UNITED STATES MILITARY AIRCRAFT by Jos Heyman

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1 UNITED STATES MILITARY AIRCRAFT by Jos Heyman Tri-service A = Attack Last update: 1 July 2016

2 A-1 Douglas Skyraider Specifications: span: 50', m length: 38'2", m engines: 1 Wright R W max. speed: 321 mph, 516 km/h (Source: US Navy) The Douglas Skyraider was an attack aircraft which served the US Navy and the USAF between 1945 and Production ceased in 1957 with a total of 3155 built. On 18 September 1962 those aircraft designated in the AD series and still remaining in service, were redesignated as A-1, as per following table: US Navy Tri-service AD-4NA A-1D AD-5 A-1E AD-5W EA-1E AD-5U UA-1E AD-5Q EA-1F AD-5N A-1G AD-6 A-1H AD-7 A-1J The designations A-1A to A-1C were not assigned. The A-1E version had a length of 40'2" m. A number of EA-1Es were converted to A-1E, including , , , , , and The designation EA-1E2 was used for a number of EA-1Es which were further updated whilst the designation NA-1E was applied to a single A-1E (132443) used for testing. The NA-1G designation was applied to a single A-1G used for testing. It had the serial The A-1J was a vastly improved version with a span of 50'9", m, length 38'10", m and 1 Wright R WB. During the Vietnam war a number of A-1E and A-1Hs were transferred to the USAF where they were flown with their BuAer serial. Some reference sources list these serials with the FY52 prefix. Refer also to AD, BT2D

3 A-2 North American Savage Specifications: span: 75', m length: 65', m engines: 2 Pratt & Whitney R W + 1 Allison J33-A-19 max. speed: 420 mph, 676 km/h (Source: NASA) The Savage was an attack aircraft with a mixed propulsion system which included a jet engine in the rear fuselage. On 18 September 1962 those AJ-1s and AJ-2s remaining in service were redesignated as respectively A-2A and A-2B. The A-2B version had a length of 71'5", m and was fitted with R and J33-A-10 engines. As all AJ-1s and AJ-2 had been withdrawn from use by October 1959, the redesignation was for three AJ-2s were "bailed" to NASA Lewis Research Center in the January 1960 to September 1964 timeframe. They were serials , and carried NASA number 230. Refer also to AJ

4 A-3 Douglas Skywarrior Specifications: span: 73', 22,25 m length: 74' 2", m engines: 2 Pratt & Whitney J57-P-6 max. speed: 605 km/h, 973 km/h (Source: US Navy) The A-3 was a twin engined carrier bomber which, although similar in overall configuration to the B-66, had significant differences from the B-66 and may be considered to constitute a separate design. On 18 September 1962 those aircraft designated in the A3D series and still remaining in service, were redesignated as A-3, as per following table: US Navy Tri-service YA3D-1 YA-3A A3D-1 A-3A YA3D-1Q YEA-3A A3D-1Q EA-3A YA3D-1P YRA-3A A3D-1P RA-3A A3D-1T TA-3A A3D-2 A-3B A3D-2Q EA-3B A3D-2P RA-3B A3D-2T TA-3B A3D-1Z VA-3B Of the above aircraft the YEA-3A carried serial , the YRA-3A serial , the YRA-3B serial whilst it is apparent that 25 EA-3B and 30 RA-3B were redesignated. Some reference sources claim that the VA-3B version consisted of one converted EA-3B and 5 converted TA-3Bs but whether these conversions took place prior to 18 September 1962 is not clear. Two A-3As and a YA-3A were used for testing purposes as NA-3A. They carried serials , and Another A-3A (135411) was converted as NRA-3A to test reconnaissance systems whilst YRA-3A was also flown as NRA-3A. A number of RA-3As were converted as ERA-3A. The A-3B version had a span of 72'6", m, a length of 76'4", m and was equipped with 2 Pratt & Whitney J57-P-10s. A number of A-3Bs were converted with hose and reel refueling gear and were redesignated as KA-3B. The aircraft included , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , and About 40 A-3Bs and KA-3Bs were fitted as EKA-3B as TACOS (Tanker Aircraft, Counter Measures Or Strike) aircraft. The known serials include , , , , , , , , , , , , , , , , , , , /142652, , , , /142662, , , , , , /147660, and / A number of A-3Bs (138925, , and ) were used for permanent testing as NA-3B. The designation VA-3B was used for aircraft converted as carrier transport aircraft.

5 At least 10 RA-3Bs were converted as ERA-3Bs (including serials , , , , , , and ) whilst six RA-3Bs (142256, , , , and ) were used for permanent testing as NRA-3B. One of these (144834) was further designated as TNRA-3B. At least two TA-3Bs ( and ) were fitted with a 18', 5.48 m tail extension and were redesignated as NTA-3B. They were flown with civil registrations in addition to the serial. The designation UA-3B was used for several aircraft converted for utility duties. Serials included , , , , and Refer also to A3D, B-66

6 A-4 Douglas Skyhawk Specifications: span: 27'6", 8.38 m length: 39'6", m engines: 1 Wright J65-W-16A max. speed: 676 mph, 1088 km/h (Source: US Navy) On 18 September 1962 those aircraft designated in the A4D series and still remaining in service, were redesignated as A-4, as per following table: US Navy Tri-service YA4D-1 YA-4A A4D-1 A-4A YA4D-2 YA-4B A4D-2 A-4B YA4D-2N YA-4C A4D-2N A-4C YA4D-5 YA-4E The designation A-4D was not assigned. The YA-4A had a length of 39'1", m and was fitted with a Wright J65-W-2 engine whilst the A-4A version had a Wright J65-W-4 engine. The designation TA-4B was assigned to A-4Bs which were relegated to training duties. Serials included , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , ; ; , , , , , , , , , , , , , , , , , , , , , , , , , and One A-4B with serial was used NA-4B. The A-4C version had a length of 40'1", m. A-4Cs and were used for permanent testing with the designation NA-4C. The A-4E version had a length of 42'11", m and was equipped with a Pratt & Whitney J52-P-6A engine. The A-4E was ordered as A4D-5 but was redesignated as A-4E before delivery of 499 aircraft began with serials /149666, /150138, / and / A batch with serials / was cancelled. Two YA-4Es were designated as NA-4E for permanent testing. The serials were and The TA-4E designation was assigned to two prototypes of the TA-4F. They carried serials / and flew for the first time on 30 June The length was increased to 42'6", m and they were fitted with a Pratt & Whitney J52-P-8A. Later they were redesignated as TA-4F. The YA-4F (150050) was an A-4E converted as the A-4F prototype. The production version, which had a length of 40'3", m flew for the first time on 31 August 1966 and 147 were built. Of these most were later refitted with Pratt & Whitney J52-P-401 engines. The serials were (a converted A-4E), / and / whilst the batch / was cancelled. The EA-4F was a conversion of four A-4Fs for ECM missions. They had serials , , and Some aircraft, including were used as NA-4F test aircraft. The TA-4F was the production version of the TA-4E and was built with serials /152103, /152878, /153531, /153690, /154343, / and / A single TA-4F (153481) was later converted as ETA-4F. The designation NTA-4F was applied to aircraft used for test.

7 The A-4G and TA-4G designations were applied to versions of the A-4F and TA-4F for the Australian Navy. There were A-4Gs with serials /154910, , , , , / ans and TA-4Gs with serials , and / The A-4H designation applied to 90 A-4Fs for the Israel Air Force. They had serials /155289, / and / The training version was TA-4H and 10 were built with serials / and / The TA-4J was a simplified version of the TA-4F with a Pratt & Whitney J52-P-6 engine. 293 were built with serials /155119, /156950, /158147, /158527, /158723, /159104, / and / In addition many TA-4Fs (152103, , , , /152855, , , /152864, , , , , , , , , /153463, , /153469, , /153479, /153484, , , /153498, , , , , , , , /153518, , , /153526, , , , , , , /153672, /153681, , , , , , /154293, /154298, , , , , /154315, /154319, , , , , /154332, , , /154343, /154619, , , , /154636, , , , and ) were converted to this standard. The designation NTA-4J applied to aircraft used for testing. The A-4K and TA-4K were A-4F and TA-4F versions for New Zealand. 10 A-4Ks were built with serials / as well as 4 TA-4Ks with serials / In addition several former Australian A-4F and A-4Gs were delivered to New Zealand as A-4K, including aircaft with serials , , , , , and A similar Australian aircraft with serial became a TA-4K. The A-4KU was a Kuwaiti version of the A-4F of which 30 were built with serials / In addition 6 TA-4KU, a version of the TA-4F were built with serials / The A-4L designation was assigned to 100 A-4Cs fitted with A-4F avionics and a Wright J65-W-20. They were relegated to US Navy reserve squadrons. Serials included , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , and The A-4M had a length of 41'2", m and 1 Pratt & Whitney J52-P-408A. It was developed for the USMC and had a different tail unit. The first flight was on 10 April 1970 and 162 were built with serials /158196, /158435, /159493, /159794, / and / Two A-4Fs with serials and were also converted to A- 4Ms. The designation NA-4M was assigned to aircraft used for tests. The OA-4M was a target marking version of the A-4M of which app. 25 were converted from A-4F airframes. Serials included , , , , , , , , , , , , , , , , , /154624, , , , , , and A development of the A-4M was delivered to Israel as A-4N. The first flight took place on 12 June 1972 and at least 117 were delivered. Serials were /158743, /159052, /159098, / and / The A-4P designation was applied to a number of refurbished A-4Bs which were supplied to Argentina. The serials included , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , and A batch of A-4Cs were refurbished as A-4Q and also delivered to Argentina. They included aircraft , , , , , , , , , , , , , , , , , , , , , , , , and A number of A-4Ls were converted for delivery to Malaysia as A-4PT and A-4PTM. The A-4PT included serials , , , , , , , and , whilst the A-4PTMs included aircraft , , , , , , , , , , , , , , , , , , , , , , , , , , , , and The A-4R designation was not assigned whilst the A-4S designation has been applied to a number of A-4Bs and A-4Cs which were rebuilt by Lockheed for Singapore. Aircraft included , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , and There were also a number of aircraft, with serials , , , , , , , , , , , , , , , , , , , , , , , , , , , and , that were delivered to Singapore as A-4SU. The TA-4S was a two-seater version of this with a second cockpit. Aircraft with serials , , and were delivered as TA-4S whilst aircraft with serials , , , , , , , and were delivered as TA-4SU. The A-4S, A-4SU, TA-4S and TA-4SU designations were not DoD designations as the aircraft were no longer owned by the US. A projected version for the French Navy to replace the Etandard was designated as A-4T. The A-4Y designation applied to an improved version of the A-4M and A-4Ms were to be converted to this standard. The conversion did not take place. The company designation A-4AR and TA-4AR were used for converted aircraft delivered to the Argentine Air Force. The serials of the A-4ARs included , , , , , , , , , , , ,

8 159471, , , , , , , , , , , , , , , , , , and whilst the TA-4ARs included , and The designations CA-4E, CA-4F and TCA-4F were used by Douglas for export versions that never materialized. Refer also to A4D.

9 A-5 North American Vigilante Specifications: span: 53', m length: 73'3", m engines: 2 General Electric J79-GE-8 max. speed: 1385 mph, 2228 km/h (Source: US Navy) The Vigilante was a heavy attack aircraft which was principally used on non-attack roles. On 18 September 1962 the two YA3J-1s, which were fitted with YJ79-GE-2 engines, were redesignated as YA-5A. Their serials were and In a similar way those A3J-1s remaining in service were redesignated as A-5A. These were fitted with J79-GE-2, -4 and -8 engines. The A3J-2s remaining in service on 18 September 1962 were redesignated as A-5B. The RA-5C designation has been linked with a three engined air defense interceptor version for the USAF but was, eventually assigned to the A3J-3P version for the US Navy which had a length of 75'10", m and was fitted with J79-GE-10 engines. Production took place as RA-5C and 91 were built with serials /149317, /150842, /151634, / and / Batches with serials / and / were cancelled. In addition a number of A-5As and A-5Bs were converted to this standard. The known serials are , /146696, , /146702, , /147854, /147861, , , , , , , /149281, /149289, and / Some of these were converted whilst on the production line. The A-5C designation has been associated with the A3J-3 version which was not proceeded with. Refer also to A3J.

10 A-6 Grumman G-128 Intruder Specifications: span: 53', m length: 54'7", m engines: 2 Pratt & Whitney J52-P-8A max. speed: 685 mph, 1102 km/h (Source: US Navy) Twin seat carrier based attack aircraft. On 18 September 1962 those YA2F-1s remaining in service were redesignated as YA-6A. They carried serials / and / They were fitted with J52-P-6 engines but were later converted to the A-6A standard. The A2F-1 was redesignated as A-6A before the completion of any aircraft. They were built with serials /149486, /149958, /151600, /151827, /152646, /152954, /154171, / and / Batches with serials /151612, / and / were cancelled. The single YA2F-1Q (149935) was redesignated as YEA-6A on 18 September It had a length of 55'6", m. The production version of this aircraft was initially ordered as A2F-1Q or A2F-1H but all aircraft were delivered as EA-6A after a first flight on 20 April The serials were / whilst 3 YA-6As and 41 A-6As were also converted to this standard. Known conversions include , , , , , , , , , and Production of / was cancelled. Three YA-6As and three A-6As were used for miscellaneous tests as NA-6A. Their serials were , , , , and In a similar manner YEA-6A was redesignated as NEA-6A. Other A-6As were used for tests as JA-6A. The designation TA-6A was assigned to a training version which was not proceeded with. The A-6B version was fitted with 2 Pratt & Whitney J52-P-6A engines and was a simplified version which had the ability to carry different missiles. Although production of aircraft with serials / was cancelled, 16 A-6As were converted. Their serials were , , , , /151565, , , , and / The designation A-6C was applied to thirteen A-6As fitted with electro-optical sensors. The serials were , , , , , , , , , , , , and Substantial numbers of A-6As were converted as KA-6D tankers and fitted with J52-P-6A engines. The first flight took place on 23 May 1966 but outright production with serials / was cancelled Conversions included serials , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , and The A-6E version was fitted with new electronics. It had 2 Pratt & Whitney J52-P-408 engines and a length of 54'9", m. The first aircraft flew on 27 February 1970 and besides outright production a great number of A-6As were converted. The production aircraft included /158052, /158539, /158798, /159185, /159317, /159581, /159906, /160431, /160998, /161093, /161111, /161235, /161690, / and / The production of , /161114, /121241, /161694, /161897, / was cancelled. Conversions included , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , ,

11 152635, , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , /155617, , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , /155689, , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , /157014, , , , , / and The designation NA-6E was used for test aircraft. The A-6F was a development which had 2 General Electric F404-GE-404 engines. Three were converted from A-6Es with serials / and the first flight took place on 25 August Further development with serials / was cancelled. The A-6G designation has been applied to a remanufactured version of the A-6E. The EA-6B Prowler, which was not a version of the A-6B, was an electronic warfare aircraft with a crew of four. It was able to intercept, analyse, evaluate and jam hostile radar transmissions. The first flight of this aircraft took place on 25 May Specifications were: span: 53', m length: 59'5", m engines: 2 Pratt & Whitney J52-P-408 max. speed: 685 mph, 1102 km/h (Source: Jos Heyman) Three prototypes were converted from A-6A airframes (148615, , ) and serials of production aircraft were: /154934, /156482, /158040, /158547, /158651, /158817, /159587, /159912, /160437, , /160709, /160791, /161120, /161247, /161352, /161779, /161885, /162230, /162939, /163035, /163049, /163406, /163531, / and / Production batches with serials /154942, / /157979, /162246, / and / were cancelled. The EA-6Bs were subject to continuous upgrading as part of the Increased Capability Programs which will allow the aircraft to remain in service until These upgrades did not result in new designations. Several EA-6Bs ( and ) were used for tests as JEA-6B whilst others (148615, , and ) were used for permanent testing as NEA-6B. In 1979 the designation KA-6H was assigned to a tanker conversion of the EA-6B which was not proceeded with. Refer also to A2F.

12 A-7 Vought Corsair II Specifications: span: 38'9", m length: 45'7", m engines: 1 Pratt & Whitney TF30-P-6 max. speed: 578 mph, 930 km/h (Source: USAF) A single seat light attack aircraft used by both the US Navy and the USAF as a replacement of the A-4 and F-100. A total of 1551 have been built. The name Corsair II applied to US Navy aircraft only. Three prototypes were ordered by the US Navy as YA-7A on 19 Match Built with serials /152582, the first flew on 27 September Aircraft was eventually used for permanent tests as NA-7A. Production of 196 A-7As followed with serials /152685, / and / whilst a batch with serials / was cancelled. The A-7B version was fitted with a TF30-P-8 engine and 196 were built with serials / The first aircraft flew on 6 February Further production with serials / and / was cancelled. Later the aircraft were re-engined with TF30-P-408 engines. The designation A-7C was originally assigned to a two seat operational training version of the A-7A. It was later assigned to 67 aircraft which were basically the same as the A-7E. The serials were / The length of the A-7C was 46'2", m. Three of the A-7Cs (156734, and ) were used for permanent testing as NA-7C. 81 A-7Cs were converted as TA-7C two seaters with a length of 48'8", m. Originally this version was designated as YA-7H. The converted aircraft were , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , and In addition A-7Bs with serials and were converted to this standard. The first flight was on 17 December A single TA-7C was further converted as ETA-7C. The YA-7D was the prototype for the USAF version. The specifications were: span: 38'9", m length: 45'7", m engines: 1 Allison TF41-A-1 max. speed: 699 mph, 1124 km/h The first flight took place on 30 April 1968 and three were completed with serial / The production version was the A-7D which had a length of 46'2", m and, after a first flight on 26 September 1968, 456 were built with serials /14586, /8231, /6244, /1056, /379, /265, /1015, /1760 and /409. Production of batches /14601, /8281 and /6333 was cancelled. The designation TA-7D was assigned to a version of the TA-7C with an Allison TF41-A-2 engine but was later redesignated as A-7K. The A-7E version was similar to the A-7D version but was equipped for Navy use. The first flight took place on 25 November 1969 and production aircraft were built with serials /156890, /157594, /158028, /158681, /158842, /159308, /159661, /160006, /160566, /160618, / and / Production of batches with serials /157648, / and / was cancelled. Several A-7Es were used for tests as NA-7E.

13 The YA-7F has a Pratt & Whitney F100-P-220 engine and stretched fuselage. Two prototypes were converted from A-7Ds and were ordered on 7 May 1987 with serials and and the first flight took place on 29 November They are also referred to as A-7+. The KA-7F designation was applied to a projected tanker version of the A-7B which was not built. Two A-7Ds were temporarily converted as A-7G, a simplified version and evaluated by the Swiss Air Force. No production resulted. The YA-7H, known by its company designation V-519, was similar to the A-7E but had a length of 48'6", m. One A-7E was converted and made its first flight on 29 August Carrying serial it was later redesignated as TA-7C. The A-7H and TA-7H designations were used for version of the A-7E for the Greek Air Force. The latter were two seaters with Allison TF41-A-400 engines. Serials for the A-7Hs were / and / whilst the 5 TA-7Hs carried serials / The first flight of a A-7H was on 6 May 1975 whilst the first TA-7H flew in April A single A-7E was converted for test purposes and redesignated A-7J. The A-7K was a version for the Air National Guard and was similar to the TA-7D. 30 were built with serials were /471, /295, and /077. An A-7D with serial had been converted as YA-7K. Seven TA-7Cs were fitted with Allison TF-41 engines and other equipment and were redesignated as EA-7L. They had serials , , ,156746, , , , , and The A-7P designation was used for a number of A-7As converted with A-7E avionics and fitted with a Pratt & Whitney TF30-P-408 engine. 50 were delivered to Portugal, as well as a number of TA-7P trainers. The A-7Ps were aircraft , /152657, , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , and The TA-7Ps were , , , and

14 A-8 British Aerospace/McDonnell Douglas Harrier Specifications: span: 25'3", 7.70 m length: 45'8", m engines: 1 Rolls Royce F402-RR-401 max. speed: 720 mph, 1160 km/h (Source: USMC) V/STOL fighter of the US Marine Corps based on the Harrier which flew for the first time in the United Kingdom on 31 August The A version was assembled by McDonnell Douglas but the other versions were completely developed by McDonnell Douglas with British Aerospace as a sub-contractor. Originally designated as AV-6B but changed on 27 March 1970, the Harrier is included in the A series in spite of the fact that the designation 'AV' is incorrect and should have been VA.(VA is also the US Navy abbreviation for Attack Squadron). The AV-8A, of which 102 were ordered by the US Marine Corps, flew for the first time on 20 November The serials were /158395, /158711, /158977, / and / The TAV-8A was a two-seater version of which 8 were ordered by the USMC with serials / They had a length of 50'3", m. The first flight was on 16 July Two AV-8As (158394/158395) were converted by McDonnell Douglas as YAV-8Bs and the first flew as such on 9 November The specifications were: span: 30'4", 9.25m length: 46'4", 14.12m engines: 1 Rolls Royce F402-RR-402 max. speed: 720 mph, 1160 km/h The production version, the AV-8B had a F402-RR-406 engine and flew for the first time on 5 November 1981 against an order placed on 12 April The serials included /161399, /161584, /162088, /162746, /162962, /162970, , , /163179, /163185, /163190, /163195, /163201, /163206, /163426, /163519, /163690, /163855, /163883, /164121, /164135, /164154, / and / Batches with serials /162091, /162752, / were cancelled. The designation AV-8B+ referred to rebuilt AV-8B aircraft although in some cases it is suspected that the aircraft were produced outright as AV-8B+ or converted before completion. They received new serials /164571, /165006, /165312, /165357, /165391, /165398, /165430, / and / Aircraft with serials /165432, /165454, / and / were cancelled. The TAV-8B was a training version which flew for the first time on 21 October Serials included , , , , , , , , , /163861, /164114, , /164138, / and The designations NAV-8B and NTAV-8B were used for test aircraft. The designation YAV-8C was assigned to two AV-8As (including ) fitted with improved electronics and which were the prototypes for the conversion of another 47 AV-8As as AV-8C. Serials included , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , and Similar conversions of AV-8Bs were designated as AV-8D but there is no evidence that such conversions actually took place. The AV-8E was to be an improved AV-8B with a more powerful Pegasus 11F-35 engine and other improvements such as leadingedge root extensions. Proposed in the 1980s, it was not built.

15 The designations AV-8S and TAV-8S were assigned to 11 AV-8As (159557/ and /161178) and two TAV-8As (159563/159564) supplied to Spain. They were sometimes also referred to as EAV-8A and were different from earlier AV-8A and TAV-8A which were also supplied to Spain. Whilst the latter were respectively Mk50 and Mk54, the former were respectively Mk55 and Mk58. Spain also received the EAV-8B version with serials / In the 1980s McDonnell Douglas and British Aerospace proposed the AV-8SX supersonic demonstrator which would have had a supersonic wing, longer fuselage and a Rolls Royce/Pratt & Whitney Pegasus 11F-35PCB engine. It was not built. In 2011 the US Navy and Marine Corps puichased 74 decommissioned Harriers from the RAF. The A-8A designation was unofficially used by Convair around 1966 for the Convair 100 Super COIN design that would have replaced the Douglas A-1E of the USAF. Refer also to V-6, V-16, VZ-12

16 A-9 Northrop Specifications: span: 57', m length: 53'6", m engines: 2 Lycoming YF102-LD-100 max. speed: 460 mph, 740 km/h (Source: USAF) The A-9 was a design in the AX competition for a close support aircraft. The competition was won by the A-10 design. Two A-9As were ordered on 18 December The first flight took place on 30 May On completion of testing the two aircraft, with serials /1368, were transferred to NASA for research purposes. The often used YA-9A designation was never formally assigned although it was approved for a short period of three weeks in February 1971.

17 A-10 Fairchild Thunderbolt II Specifications: span: 57'6", m length: 53'4", m engines: 2 General Electric TF34-GE-100 max. speed: 433 mph, 696 km/h (Source: USAF) Winner of the AX competition, the close support attack aircraft was based on the Vietnam experience and placed a heavy emphasis on the survivability. Two prototypes were ordered on 18 December 1970 as A-10A and with serials /1370. With a span of 55', m, length of 52'7", m and 2 General Electric TF34-GE-2 engines, the first flight was made on 10 May The often used YA-10A designation was never formally assigned although it was approved for a short period of three weeks in February The first production aircraft, also designated as A-10A, flew on 21 October They were procured with serials /1669, /309, /554, /276, /725, /225, /283, /998 and /665. Batches with serials /1673 and /243 were cancelled. The OA-10A version was a Forward Air Control version. A number of A-10s were converted to this standard. Known serials include , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , /0187, /0193, , , , , , , , , , , , , , , , , , , , , , /0165, , , , , /0179, , , , , , , , /0208, /0214, , /0224, , , , /0234, /0241, /0247, /0259, , , , /0280, , /0941, , /0949, /0956, , , /0971, , , /0979, , , , , , , , , , /0653, /0659, and The designation YA-10B was assigned to YA-10A which was fitted with a second raised seat for a weapons systems operator. The aircraft flew for the first time as such on 4 May 1979 but no production took place. The A-10B production version with serials /705 was cancelled. The A-10C and OA-10C versions were upgraded A-10A and OA-10A aircraft. The first A-10C was and 356 aircraft were converted from 2006 onwards. Other serials included , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , and Serials for the OA-10C included , and

18 A It is believed the A-11 designation was not used to avoid confusion with the Lockheed A-11 designation applied to the F-12.

19 A-12 McDonnell Douglas/General Dynamics Avenger II Specifications: span: 70'3", m length: 36'3", m engines: 2 General Electric F412-GE-400 max. speed: 580 mph, 933 km/h (Source: US Navy) The A-12A Avenger II was an advanced tactical aircraft for the US Navy of which up to 858 could have been built as a replacement for the A-6 Intruder. The programme was cancelled on 7 January 1991, when the design was frozen to an all-wing design. 8 aircraft were contracted for full scale testing on 23 December production aircraft were ordered in FY90. The allocated serials were / and / and they were cancelled. The first flight was expected in March 1992.

20 A-13 Designation not assigned.

21 A-14 Embrear EM-314 Super Tucano Refer A-29

22 A-15 Designation not assigned.

23 A-16 Designation not assigned.

24 A-17 Northrop? Specifications: span: length: engines: max. speed: (Source: Northrop?, via abovetopsecret.com/forum/thread60759) It has been suggested that the designation A-17 was associated with a stealth attack aircraft that was evolved from the Northrop YF-23.

25 A-18 to A-28 Designations not assigned

26 A-29 Embrear EM-314 Super Tucano Specifications: span: 36 6, m length: m engines: 1 Pratt & Whitney PT6A-68/3 max. speed: 345 mph, 555 km/h (Source: Embrear) In early 2008 the US Navy leased a Super Tucano as part of the Imminent Fury demonstration programme. It was probably former N314TG and was given serial , which was earlier allocated to a MH-53E. It was given the designation A-29B. This was also the Brazilian designation. In December 2011 the aircraft won the USAF's Light Air Support contract to supply 20 new-build A-29s and associated equipment and services for use by the Afghan air force. The order was cancelled again in February 2012 and re-instated in February 2013, with the aircraft to be built by Sierra Nevada Corp. Serials were /2020. The designation A-14A has also been associated with this design.

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