(Douglas) A-3 Skywarrior @·AIRCRAFTUBE

  • Douglas VA-3B - VQ-1 - USS Carl Vinson - 1984 Douglas VA-3B - VQ-1 - USS Carl Vinson - 1984
    Douglas VA-3B - VQ-1 - USS Carl Vinson - 1984
  • Douglas RA-3B - VAP-61 Douglas RA-3B - VAP-61
    Douglas RA-3B - VAP-61
  • Douglas EA-3B Skywarrior - VQ-1 - 1974 Douglas EA-3B Skywarrior - VQ-1 - 1974
    Douglas EA-3B Skywarrior - VQ-1 - 1974
  • Douglas UA-3B Skywarrior Douglas UA-3B Skywarrior
    Douglas UA-3B Skywarrior
  • KA-3B - VAQ-132 - 1970 KA-3B - VAQ-132 - 1970
    KA-3B - VAQ-132 - 1970
  • Douglas KA-3B Skywarrior Douglas KA-3B Skywarrior
    Douglas KA-3B Skywarrior
  • EKA-3B Skywarrior - VAQ-135 - 1971 EKA-3B Skywarrior - VAQ-135 - 1971
    EKA-3B Skywarrior - VAQ-135 - 1971
  • Douglas A-3B Skywarrior - c1964 Douglas A-3B Skywarrior - c1964
    Douglas A-3B Skywarrior - c1964
  • Douglas A3D-2 - F4H-1F - 1961 Douglas A3D-2 - F4H-1F - 1961
    Douglas A3D-2 - F4H-1F - 1961
  • Douglas A3D-1 Douglas A3D-1
    Douglas A3D-1
  • Assembly line - c1956 Assembly line - c1956
    Assembly line - c1956
  • Douglas A3D-2 Skywarrior - VAH-6 - 1958 Douglas A3D-2 Skywarrior - VAH-6 - 1958
    Douglas A3D-2 Skywarrior - VAH-6 - 1958
  • Douglas VA-3B - Nellis AFB Douglas VA-3B - Nellis AFB
    Douglas VA-3B - Nellis AFB
  • Douglas NRA-3B - Pacific Missile Test Center - 1982 Douglas NRA-3B - Pacific Missile Test Center - 1982
    Douglas NRA-3B - Pacific Missile Test Center - 1982
  • EA-3B - VQ-2 - USS Kitty Hawk - 1987 EA-3B - VQ-2 - USS Kitty Hawk - 1987
    EA-3B - VQ-2 - USS Kitty Hawk - 1987
  • EKA-3B - VF-211 F-8J - Vietnam - 1972 EKA-3B - VF-211 F-8J - Vietnam - 1972
    EKA-3B - VF-211 F-8J - Vietnam - 1972
  • Douglas A3D - USS Constellation - 1967 Douglas A3D - USS Constellation - 1967
    Douglas A3D - USS Constellation - 1967
  • A-3B - VAH-4 - Mk83 bomb - Vietnam 1965 A-3B - VAH-4 - Mk83 bomb - Vietnam 1965
    A-3B - VAH-4 - Mk83 bomb - Vietnam 1965
  • Douglas A3D-2 - USS Saratoga Douglas A3D-2 - USS Saratoga
    Douglas A3D-2 - USS Saratoga

Douglas A-3 Skywarrior

The Douglas A-3 Skywarrior was designed as a strategic bomber for the United States Navy and was among the longest serving carrier-based aircraft in history. It entered service in the mid-1950s and was retired in 1991. Throughout its service, it was the heaviest operational aircraft to operate from aircraft carriers, earning its nickname, "The Whale." Its primary function for much of its later service life was as an electronic warfare platform, tactical air reconnaissance platform, and high capacity aerial refueling tanker.

The Skywarrior is one of only two U.S. Navy attack aircraft intended as a strategic bomber to enter full-scale service (the other being its predecessor, the North American AJ Savage). The carrier-based supersonic North American A-5 Vigilante was also originally designed for strategic nuclear strike missions and initially, very briefly, supplanted the A-3 in that role beginning in the early 1960s. However, with the removal of aircraft carriers from the Single Integrated Operational Plan (SIOP), the realization that very high altitude penetration of the Soviet Union was no longer feasible, and the transfer of the U.S. Navy's strategic nuclear deterrence mission to the Fleet Ballistic Missile submarine force, the Vigilante saw its mission changed to carrier-based tactical air reconnaissance.

A modified derivative, the B-66 Destroyer, served in the U.S. Air Force until the early 1970s as a tactical bomber, electronic warfare aircraft, and reconnaissance platform.

Development

Early in World War II, the U.S. Navy began to explore the concept of a jet-powered aircraft operating from aircraft carriers. Success encouraged further development of the concept, and early in the post war years, the U.S. Navy began to consider jet power as a possible means of operating carrier-based aircraft that were large enough to provide a strategic bombing capability.

In January 1948, the Chief of Naval Operations issued a requirement to develop a long-range, carrier-based attack plane that could deliver a 10,000 lb (4,536 kg) bomb load or a nuclear weapon. The aircraft was planned to operate from the proposed United States-class "supercarriers," much larger than existing carriers, and the specification set a target loaded weight of 100,000 lb (45,500 kg). Ed Heinemann, chief designer of the Douglas Aircraft Company, later to win fame for the A-4 Skyhawk, fearing that the United States-class was vulnerable to cancellation, proposed a significantly smaller aircraft of 68,000 lb (31,000 kg) loaded weight, capable of operating from existing carriers. The contract which the U.S. Navy awarded to the Douglas Aircraft Company on 29 September 1949 led to the development and production of the A3D Skywarrior. The prototype XA3D-1 first flew on 28 October 1952.

Considerable development problems, largely with the original engines, delayed the introduction of the Skywarrior until spring 1956. The A-3 was, by far, the largest and heaviest aircraft ever designed for routine use on an aircraft carrier, though ironically it was the smallest proposal among other proposals which could only be deployed on even larger carriers not yet in service. Because of its cumbersome size, and less-than-slender profile, it was nicknamed "The Whale" (after it converted to the electronic warfare role, it became "The Electric Whale"). Production ceased in 1961.

Design

The Skywarrior had a 36° degree swept wing and two Pratt & Whitney J57 turbojet engines. Early prototypes had used the intended Westinghouse J40, a powerplant that proved to be disastrous and subsequently canceled. The turbojets could be supplemented by a provision for twelve 4,500 lbf (20 kN) thrust JATO bottles, allowing takeoff from carriers that did not have catapults. The aircraft had a largely conventional semi-monocoque fuselage, with the engines in underwing nacelles. Flight controls were hydraulic, and for storage below deck, the A-3's wings folded outboard of the engines, lying almost flat, and its vertical stabilizer was hinged to starboard. Capacious internal fuel tanks provided long range.

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

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

Documented history of mechanical failures in the A3D / A-3 showed a rate well above average. While there were magazine articles that conjectured that the safety problem was compounded by assigning weaker pilots to slower jets like the A-3, during their heyday, Skywarrior pilots were often "best-of-the-best" and were, with few exceptions, senior pilots with a minimum of 1500 hours jet time,due to its critical nuclear strike mission role and the difficulty of bringing such a large plane aboard, especially at night on the smaller carriers. Originally, the A3 bombers were assigned to all the attack carriers which included the WWII CVA-27 class and the just postwar CVA41 class.

The Skywarrior could carry up to 12,000 lb (5,443 kg) of weaponry in the fuselage bomb bay, which in later versions was used for sensor and camera equipment or additional fuel tanks. An AN/ASB-1A bomb-director system was initially installed, later replaced by a revised AN/ASB-7 with a slightly reshaped nose. Defensive armament was two 20mm cannons in a radar-operated tail turret designed by Westinghouse, soon removed in favor of electronic counter measure equipment. Although some bombing missions would be carried out early in the Vietnam war, most bombing would be carried out by more nimble attack and fighter bombers, and the Skywarrior would serve mostly as a tanker and electronic warfare support aircraft.

Operational history

Nuclear bomber

Prior to the initial operational capability of the U.S. Navy's Polaris-armed Fleet Ballistic Missile submarines, the A-3 was the Navy's critical element in the U.S. nuclear deterrent. Squadrons were established in two Heavy Attack Wings (HATWINGs), with one wing established at NAS Whidbey Island, Washington while the other wing was initially established at NAS Jacksonville, Florida before relocating to NAS Sanford, Florida. The wing at NAS Whidbey Island would later transition to the EKA-3B variant, eventually forming the nucleus for the Navy's Grumman EA-6B Prowler community, while the wing at NAS Sanford would convert to the A3J Vigilante in the nuclear heavy attack mission, followed by conversion to the RA-5C and transition to the reconnaissance attack mission. The Vigilante wing would also continue to retain a small number of TA-3B aircraft for training Naval Flight Officers in the Vigilante's radar and navigation systems. The Skywarrior's strategic bombing role faded after 1964, briefly being complemented by the A3J Vigilante, (later redesignated as the A-5A Vigilante) . Soon afterward, the Navy abandoned the concept of carrier-based strategic nuclear weaponry for the successful Polaris missile-equipped Fleet Ballistic Missile submarine program and all A-5As were converted to the RA-5C Vigilante reconnaissance variant. Many A3B's were converted to a combination tanker-ECM aircraft.

Vietnam

Skywarriors saw some use in the conventional bombing and mine-laying role (A-3B) during the Vietnam War from 1964 through 1967, often to deliver 2000 lbs bombs. The A-3 found subsequent service in the tanker (KA-3B, EKA-3B), photographic reconnaissance (RA-3B), electronic reconnaissance (EA-3B), and electronic warfare (EKA-3B) roles. Equipped with a drogue refueling hose and basket that was compatible with "probe and drogue" refueling systems, the Skywarrior would not only extend the range of a strike force, but save returning pilots short on fuel, in a similar role to the Air Force's Boeing KC-135 Stratotanker.

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

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

Tanker role

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

Cold War

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

Reconnaissance

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

Retirement

EA-3Bs remained in service long enough to participate in the first Gulf War in 1991. The Skywarrior was out of Navy service by September 1991, with the last USN Skywarriors retiring on 27 September 1991. U.S. Navy RDT&E units, notably Naval Air Systems Command (NAVAIR) activities at NAS Point Mugu and NAWS China Lake, attempted to retain their A-3 testbeds. This plan ultimately failed when Vice Admiral Richard Dunleavy, as Deputy Chief of Naval Operations for Air Warfare and an old A-3 bombardier/navigator himself, made the final decision to retire the type.

Post-retirement career

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

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

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

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

On 30 June 2011, the last flyable EA-3D (N875RS) a Raytheon aircraft, arrived at NAS Pensacola, Florida for retirement and display at the National Naval Aviation Museum.

Variants

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

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

Survivors

On display

  • XA3D-1 : 125413 - Fulton County Airport, Johnstown, New York.
  • A-3A : 135434 - Air Force Flight Test Center Museum, Edwards AFB, California.
  • NA-3A : 135418 - National Naval Aviation Museum, NAS Pensacola, Florida.
  • YEA-3A : 130361 - Pima Air and Space Museum (adjacent to Davis-Monthan AFB), Tucson, Arizona.
  • A-3B : 142246 - New England Air Museum, Windsor Locks, Connecticut.
  • EA-3B :
    • 146448 - National Cryptologic Museum, National Vigilance Park, Fort Meade, Maryland.
    • 146457 - Patriots Point Naval and Maritime Museum, Mount Pleasant, South Carolina (previously displayed in front of Daum Hall Bachelor Officers Quarters, Naval Station Rota, Spain).
  • KA-3B :
    • 138944 - U.S.S. Lexington Museum, Corpus Christi, Texas.
    • 147666 - Oakland Aviation Museum in Oakland, California.

  • NA-3B : 142630 - Davis-Monthan AFB, Tucson, Arizona.
  • EKA-3B : 142251 - USS Midway Museum, San Diego, California.
  • NEA-3B : 144865 - National Naval Aviation Museum, NAS Pensacola, Florida.

Under Restoration

  • EA-3B : 146453 - Vintage Flying Museum, Meacham Field, Fort Worth, Texas.
  • KA-3B : 138965 - Yanks Air Museum, Chino, California.
  • ERA-3B : 144843 - Castle Air Museum (former Castle AFB), Atwater, California.
  • NRA-3B : 144825 - A-3 Skywarrior Whidbey Memorial Foundation, NAS Whidbey Island, Washington.
  • NTA-3B : 144867 - Pacific Aviation Museum, Pearl Harbor, Honolulu, Hawaii.

B-66 Destroyer

Two major differences between the A-3 and the B-66 consisted in the types of jet engines used, and the emergency crew egress systems. The A-3 had two J57 turbojet engines, whereas the B-66 had two Allison J71s. In the second place, the B-66 was equipped with ejection seats whereas the A-3 was not.

The first RB-66A pre-production aircraft flew in 1954.

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This text is available under the Creative Commons Attribution-ShareAlike License
Source : Article Douglas A-3 Skywarrior of Wikipedia ( authors )

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

  • Crew : 3.
  • Length : 76 ft 4 in (23.27 m).
  • Height : 22 ft 9½ in (6.95 m).
  • Wingspan : 72 ft 6 in (22.10 m).
  • Wing area : 812 ft² (75.4 m²).
  • Wing loading : 86.2 lb/ft² (421 kg/m²).
  • Empty weight : 39,409 lb (17,876 kg).
  • Loaded weight : 70,000 lb (31,750 kg).
  • Max. takeoff weight : 82,000 lb (37,195 kg).
  • Maximum speed : 530 knots (610 mph, 982 km/h) at 10,000 ft (3,050 m).
  • Cruise speed : 452 knots (520 mph, 837 km/h).
  • Range : 1,826 nmi (2,100 mi, 3,380 km).
  • Service ceiling : 41,000 ft (12,495 m).
  • Powerplant : Two Pratt & Whitney J57-P-10 turbojet.
  • Thrust : 10,500 lbf (46.7 kN) dry (12,400 lbf (55.3 kN with water injection)) each.
  • Armament:
    • Guns : Two 20 mm M3L cannon in the tail turret.
    • Bombs : 12,800 pounds (5,800 kg) of free-fall bombs or mines, including any combination of:
      • Twelve 500 pounds (230 kg) Mark 82 bombs or
      • Six 1,000 pounds (450 kg) Mark 83 bombs or
      • Eight 1,600 pounds (730 kg) armor-piercing bombs or
      • Four 2,000 pounds (910 kg) bombs.
      • One free-fall nuclear weapon.

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This text is available under the Creative Commons Attribution-ShareAlike License
Source : Article Douglas A-3 Skywarrior of Wikipedia ( authors )
Douglas A-3 Skywarrior : Your comments on this subject
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    Horsemoney
    Jaglavaksoldier
    Joluqa Malta
    Just Planes
    Koksy
    Classic Airliners & Vintage Pop Culture
    Memorial Flight
    Octane130
    Okrajoe
    SDASM archives
    Spottydog4477
    The Aviators TV
    Valentin Izagirre Bengoetxea
    Vexed123
    VonBerlich
    Zenos Warbirds

    Bundesarchiv

    The German Federal Archives or Bundesarchiv are the National Archives of Germany.

    FAQ

    I don't see my comments any more!

    Please note that each page has it's own comment entry. So, if you enter a comment i.e. on the B-747, you will only see it on that related page.

    General comments are accessed via the "BLOG En" button.

    Comments are moderated, so please allow some delay before they appear, specially if you are outside Europe.

    Menus are developing below the page, because they are too long!

    But they remain accessible, for example by scrolling the mouse wheel, or with your finger (on the menu) on a smartphone or tablet.

    I see adds on all videos.

    Use a good free add remover software.

    The site is loading random pages at startup.

    We think it is a good way to bring back the memory of aircraft, persons or events sometimes quite forgotten.

    HELP PAGE

    Why this site?

    Discovery

    This website is dedicated to one's aeronautical passion (which I hope we share) and was realised mainly as an educationnal tool. Knowing that, you'll notice that each new visit brings random topics for the purpose of making new discoveries, some achievements or characters certainly not deserving the oblivion into which they have sometimes fallen.

    By these pages, we also want to pay tribute to all those who gave at one time or another, their lives or health in the name of freedom, aeronautical security or simply our comfort.

    Centralisation

    Internet is full of websites dedicated to aviation, but most are dedicated to subjects or periods that are very limited in space or time. The purpose of this site is to be as general as possible and thus treats all events as well as characters of all stripes and times while putting much emphasis on the most significant achievements.

    The same years saw birth of technologies like photography and cinema, thus permitting illustration of a large part of important aeronautical events from the start. Countless (and sometimes rare) media recently put online by enthousiasts finally give us access to these treasures, but the huge amount of information often makes things a little messy. A centralization effort is obviously most needed at this level.

    All persons who directly or indirectly contributed to the achievement or posting of such documents are here gratefully acknowledged.

    General

    Fluid website

    This site automatically fits the dimensions of your screen, whether you are on a desktop computer, a tablet or a smartphone.

    Bilingual website

    You can change the language by clicking on the flag in the upper left or via "Options" in the central menu. Of course, the videos remain in the language in which they were posted ...

    Browser compatibility

    The site is not optimized, or even designed to run on older browsers or those deliberately deviating from standards. You will most probably encounter display issues with Internet Explorer. In this case, it is strongly recommended installing a modern (and free!) browser that's respecting the standards, like Firefox, Opera, Chrome or Safari.

    Cookies and Javascript

    This site uses cookies and JavaScript to function properly. Please ensure that your browser is configured accordingly. Neither of these technologies, or other means shall in no case be used on the Site for the retention or disclosure of personal information about its Visitors. See the "Legal" page for more on this subject.

    Website layout

    Left menus

    Because of the lack of space on smartphones and small tablets, these menus are hidden. Everything is nevertheless accessible via the main menu option, located between the video and photo sections. This menu is placed there for compatibility reasons with some browsers, which play the videos over the menus.

    "Search" and "Latest" :
    The link "In Titles" restricts the search to the titles of different forms. Use this option if you are looking for a plane, a constructor, a pilot or a particular event that could have been treated as a subject.

    The link "In Stories" will bring you to a search in all texts (the "Story" tab) and will take more time. The search term will appear highlighted in green when opening the corresponding story.

    Would you believe, "Timeline" will show all subjects in chronological order.

    "Random" will reload the entire page with a new random topic.

    The bottom section keeps you abreast of the latest five entries. New topics are added regularly. Don't hesitate to come visit us often : add bookmark.

    Blogs and Comments central section

    Under the photos section comes the comments tabs window :

    You can enter general comments in your own language via one of the two buttons on the left (BLOG EN and BLOG FR). Note that these buttons are accessible regardless of the language to allow some participation in the other language.

    All comments are subject to moderation and will be published only if they comply with the basic rules of decorum, while remaining relevant to the purpose of this site.

    The third tab allows you to enter comments on the shown topic and is bilingual. Personal anecdotes, supplements and other information questions will take place here.

    The "Story" tab shows the explanatory texts. They are most often taken from Wikipedia, a site where we participate regularly.

    The "Data" tab is reserved for list of features and specifications.

    Right menus

    On a smartphone, the lack of space is growing and this menu is moved to the bottom of the page to give priority to videos and pictures.

    The top right icons are links to videos posted by third parties (on their own responsabilities) or by ourselves. The link below these icons will take you to the channel of the one who posted the video. Feel free to suggest other videos if you think they are of some interest (Use the BLOG button or the "Contact" link).