UNITED STATES MILITARY AIRCRAFT by Jos Heyman

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

A-1 Douglas Skyraider Specifications: span: 50', 15.24 m length: 38'2", 11.63 m engines: 1 Wright R-3350-26W 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 1968. 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". 12.24 m. A number of EA-1Es were converted to A-1E, including 135141, 135187, 135195, 135201, 135202, 135206 and 135215. 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 132598. The A-1J was a vastly improved version with a span of 50'9", 15.47 m, length 38'10", 11.84 m and 1 Wright R-3350-20WB. 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

A-2 North American Savage Specifications: span: 75', 22.86 m length: 65', 19.81 m engines: 2 Pratt & Whitney R-2800-44W + 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", 21.77 m and was fitted with R-2800-48 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 As all AJ-1s and AJ-2 had been withdrawn from use by October 1959, the redesignation was for three AJ-2s were "bailed" to NASA Lewis Research Center in the January 1960 to September 1964 timeframe.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 130412, 130421 and 134069. 134069 carried NASA number 230. Refer also to AJ

A-3 Douglas Skywarrior Specifications: span: 73', 22,25 m length: 74' 2", 22.61 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 130361, the YRA-3A serial 130358, the YRA-3B serial 142256 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 130353, 135409 and 135427. Another A-3A (135411) was converted as NRA-3A to test reconnaissance systems whilst YRA-3A 130358 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", 22.10 m, a length of 76'4", 23.27 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 138904, 138905, 138906, 138909, 138911, 138914, 138915, 138918, 138921, 138923, 138925, 138928, 138929, 138931, 138933, 138937, 138939, 138940, 138941, 138943, 138945, 138946, 138951, 138953, 138955, 138957, 138959, 138961, 138963, 138964, 138965, 138966, 138967, 138969, 138971, 138972, 138973, 138974, 142237, 142238, 142239, 142241, 142244, 142246, 142247, 142248, 142249, 142251, 142252, 142253, 142255, 142257, 142400, 142401, 142403, 142404, 142406, 142632, 142634, 142635, 142638, 142644, 142646, 142647, 142649, 142650, 142651, 142652, 142653, 142654, 142656, 142657, 142658, 142659, 142660, 142661, 142662, 142664, 144628, 147648, 147649, 147652, 147653, 147655, 147656, 147657, 147658, 147660, 147663, 147665, 147666 and 147667. 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 138915, 138918, 138925, 138929, 142237, 142239, 142248, 142249, 142251, 142252, 142255, 142400, 142403, 142404, 142632, 142634, 142638, 142646, 142647, 142650/142652, 142654, 142656, 142657, 142659/142662, 142664, 144628, 147648, 147649, 147652, 147655/147660, 147663 and 147665/147667. A number of A-3Bs (138925, 138938, 138968 and 142630) were used for permanent testing as NA-3B. The designation VA-3B was used for aircraft converted as carrier transport aircraft.

At least 10 RA-3Bs were converted as ERA-3Bs (including serials 142668, 144827, 144832, 144838, 144841, 144846, 146446 and 146447) whilst six RA-3Bs (142256, 142667, 144825, 144833, 144834 and 144840) were used for permanent testing as NRA-3B. One of these (144834) was further designated as TNRA-3B. At least two TA-3Bs (144856 and 144867) 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 144834, 144857, 144860, 144863, 144864 and 144865. Refer also to A3D, B-66

A-4 Douglas Skyhawk Specifications: span: 27'6", 8.38 m length: 39'6", 12.04 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", 11.91 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 142120, 142140, 142676, 142679, 142690, 142693, 142703, 142704, 142708, 142713, 142726, 142745, 142754, 142764, 142768, 142772, 142775, 142781, 142797, 142798, 142814, 142822, 142824, 142825, 142835, 142843, 142844, 142846, 142847, 142849, 142854, 142863, 142871, 142875, 142881, 142891, 142899, 142909, 142917, 142921, 142928, 142936, 144875, 144885, 144888; 144891; 144903, 144904, 144906, 144916, 144917, 144922, 144923, 144929, 144937, 144944, 144947, 144949, 144956, 144960, 144961, 144965, 144967, 144972, 144977, 144979, 144990, 145003, 145021, 145033, 145041, 145043 and 145047. One A-4B with serial 142089 was used NA-4B. The A-4C version had a length of 40'1", 12.22 m. A-4Cs 145062 and 145063 were used for permanent testing with the designation NA-4C. The A-4E version had a length of 42'11", 13.08 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 149647/149666, 149959/150138, 151022/151197 and 151984/152101. A batch with serials 151202/151261 was cancelled. Two YA-4Es were designated as NA-4E for permanent testing. The serials were 148613 and 148614. The TA-4E designation was assigned to two prototypes of the TA-4F. They carried serials 152102/152103 and flew for the first time on 30 June 1965. The length was increased to 42'6", 12.95 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", 12.27 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 152101 (a converted A-4E), 154172/154217 and 154970/155069 whilst the batch 154218/154286 was cancelled. The EA-4F was a conversion of four A-4Fs for ECM missions. They had serials 152852, 152869, 153481 and 154655. Some aircraft, including 152101 were used as NA-4F test aircraft. The TA-4F was the production version of the TA-4E and was built with serials 152102/152103, 152846/152878, 153459/153531, 153660/153690, 154287/154343, 154614/154657 and 155070/155071. A single TA-4F (153481) was later converted as ETA-4F. The designation NTA-4F was applied to aircraft 152101 used for test.

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 154903/154910, 155051, 155052, 155055, 150556, 155061/155063 ans 155069 and TA-4Gs with serials 154647, 154648 and 154911/154912. The A-4H designation applied to 90 A-4Fs for the Israel Air Force. They had serials 155242/155289, 157395/157428 and 157918/157925. The training version was TA-4H and 10 were built with serials 157429/157434 and 157926/157929. The TA-4J was a simplified version of the TA-4F with a Pratt & Whitney J52-P-6 engine. 293 were built with serials 155072/155119, 156891/156950, 158073/158147, 158453/158527, 158712/158723, 159099/159104, 159546/159556 and 159795/159798. In addition many TA-4Fs (152103, 152847, 152848, 152850, 152853/152855, 152858, 152859, 152861/152864, 152867, 152868, 152870, 152879, 152872, 152875, 152877, 152878, 153460/153463, 153465, 153467/153469, 153471, 153473/153479, 153482/153484, 153486, 153492, 153495/153498, 153500, 153502, 153504, 153505, 153509, 153512, 153513, 153515/153518, 153521, 153522, 153524/153526, 153528, 153530, 153661, 153663, 153664, 153667, 153669/153672, 153674/153681, 153683, 153685, 153687, 153689, 153690, 154287/154293, 154295/154298, 154300, 154302, 154303, 154305, 154310/154315, 154317/154319, 154322, 154323, 154325, 154327, 154330/154332, 154334, 154337, 154341/154343, 154614/154619, 154626, 154631, 154632, 154634/154636, 154649, 154650, 154653, 154656 and 154657) were converted to this standard. The designation NTA-4J applied to aircraft 154332 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 157904/157913 as well as 4 TA-4Ks with serials 157914/157917. In addition several former Australian A-4F and A-4Gs were delivered to New Zealand as A-4K, including aircaft with serials 154903, 154904, 154905, 155052, 155061, 155063 and 155069. A similar Australian aircraft with serial 154911 became a TA-4K. The A-4KU was a Kuwaiti version of the A-4F of which 30 were built with serials 160180/160209. In addition 6 TA-4KU, a version of the TA-4F were built with serials 160210/160215. 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 145065, 145076, 145077, 145078, 145092, 145101, 145103, 145114, 145117, 145119, 145121, 145122, 145128, 145133, 145141, 147669, 147671, 147678, 147690, 147703, 147706, 147708, 147717, 147723, 147727, 147736, 147750, 147754, 147761, 147768, 147772, 147780, 147782, 147787, 147793, 147796, 147798, 147802, 147807, 147815, 147825, 147827, 147836, 147843, 148306, 148307, 148316, 148436, 148446, 148453, 148479, 148487, 148490, 148498, 148505, 148530, 148538, 148555, 148578, 148581, 148586, 148588, 148600, 148602, 148611, 149497, 149500, 149502, 149505, 149506, 149508, 149516, 149518, 149531, 149532, 149536, 149539, 149540, 149551, 149555, 149556, 149569, 149573, 149579, 149583, 149584, 149591, 149593, 149595, 149604, 149607, 149608, 149620, 149623, 149626, 149630, 149633, 149635, 149640, 149646, 150581, 150583, 150585, 150586, 150592, 150593 and 150598. The A-4M had a length of 41'2", 12.55 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 158148/158196, 158412/158435, 159470/159493, 159778/159794, 160022/160045 and 160241/160264. Two A-4Fs with serials 155042 and 155049 were also converted to A- 4Ms. The designation NA-4M was assigned to aircraft 155049 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 152856, 152874, 153503, 153507, 153510, 153527, 153529, 153531, 154294, 154306, 154307, 154328, 154333, 154335, 154336, 154338, 154340, 154622/154624, 154628, 154630, 154633, 154638, 154643, 154645 and 154651. 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 158726/158743, 159035/159052, 159075/159098, 159515/159545 and 159799/159824. The A-4P designation was applied to a number of refurbished A-4Bs which were supplied to Argentina. The serials included 142090, 142098, 142099, 142102, 142104, 142108, 142109, 142110, 142128, 142129, 142136, 142139, 142416, 142421, 142684, 142688, 142694, 142701, 142728, 142734, 142736, 142747, 142748, 142749, 142752, 142757, 142760, 142762, 142765, 142773, 142784, 142788, 142796, 142799, 142803, 142830, 142838, 142855, 142859, 142862, 142866, 142883, 142893, 142901, 142902, 142910, 142911 and 142914. A batch of A-4Cs were refurbished as A-4Q and also delivered to Argentina. They included aircraft 144989, 147714, 147741, 147747, 147765, 147806, 147830, 148435, 148438, 148450, 148452, 148467, 148517, 148531, 148553, 148556, 148559, 148562, 148612, 149514, 149526, 149564, 149585, 149618, 149642 and 150595. A number of A-4Ls were converted for delivery to Malaysia as A-4PT and A-4PTM. The A-4PT included serials 147703, 147706, 147736, 147780, 147782, 147796, 147802, 147807 and 147827, whilst the A-4PTMs included aircraft 145065, 145078, 145092, 145101, 145103, 145114, 145119, 145121, 145141, 148306, 148436, 148479, 148555, 148588, 148611, 149497, 149505, 149518, 149531, 149536, 149551, 149573, 149583, 149584, 149607, 149608, 149626, 149630, 149633 and 150593. 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 142101, 142111, 142119, 142125, 142131, 142711, 142746, 142751, 142770, 142771, 142774, 142778, 142800, 142819, 142832, 142840, 142850, 142860, 142870, 142876, 142882, 142908, 142942, 144874, 144926, 144956, 144971, 144974, 144980, 145013, 145030, 145038, 145046, 145056, 145059 and 148536. There were also a number of aircraft, with serials 145063, 145071, 145073, 145108, 145110, 147731, 147745, 147752, 147779, 147797, 147809, 147823, 147835, 147841, 148458, 148462, 148464, 148465, 148482, 148504, 148521, 148526, 148591, 148603, 148605, 149498, 149537, 149587 and 149588, 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 144894, 144979, 145043 and 145047 were delivered as TA-4S whilst aircraft with serials 144916, 145021, 145033, 145041, 147742, 148483, 148493, 148525 and 148529 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 158161, 158165, 158167, 158171, 158178, 158193, 158413, 158419, 158423, 158426, 158429, 159470,

159471, 159472, 159475, 159478, 159483, 159486, 159487, 159493, 159778, 159780, 159783, 160025, 160029, 160032, 160035, 160039, 160040, 160042, 160043 and 160045 whilst the TA-4ARs included 154294, 154328 and 154651. The designations CA-4E, CA-4F and TCA-4F were used by Douglas for export versions that never materialized. Refer also to A4D.

A-5 North American Vigilante Specifications: span: 53', 16.15 m length: 73'3", 22.33 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 145157 and 145158. 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", 23.11 m and was fitted with J79-GE-10 engines. Production took place as RA-5C and 91 were built with serials 149300/149317, 150823/150842, 151615/151634, 151726/151728 and 156608/156643. Batches with serials 151962/151969 and 156644/156653 were cancelled. In addition a number of A-5As and A-5Bs were converted to this standard. The known serials are 145157, 146695/146696, 146698, 146701/146702, 147850, 147852/147854, 147856/147861, 148925, 148926, 148928, 148929, 148932, 148933, 149276/149281, 149283/149289, 149291 and 149293/149299. 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.

A-6 Grumman G-128 Intruder Specifications: span: 53', 16.15 m length: 54'7", 16.64 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 147864/147867 and 148615/148618. 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 149475/149486, 149935/149958, 151558/151600, 151780/151827, 152583/152646, 152891/152954, 154124/154171, 155581/155721 and 156994/157029. Batches with serials 151601/151612, 152955/152964 and 155137/155190 were cancelled. The single YA2F-1Q (149935) was redesignated as YEA-6A on 18 September 1962. It had a length of 55'6", 16.92 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 1963. The serials were 156979/156993 whilst 3 YA-6As and 41 A-6As were also converted to this standard. Known conversions include 147865, 148618, 149475, 149477, 149478, 151595, 151596, 151597, 151598, 151599 and 151600. Production of 151828/151839 was cancelled. Three YA-6As and three A-6As were used for miscellaneous tests as NA-6A. Their serials were 147866, 147867, 148617, 149482, 149484 and 149936. In a similar manner YEA-6A 149935 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 154046/154099 was cancelled, 16 A-6As were converted. Their serials were 149944, 149949, 149955, 149957, 151558/151565, 151591, 151820, 152616, 152617 and 155628/155630. The designation A-6C was applied to thirteen A-6As fitted with electro-optical sensors. The serials were 151568, 155647, 155648, 155653, 155660, 155662, 155667, 155670, 155674, 155676, 155681, 155684, 155688 and 155689. 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 158053/158072 was cancelled Conversions included serials 149482, 149484, 149485, 149486, 149936, 149937, 149940, 149942, 149944, 149951, 149952, 149954, 151566, 151568, 151570, 151572, 151575, 151576, 151579, 151580, 151581, 151582, 151583, 151589, 151783, 151787, 151789, 151791, 151792, 151793, 151795, 151796, 151801, 151806, 151808, 151809, 151810, 151813, 151814, 151818, 151819, 151821, 151823, 151824, 151825, 151826, 151827, 152587, 152590, 152592, 152597, 152598, 152606, 152611, 152618, 152619, 152624, 152626, 152628, 152632, 152637, 152892, 152893, 152894, 152896, 152906, 152910, 152911, 152913, 152914, 152919, 152920, 152921, 152927, 152934, 152939, 154133, 154147, 154154, 155582, 155583, 155584, 155588, 155591, 155597, 155598, 155604, 155619, 155638, 155686 and 155691. The A-6E version was fitted with new electronics. It had 2 Pratt & Whitney J52-P-408 engines and a length of 54'9", 16.69 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 158041/158052, 158528/158539, 158787/158798, 159174/159185, 159309/159317, 159567/159581, 159895/159906, 160421/160431, 160993/160998, 161082/161093, 161100/161111, 161230/161235, 161659/161690, 162179/162212 and 164376/164385. The production of 159566, 161112/161114, 161236/121241, 161691/161694, 161886/161897, 162213/162222 was cancelled. Conversions included 149944, 149948, 149949, 149950, 149953, 149955, 149956, 149957, 151558, 151562, 151564, 151565, 151568, 151573, 151591, 151592, 151593, 151782, 151784, 151790, 151802, 151804, 151807, 151811, 151812, 151814, 151820, 152583, 152584, 152585, 152587, 152591, 152593, 152596, 152599, 152600, 152603, 152607, 152610, 152614, 152617, 152620, 152621, 152623, 152630, 152634,

152635, 152640, 152641, 152642, 152645, 152895, 152902, 152904, 152905, 152907, 152908, 152912, 152915, 152916, 152918, 152923, 152924, 152925, 152928, 152929, 152930, 152931, 152933, 152935, 152936, 152941, 152942, 152943, 152945, 152947, 152948, 152950, 152953, 152954, 154124, 154126, 154128, 154129, 154131, 154132, 154134, 154135, 154136, 154137, 154140, 154142, 154144, 154146, 154148, 154151, 154154, 154156, 154158, 154159, 154161, 154162, 154163, 154167, 154168, 154169, 154170, 154171, 155581, 155582, 155583, 155584, 155585, 155586, 155588, 155589, 155590, 155591, 155592, 155595, 155596, 155597, 155598, 155599, 155600, 155602, 155604, 155606, 155608, 155610, 155612, 155614/155617, 155619, 155620, 155621, 155623, 155624, 155625, 155627, 155628, 155629, 155630, 155631, 155632, 155633, 155635, 155636, 155637, 155638, 155642, 155643, 155644, 155645, 155646, 155648, 155649, 155651, 155653, 155654, 155655, 155656, 155657, 155658, 155659, 155660, 155661, 155662, 155664, 155665, 155667/155689, 155691, 155692, 155694, 155695, 155697, 155698, 155699, 155702, 155703, 155704, 155706, 155707, 155708, 155710, 155711, 155712, 155713, 155714, 155715, 155716, 155717, 155718, 155719, 155721, 156995, 156996, 156997, 157000, 157001, 157002, 157003, 157004, 157005, 157006, 157009/157014, 157016, 157017, 157019, 157021, 157023/157027 and 157029. 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 162183/163185 and the first flight took place on 25 August 1987. Further development with serials 163955/163984 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 1968. Specifications were: span: 53', 16.15 m length: 59'5", 18.11 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, 149479, 149481) and serials of production aircraft were: 154930/154934, 156478/156482, 158029/158040, 158540/158547, 158649/158651, 158799/158817, 159582/159587, 159907/159912, 160432/160437, 160609, 160704/160709, 160786/160791, 161115/161120, 161242/161247, 161347/161352, 161774/161779, 161880/161885, 162223/162230, 162934/162939, 163030/163035, 163044/163049, 163395/163406, 163520/163531, 163884/163892 and 164401/164403. Production batches with serials 154934/154942, 156604/156607 157977/157979, 162231/162246, 162940/162941 and 164182/164193 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 2015. These upgrades did not result in new designations. Several EA-6Bs (156479 and 159907) were used for tests as JEA-6B whilst others (148615, 149479, 149481 and 156478) 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.

A-7 Vought Corsair II Specifications: span: 38'9", 11.81 m length: 45'7", 13.89 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 1964. Built with serials 152580/152582, the first flew on 27 September 1965. Aircraft 152581 was eventually used for permanent tests as NA-7A. Production of 196 A-7As followed with serials 152647/152685, 153134/153273 and 154344/154360 whilst a batch with serials 154913/154929 was cancelled. The A-7B version was fitted with a TF30-P-8 engine and 196 were built with serials 154361/154556. The first aircraft flew on 6 February 1968. Further production with serials 154557/154573 and 156178/156417 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 156734/156800. The length of the A-7C was 46'2", 14.07 m. Three of the A-7Cs (156734, 156739 and 156782) were used for permanent testing as NA-7C. 81 A-7Cs were converted as TA-7C two seaters with a length of 48'8", 14.83 m. Originally this version was designated as YA-7H. The converted aircraft were 154361, 154377, 154379, 154402, 154404, 154407, 154410, 154412, 154424, 154425, 154437, 154458, 154464, 154467, 154469, 154471, 154477, 154489, 154500, 154507, 154536, 154537, 154544, 156737, 156738, 156739, 156740, 156741, 156743, 156744, 156745, 156746, 156747, 156748, 156750, 156751, 156753, 156757, 156761, 156765, 156766, 156767, 156768, 156770, 156773, 156774, 156777, 156779, 156782, 156784, 156786, 156787, 156788, 156789, 156790, 156791, 156793, 156794, 156795, 156800 and 156801. In addition A-7Bs with serials 154450 and 154455 were converted to this standard. The first flight was on 17 December 1976. 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", 11.81 m length: 45'7", 13.89 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 67-14582/14584. The production version was the A-7D which had a length of 46'2", 14.06 m and, after a first flight on 26 September 1968, 456 were built with serials 67-14585/14586, 68-8220/8231, 69-6188/6244, 70-929/1056, 71-292/379, 72-169/265, 73-992/1015, 74-1737/1760 and 75-386/409. Production of batches 67-14587/14601, 68-8232/8281 and 69-6245/6333 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 156801/156890, 157435/157594, 158002/158028, 158652/158681, 158819/158842, 159261/159308, 159638/159661, 159967/160006, 160537/160566, 160613/160618, 160710/160739 and 160857/160880. Production of batches with serials 157595/157648, 159668/159679 and 160881/160886 was cancelled. Several A-7Es were used for tests as NA-7E.

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 70-1039 and 71-0344 and the first flight took place on 29 November 1989. 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", 14.78 m. One A-7E was converted and made its first flight on 29 August 1972. Carrying serial 156801 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 159662/159667 and 159913/159966 whilst the 5 TA-7Hs carried serials 161218/161222. The first flight of a A-7H was on 6 May 1975 whilst the first TA-7H flew in April 1980. 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 79-460/471, 80-284/295, and 81-072/077. An A-7D with serial 73-1008 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 156741, 156743, 156745,156746, 156749, 156757, 156761, 156779, 156786 and 156791. 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 152651, 152655/152657, 152659, 152667, 152669, 152673, 152675, 152676, 152678, 152682, 153134, 153151, 153152, 153155, 153159, 153162, 153170, 153171, 153173, 153177, 153179, 153184, 153187, 153188, 153190, 153191, 153194, 153200, 153208, 153212, 153215, 153216, 153219, 153221, 153226, 153227, 153228, 153229, 153237, 153240, 153244, 153245, 153248, 153250, 153254, 153260, 153261, 153272, 154349, 154351, 154352, 154354, 154355, 154356 and 154360. The TA-7Ps were 153196, 153201, 153224, 153249 and 153268.

A-8 British Aerospace/McDonnell Douglas Harrier Specifications: span: 25'3", 7.70 m length: 45'8", 13.92 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 1966. 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 1970. The serials were 158384/158395, 158694/158711, 158948/158977, 159230/159259 and 159366/159377. The TAV-8A was a two-seater version of which 8 were ordered by the USMC with serials 159378/159385. They had a length of 50'3", 15.31 m. The first flight was on 16 July 1975. Two AV-8As (158394/158395) were converted by McDonnell Douglas as YAV-8Bs and the first flew as such on 9 November 1978. 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 1979. The serials included 161396/161399, 161573/161584, 162068/162088, 162721/162746, 162942/162962, 162964/162970, 162972, 162973, 163176/163179, 163181/163185, 163187/163190, 163192/163195, 163197/163201, 163203/163206, 163419/163426, 163514/163519, 163659/163690, 163852/163855, 163862/163883, 164115/164121, 164123/164135, 164139/164154, 164543/164547 and 165007/165035. Batches with serials 162089/162091, 162748/162752, 163348/163394 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 164548/164571, 165001/165006, 165305/165312, 165354/165357, 165380/165391, 165397/165398, 165417/165430, 165566/165597 and 166287/166288. Aircraft with serials 165431/165432, 165451/165454, 165652/165659 and 166411/166413 were cancelled. The TAV-8B was a training version which flew for the first time on 21 October 1986. Serials included 162747, 162963, 162971, 163180, 163186, 163191, 163196, 163202, 163207, 163856/163861, 164113/164114, 164122, 164136/164138, 164540/164542 and 165036. The designations NAV-8B and NTAV-8B were used for test aircraft. The designation YAV-8C was assigned to two AV-8As (including 158384) fitted with improved electronics and which were the prototypes for the conversion of another 47 AV-8As as AV-8C. Serials included 158387, 158389, 158390, 158391, 158392, 158393, 158694, 158696, 158697, 158700, 158701, 158702, 158704, 158705, 158706, 158707, 158710, 158711, 158949, 158951, 158954, 158956, 158958, 158959, 158960, 158961, 158962, 158964, 158965, 158966, 158969, 158972, 158973, 158975, 158977, 159231, 159232, 159238, 159240, 159242, 159243, 159247, 159248, 159249, 159252, 159253, 159254, 159255, 159256, 159257, 159258, 159366, 159367, 159369, 159370, 159371, 159373, 159374, 159375 and 159376. 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.

The designations AV-8S and TAV-8S were assigned to 11 AV-8As (159557/159562 and 161174/161178) 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 163010/163021. 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

A-9 Northrop Specifications: span: 57', 17.37 m length: 53'6", 16.31 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 1970. The first flight took place on 30 May 1972. On completion of testing the two aircraft, with serials 71-1367/1368, 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.

A-10 Fairchild Thunderbolt II Specifications: span: 57'6", 17.53 m length: 53'4", 16.25 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 71-1369/1370. With a span of 55', 16.76 m, length of 52'7", 16.03 m and 2 General Electric TF34-GE-2 engines, the first flight was made on 10 May 1972. The often used YA-10A designation was never formally assigned although it was approved for a short period of three weeks in February 1971. The first production aircraft, also designated as A-10A, flew on 21 October 1975. They were procured with serials 73-1664/1669, 75-258/309, 76-512/554, 77-177/276, 78-582/725, 79-082/225, 80-140/283, 81-939/998 and 82-646/665. Batches with serials 73-1670/1673 and 79-226/243 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 75-0279, 75-0308, 75-0309, 76-0512, 76-0516, 76-0523, 76-0529, 76-0532, 76-0533, 76-0534, 76-0537, 76-0543, 76-0547, 76-0549, 77-0177, 77-0178, 77-0183, 77-0185, 77-0186, 77-0187, 77-0190, 77-0191, 77-0198, 77-0200, 77-0204, 77-0207, 77-0208, 77-0209, 77-0210, 77-0212, 77-0213, 77-0216, 77-0218, 77-0219, 77-0222, 77-0224, 77-0226, 77-0248, 77-0265, 77-0270, 78-0586, 78-0591, 78-0613, 78-0605, 78-0613, 78-0615, 78-0625, 78-0628, 78-0634, 78-0642, 78-0643, 78-0649, 78-0652, 78-0655, 78-0658, 78-0662, 78-0667, 78-0670, 78-0682, 78-0685, 78-0686, 78-0688, 78-0689, 78-0690, 78-0694, 78-0700, 78-0701, 78-0704, 78-0709, 78-0725, 79-0094, 79-0095, 79-0105, 79-0106, 79-0111, 79-0134, 79-0135, 79-0141, 79-0143, 79-0151, 79-0160, 79-0162, 79-0178, 79-0179, 79-0184/0187, 79-0189/0193, 79-0195, 79-0197, 79-0200, 79-0201, 79-0206, 79-0207, 79-0211, 79-0213, 79-0216, 79-0219, 80-0140, 80-0142, 80-0144, 80-0145, 80-0147, 80-0149, 80-0151, 80-0152, 80-0156, 80-0157, 80-0159, 80-0162/0165, 80-0167, 80-0170, 80-0172, 80-0173, 80-0176/0179, 80-0181, 80-0184, 80-0186, 80-0187, 80-0194, 80-0196, 80-0197, 80-0204/0208, 80-0212/0214, 80-0218, 80-0220/0224, 80-0227, 80-0229, 80-0230, 80-0232/0234, 80-0236/0241, 80-0243/0247, 80-0249/0259, 80-0264, 80-0270, 80-0273, 80-0275/0280, 80-0283, 81-0939/0941, 81-0944, 81-0947/0949, 81-0952/0956, 81-0964, 81-0967, 81-0969/0971, 81-0973, 81-0975, 81-0977/0979, 81-0981, 81-0985, 81-0987, 81-0990, 81-0991, 81-0994, 81-0995, 82-0646, 82-0649, 82-0651/0653, 82-0657/0659, 82-0662 and 82-0663. The designation YA-10B was assigned to YA-10A 73-1664 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 82-692/705 was cancelled. The A-10C and OA-10C versions were upgraded A-10A and OA-10A aircraft. The first A-10C was 81-0989 and 356 aircraft were converted from 2006 onwards. Other serials included 78-0627, 78-0641, 78-0653, 78-0704, 78-0707, 78-0725, 79-0141, 79-0175, 79-0177, 79-0194, 79-0195, 79-0196, 79-0209, 80-0149, 80-0224, 80-0232, 80-0242, 80-0246, 80-0252, 80-0255, 80-0256, 80-0258, 80-0270, 81-0949, 81-0953, 81-0975, 81-0989, 81-0994, 81-0996, 82-0646, 82-0650, 82-0654, 82-0656, 82-0658, 82-0661, 82-0663 and 82-0665. Serials for the OA-10C included 81-0948, 81-0953 and 81-0995.

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

A-12 McDonnell Douglas/General Dynamics Avenger II Specifications: span: 70'3", 21.42 m length: 36'3", 11.05 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 1987. 6 production aircraft were ordered in FY90. The allocated serials were 164519/164523 and 164526/164535 and they were cancelled. The first flight was expected in March 1992.

A-13 Designation not assigned.

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

A-15 Designation not assigned.

A-16 Designation not assigned.

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.

A-18 to A-28 Designations not assigned

A-29 Embrear EM-314 Super Tucano Specifications: span: 36 6, 11.14 m length: 37 6. 11.42 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 163056, 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 13-2001/2020. The designation A-14A has also been associated with this design.