7A and A-7B aircratt,
except for replacement of the old Mk 12 20mm cannon.
LTV had been studying two-seat derivatives of the A-7 since
December of 1968 and, on December 14, 1971, it sent a letter to
the Navy requesting the authorization to create a two-seat model of
an A-7E using in-house funds. It also requested the return of the
first TF41 powered E mode! for the conversion program. The Navy
approved their request and a contract was signed on February 7,
1972. The two-seat prototype was designated YA-7H and the
company dubbed it Corsair I, fortwo squared. On February 23 the
68th production A-7E (now A-7E qumber 1, BuNo 156801, since
ships 1 through 67 were now A-7C aircraft) arrived back at Dallas
for the conversion program. The YA-7H project agreement was
signed March 9, and the Navy's go-ahead became official. Mean-
while, the last A-7D was delivered to the second A-7D wing (355th
TFW at Davis-Monthan AFB) on March 17, 1972
V-number 519, YA-7H Corsair Il?
‘The one-of-a-kind YA-7H was created in an effort to demon-
strate the potential of a two-seat derivative of the single-seat
Corsair and to demonstrate the value of a two-seater as either an
advanced combat efficiency trainer or pilot transition aircratt. To
create this one-off airplane, LTV added a 1 foot 4-inch nose exten-
sion and a 1-foot 6-inch longer aft section, with the aft section plug
‘nine with the wing training edge. An overwing fairing modification
kept the fuselage lines symmetrical, and enough space was 2 TF41 THRUST AUGMENTATION
1. The improved non aterturning Alison TF urolan et engine othe A70. &
Wis 951 fin length, 2098. nclamoer an weighs abou 300 pounds dy. is
awe spol, 0.741 bypass cali engine incorporating a round fixed geometry alt
inet, and a twin shat compressor system.
ion to inerease thrust output to over
23.0 Ib. The Corsair Il woud also have a 29.5 inch forward fuselage stretch,
175i. at plug and an adllonal 172 gallons internal fel, whilekeaping its 14°30"
‘ail clearance, wih the afterburner exkaust nozzle ull open,
created for a second cockpit. To alow the same approach and
landing atitudes of single-seats A-7s, in spite o the longer fusel-
ago, the rearmost fusolage section was ‘kicked upward 1 degree
19 minutes and fuselage length was increased from 46 feet 1/6
inches to 48 feet 2 inches.
in 1971 the Swiss Air Force began shopping around for apossi-
ble replacement aircraft for its aging leet of British Venoms, and
immediately showed a real interest in the Corsai I. In hope of
{garnering additonal sales the company modified two factory fresh,
‘A-7Ds (ships number 205 and 214) and temporarily redesignated
them A-7G for an evaluation program forthe Swiss. The wo A-7Gs,
left NAS Dallas for Switzeriand on Apri 11, 1972. The projected
‘export model was tobe powered by the proposed 17,000-1a. thrust
Alison TF41-A- engine, be equipped with avionics meeting Swiss
requirements, and wast carry ordnance specitied by the potential
buyer. The pair of A-7Gs were flown ina fight and weapons
Gemonstation that began May 90, 1972. The Swiss were
impressed, even though the aircraft were powered by A-1 engines,
ince the “3 model was only being proposed at ihe time. Both
aircraft returned to Dallas in June and the Swiss authorties consi
dered competitor aicrait for quite some time before ultimately
buying 30 rebuilt Hawker Hunters. Before their decision they had
‘evaluated the Fiat G.91 YS, McDonnell Douglas A-4M Skyhawk Il,
‘and the A-7G. Since no orders for the A-7G came about, the two
‘A-TG demonstration aircrat reverted back to A-7Ds
‘The 65th Fighter Weapons Squadron at Nelis AFB received its
first A-7Ds on June 28. These were quick'y thrust into weapons
Golivery exercises in anticipation of A-7D deployments to SEAand
action in Vietnam. The third A-7D wing (28rd TFW) was activated at
England AFB, Louisiana, on 1 July, the 4554th Tactical Fighter
Reserve Squadron at Myrtle Beach AFB. On July 5 the third A-7A
equipped naval reserve squadron (VA-305, Lobos) received its
fist two A-7A aircrat. On July 27 the 1000th A-7 was delivered
when A-7D-241 arrived at Mytle to serve with the 364th TFW,
355th TFS,
TF41 AFTERBURNER ENGINE
INSTALLATION IN A-7D.
29.5 IN. FWD STRETCH
172 GAL ADDED FUEL
7.5 IN. AFT PLUG
RETAIN 14°90’ TAIL CLEARANCE, NOZZLE OPEN
‘The one-off YA-7H Corsair ll tandem seat prototype was intially
flight tested at NAS Dallas by John Konrad on August 29, 1972. His
54-minute shakedown flight culminated with a .88 Mach number
being attained at 30,000 tet
(On October 12, A-7Ds trom the 54th TFW arrived at Korat Royal
‘Thai Air Base, Thailand, and from there flew their frst sorties into
Cambodia, Laos and North Vietnam on October 16. Now, all pro-
duction mode's of the A-7 had been in combat.
Proved flight worthy, the two-seat YA-7H prototype was ferried
to NAS Lemoore to beginits first cemonstration activity on October
30, 1972. A bombing halt in North Vietnam was ordered December
30 and, on the following day, A-7D deliveries to TAC totalled 387
aircraft. A bombing halt in South Vielnam was ordered on January
27, 1973, and in Laos on February 22. The two-place YA-7H
‘demonstration tour at NAS Lemoore ended on the follawing day. It
had been well received
Under command of the 986th TFW, a single A-7D equipped
Search and Rescue (SAR) squadron was formed in SEA on March
15, 1973. A second one-week YA-7H demonstration for the U.S,
Marine Corps began June 18. On July 9, a two-week demonstra
tion began at Andrews AFB, Maryland. Navy A-7Es won the Best
Hit 1973 Bombing Competition at Istrana, Italy, on July 18 and, on
July 23, the two-week YA-7H demonstration at Andrews AFB
ended,
(On August 18 2 bombing halt in Cambodia was ordered, and an
A-70 flew the last strike that day. A-7Ds flew 6,848 combat sorties
during the Vietnam War with the loss of only four aircraft o enemy
fire, Navy A-7As, A-7Bs, A-7Cs and A-7ES faired much the same
AAs alight attack airplane for the Navy, a tactical fighter-bomber for
the Air Force, the A-7 had proved its prowess in tough, wartime
situations.
Revamping and Air Guard Revitalization
‘The 150th TFG's 188th TFS was the fist Air Force Air National
Guard unit to get A-7Ds. This squadron of the New Mexico ANG at
37 SLUF
The Magic Wagon
Kirtland, New Mexico, received its frst A-7D on September 19,
1973. Meanwhile, LTV submittedits TA-7C proposal to the Navy on,
November 7. The TA-7C was offered as & two-seat trainer-attack
derivative of the single-seat Corsair Il Il was to be born of emanu-
factured A-7Cs (ex TF30-powered A-7Es) and TF41-powered A-
7Es, They were also offered with the uprated TF30-P-408 engines,
V-number 519, TA-7C Corsair I!
The Navy procured 60 two-seat TA-7Cs. They were produced
from 24 remanutactured A-7Cs and 36 remanutactured A-7Es, All
of them were powered by the Pratt & Whitney TF30-P-408 turbo-
fan jet engine, a non-afterburning powerplant rated at 13,400 lbs
Static sea-level thrust Fifty were re-engined with tne Allison/Rolls-
Royce TF41-A-2. The TF30-powered TA-7C hada maximum level
flight speed of 535 knots at sea level while carrying six Mk 82
bombs end 600 rounds of 20mm ammunition; the TF41-powered
TA-7C was capable of 547 kias. Ordnance loads werethe same as
‘other Corsair II models,
LTV proposed its A-7D(ER) model to Air Force Tactical Air
Command on April 16. As proposed, the “ER” derivative was to
have a longer fuselage, an uprated TF41 engine, increased internal
fuel tankage, higher maximum weight, anda single GAU-8A 30mm
camnon (the same as employed on the Fairchild Republic A-10).
Tho "ER" was offered as an alternative to the Thunderbolt 2 but it
would not be capable of carrying the same amount of 30mm
‘ammunition (1,350 rounds in a single drum). Ironically, on the very
same day, the A-7D versus A-I0A fly-off at Fort Riley, Kansas,
began. As touched on earlier the A-7 was not out ofthe AX picture
yet. Though LTV had nat been contracted to develop an AX con
tender, it was now competing against i
The tly-off between the Corsair and the Thunderbolt ended May
10 and both the LTV and Fairchild Republic began their respective
waiting periods for a decision. The A-10 had already eliminated its
original foe, Northrop’s A-9. Meanwhile, the two combat squadrons
‘operating A-7Ds in Thailand returned to the United States May 19,
which left only the A-7D Search and Rescue squadron there,
A letter of offer was signed June 14 for sixty A-7H Corsair I
single-seat aircratt. These were offered to Greece's Hellenic Air
Force as export models of the USN's A-7E; basically, eland-based
‘model of the A-7E retaining the folding wing and arresting hook,
while keeping the same Navigation-Weapon Delivery System
(NWDS) employed by both the U.S. Air Force A-7D and US. Navy
A-TE aircraft. They were offered with 18,000-Io. thrust TF41-A-400
‘non-afterburning turbotan jet engines
‘The Navy contract for the first three TA-7C aircraft was signed
June 27.It was about this time the one-of-a-kind YA-7H Corsair ll?
two-seat prototype was redesignated YA-7E to avoid contusion
between it and Greek A-7Hs, During July 8-9, he A-7H configura
tion and specification review was held in Dallas for Greek officials
V-number 529, A-7H Corsair Ii
‘Through the U.S. Navy the Hellenic Air Force (HAF) purchased
60 A-7Hs, The A-7H's maximum level-light speed at sea level was
567 kis while carrying six Mk 82 bombs and 500 rounds of 20mm
‘ammunition. The sixty A-7H aircraft went to three Greek Air Force
squadrons: 338, 340 and 345,
In US. service, while the Air Force was busy equipping its ANG
Units with the “D” model, the Navy was equipping as front line
squadrons with A-7Cs and A-7Es.
The first A-70 flew April 6, 1968, while the first Fairchild A-108
flew May 10, 1972 — 49 months later. The A-10 had been designed
under different criteria, and technologies had advanced dramati-
cally in that 49-month period. The A-10 had also been designed
from the outset as a specialized ground attack machine and it
proved that it Could do its intended job very well indeed. Following
the A-7/A-10 tly-off debriefing in Washington, D.C., on September
4, 1974, the winner was announced, Good as the A-70 was it lost
the fly-off competition. The aforementioned A-7D(ER) was not
proceeded with, and the A-10 went into production,
To create the fist TA-7C two-seater for the US. Navy, an A-7B
‘was bailed back to LTV on November 15. The TA-7C two-place
‘cockpit mockup review occurred during November 18-20 at Dal-
las. Al this time the TA-7C was being considered as an in-tandem
arrangement, two-seat advanced trainer with tactical capabilities
including ECM (Electronic Countermeasure) duty, The A-7B
arrived back at Dallas February 28 for conversion.
The first Hellenic Air Force A-7H airplane was completed one
day ahead of schedule on March 11, A formal A-7H acceptance
‘ceremony for the delivery of the first three A-7HS took place on
August 5. The planes departed Dallas on August 12, arriving in
Greece on August 17.
‘On December 19, the Hellenic Air Force A-7H pilot school at
NAS Cecil Field ended. Unfortunately, the 15th production A-7H,
‘crashed March 22, 1975, near Souda, Greece; the first reported
A-TH accident. The premier TA-7C rolled out on June 16, it was
followed by number 2 on August 1, Between April8, 1970,and April
15, 1976, thirty-two A-7C/E squadrons were deployed aboard
sixteen aircraft carrirs.
Ina show ot rapid deployment, 18 A-7Ds from Myrlle Beach AFB
in South Carolina flew non-stop to German on August 30, 1975,
Where they participated in NATO maneuvers, and returned Sep:
tember 20. On September 24 the Navy canceled the last six A-7Es
‘on order, BuNos 160881 through 160886, thereby ending A-7E
production at 596 aircraft. In December A-7D production ended at
‘459 aircraft. The final A-7D acceptance fight occurred December
15
Robert T. (Bob) Dewey joined LTV in January of 1969 as an
experimental test pilot. He first flew the premier TA-7C at NAS
Dallas on December 17. He flew it ahead of schedule since it
wasn't to be flight tested until January 7, 197. By January 1, A-7
deliveries of all models totalled 1,470 aircraft
‘The 354th TFW made its last "mission-ready’ tight, with its last
eight A-70 aircratt, fying out of Myrtle Beach AFB in April 1978. At
this time USAF/TAC started retiring its front line A-70s to addi-
tional Air National Guard units.
The Navy began acccepting A-7Es equipped with FLIR
(Forward-Looking Infrared) pods September 18. For improved
Aighttime operation, the A-7E FLIR variant carries a 720-Ib. pod
under ts starboard wing. It houses a Texas instruments FLIR
sgimballed sensor and a General Electric HUD display in the cock
Bit. A-7Ds ikewise adopted this AN/ AAR-45 FLIR pod, which gives
the Corsair I! all-weather capability
Attack squadrons VA-122 (Flying Eagles) and VA-174 (Hell
Razors) began acceptance of the first TA-7Cs for their FIP in
December of 1978. The TA-7C program went smoothly and the
Navy now had its two-seat Corsair I
In April 1879, the LTV received an Air Force contract covering UHF-FF ANTENNA
ROLLS ROYCE/ALLISON
TR41-A-2 ENGINE
1,009 ROUND.
AMMO DRUM
EMERGENCY
POWER,
PACKAGE
HEAD-UP_
DISPLAY
INFLIGHT
REFUELING
RS
