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The Red And White Check Tail Markings On Scooter Nj3-154905 Identify It As Belonging To 805 Squadron. This Aircraft Survived Its Ran Service To Be Sold To New Zealand. (defence Pr)
Aircraft of the ADF — N13 MDC A-4G Skyhawk
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N13 – Mcdonnell Douglas A-4skyhawk
The first US Navy prototype XA4D-1 Skyhawk, serialled 137812 (c/n 10709), had first flown on June 22, 1954. The tiny attack aircraft soon displayed impressive performance, establishing a world speed record over a 500km circuit at over 695mph. The new jet immediately became known after its designer as “Heinemann’s Hot Rod”, with deliveries being made to the first USN squadron in October 1956. Production of the first production model, the A4D-1, which was redesignated the A-4A in 1962, was to total 146 aircraft. A unique feature of the small attack aircraft was its short wingspan. Being a little over eight metres meant that the wings did not need to fold, a definite advantage when embarked on carriers. The A-4B version followed, featuring improved electronics and provision for flight refuelling, with 542 being produced. The A-4C, which flew in August 1959, introduced a new ejection seat, terrain clearance radar in the nose and improved autopilot and gyro system. Production of 638 of this model made it the most numerous of Skyhawk variants. Introduced in 1961 was the A-4E, powered by the more powerful 8500lb (38kN) thrust J52-P-6A turbojet, with provision for five external pylons capable of carrying up to 3720kg (8200lb) of stores. Of this variant, 494 were built for the US Navy and 60 for the Israeli Air Force. After the 1964 RAN order for 14 Grumman Trackers, a further Australian order was announced on October 26, 1965 for 10 A-4E Skyhawk fighters, at a cost of $18.4m. These were to be delivered with the Trackers in 1967, and would operate from HMAS Melbourne. The Carrier Air Group would comprise 805 Squadron with Skyhawks, 816 with Trackers, and 817 with the Wessex ASW helicopters. The A-4E procurement was, however, overtaken in August 1966 by the first flight of the next Skyhawk model, the A-4F. This variant introduced the 9300lb (42kN) thrust J52-P-8A turbojet, with an additional 800lb (3.6kN) of thrust over the -6A engine of the A-4E. In addition, the A-4F introduced the steerable nosewheel, wing spoilers, a zero-zero ejection seat, and was the first variant to be fitted with the distinctive dorsal avionics pack which became a feature of later models of the Skyhawk. 100 A-4Fs were subsequently modified with the 11,000lb (49kN) thrust J52-P-401 and enlarged air intakes. In addition, 240 two seat TA-4F trainers were built, many of which were subsequently modified as the TA-4J. The A-4F was, then, the aircraft purchased by the RAN. The Australian aircraft were not fitted with the dorsal hump, and with its specified avionics fit led to the designation of A-4G. The first two aircraft, a single seat A-4G and a two seat TA-4G, were accepted at the Douglas Long Beach plant in California on July 26, 1967. The order comprised eight single seaters, USN Bu numbers 154903 to 154910, and two dual trainers, Bu 154911 and 154912. The 10 jets were loaded aboard HMAS Melbourne in October, arriving in Sydney on November 22, 1967. As with standard RAN practice, the 10 aircraft were allocated side numbers: the two TA-4Gs became 880 and 881, and the A-4Gs 882 to 889. In service, the prefix N13- was applied to the USN Bureau number to provide the RAN serial number. Conversion to the type was a role of the fixed wing training unit, 724 Squadron, at HMAS Albatross. 805 Squadron was commissioned at Albatross on January 10, 1968. Meanwhile, the Melbourne was being refitted to operate the new aircraft, and this was completed in November 1968. Being recommissioned in February 1969, the Melbourne embarked its newly redesignated flying units, VF-805, VS-816 and HS-817. The following year, on March 10, 1970, the RAN announced a follow-on order for a further 10 Skyhawks. Although no Skyhawks had, by this stage, been lost, further aircraft would provide more flexible rotation and allow for future attrition. Accordingly, on January 15, 1971, HMAS Sydney sailed from Sydney to the USA to transport back the new aircraft. This batch of aircraft, which again included two trainers, were the A-4F variant, and were unloaded at Jervis Bay on August 11, 1971. For commonality, these aircraft were modified to the same standard as the existing aircraft and similarly were known as A-4Gs. The single seaters, serialled between Bu 155051 and 155069 were coded 870 to 877 and the duals, Bu 154647 and 154648, became 878 and 879. The RAN suffered its first Skyhawk loss on June 5, 1973 when N13-155060 crashed off the coast near the RAAF fighter base at Williamtown. Over the next 11 years of RAN Skyhawk operations, a further nine aircraft were destroyed in accidents. The last Skyhawk was delivered in February 1979, and of the 2960 produced, Skyhawk models included:
A-4A (previously the A4D-1) powered by the 7700lb (34.5kN) thrust J65-16A, 164 built.
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A-4B (A4D-2) improved electronics, 542 built.
A-4C (A4D-2N) improvements such as APG-53 terrain clearance radar and autopilot, 638 built.
A-4D designation not used to avoid confusion with previous A4D designation.
A-4E (A4D-5) 8500lb (38kN) J52-P-6A, first flown July 1961, 494 for USN and 60 for Israel.
A-4F A-4E with 9300lb (41.7kN) J52-P-8A and introduced humped dorsal avionics pack, 147 built, 100 of which were subsequently modified with 11,000lb (49.3kN) J52-P-401; TA-4F tandem two seat trainer variant with 240 built.
A-4G Eight A-4F derivatives for the RAN plus two TA-4G trainers, later RAN procurement of 10 A-4F/TA-4F also designated A-4G/TA-4G.
A-4H Israeli variant of A-4F, with revised fin and rudder 90 built plus 10 TA-4H trainers; 14 ex Israeli A-4E plus two TA-4H to Indonesian AF (TNI-AU) and with 16 refurbished A-4E from USN equip 11 and 12 Sqns of TNI-AU.
TA-4J Simplified TA-4F, J52-P-6 turbojet, USN lead-in trainer since 1969, 279 built plus many TA-4F modified to TA-4J, some 160 remain in service.
A-4K 14 A-4F (with A-4H fin) for RNZAF plus four trainers, NZ later acquired ex RAN aircraft also modified to A-4K/TA-4K standard, in service 2 and 75 Sqns RNZAF.
A-4KU 30 A-4F for Kuwaiti Air Force in 1977, plus 6 TA-4KU trainers, served in 9 and 25 Sqns, replaced by F/A-18 after the 1991 Gulf War.
A-4L 100 A-4C converted for USN Reserve and incorporated A-4F avionics.
A-4M ‘Skyhawk II’ first flew April 1970, development of A-4F for US Marine Corps, 11,200lb (50kN) J-52-P-408A, 162 aircraft produced; 36 recently supplied to Argentine Air Force.
A-4N A-4H development for Israeli Air Force in 1972 J52-P-408A, 117 delivered, about 160 A-4E/WN remain in Israeli service.
A-4PTM ‘Peculiar To Malaysia’, variant for Royal Malaysian Air Force (TUDM), 88 A-4C/A-4L bought from open storage with 36 single seaters and four trainers refurbished by Grumman to A-4E standard, delivered 1986, served with 6 and 9 Sqns, replaced by BAe Hawk 108/208.
A-4P 50 ex USN A-4B and 25 A-4C for Argentine Air Force, 29 believed to remain in service.
A-4Q 16 ex USN A-4B for Argentine Navy, 5 remaining.
A-4S 40 A-4B acquired in 1970 for Republic of Singapore Air Force, rebuilt by Lockheed Aircraft Service, followed by 70 A-4C in 1980 (some for parts) and 16 A-4B in 1983, unique separate tandem cockpit trainer TA-4S.
A-4S-1 Upgraded A-4S by Singapore Aerospace with GE F404-100D engine to replace J65, increasing thrust by 31% and reducing fuel consumption by 14%.
A-4SU ‘Super Skyhawk’, major avionics modification in Singapore of A-4S-1, first squadron operational 1992, 70 aircraft equip 142, 143 and 145 Sqns RSAF, planned to remain in service until 2010; possibility of further 10 duals to be upgraded for lead-in trainers.
A-4T Projected version for French Navy to replace Etendard, cancelled when Super Etendard chosen.
A-4Y Proposed improved A-4M for USMC.
At the beginning of the 1980s, the Melbourne was approaching the end of its useful life. The then Liberal Government sought a replacement, and the UK “Harrier carrier” HMS Invincible was selected as it was surplus to the requirements of the Royal Navy. It was planned that Invincible would enter RAN service in 1983 as HMAS Australia. However, these events were dramatically changed by the 1982 Falklands War. The performance of the Harrier had proved to the UK Government the value of naval air power and all three Invincible class carriers would be retained. Although the RN then offered the older HMS Hermes to Australia, this was not acceptable. In April 1982, the decision was made to decommission HMAS Melbourne, and this took effect from June 30, 1982. VF-805 paid off at Albatross on July 2, and the Skyhawks were then passed to VC-724. In 1983 the incoming Labor Government cancelled any plans for a new RAN carrier, and jet flying then effectively ceased on June 30, 1983. Six Skyhawks were withdrawn from service and stored, with the RAN Macchi fleet being handed over to the RAAF. However, four Skyhawks – the two remaining duals, 880 and 881 and two fighters 883 and 884 – were retained by VC-724 for target towing and other support tasks to exercise the fleet. Twelve months later, these four aircraft were also retired, together with the remaining Trackers. This was a sad day for naval aviation, marking the end of fixed wing operational flying for the RAN. The surviving 10 Skyhawks were then sold to the RNZAF at the end of June 1984, and from that July were ferried to New Zealand and re-serialled NZ6211 to NZ6218 (A-4G) and NZ6255 and NZ6256 (TA-4G). The first four aircraft (880, 881, 883 and 884) made the Tasman crossing on July 12.
The purchase price for the New Zealanders was $A28 million, which was certainly a good buy as the purchase also included large holdings of spares. After arrival at Ohakea on New Zealand’s North Island, the home of 75 Squadron’s Skyhawks, the aircraft were converted to A-4K standard and ultimately underwent the Project Kahu avionics upgrade program. The additional Skyhawks for the Kiwis allowed the formation of a second unit, No 2 Squadron, which ironically has been based at HMAS Albatross since 1991, fulfilling fleet support functions for the RAN. In addition to several foreign air arms, the Skyhawk still remains in service with the US. The A-4E/F versions are used by the US Navy as aggressor trainers, the USMC operates the A-4M in the attack role, and the TA-4J is the prime USN lead-in trainer for jet operations, although replacement is currently underway with the T-45. In RAN service, the Skyhawk was an effective ground attack aircraft and, with its limited APG-53 radar and fit of AIM-9B Sidewinder AAMs, provided the fleet with some degree of air defence. The A-4 was respected by its operators, and a measure of the aircraft’s capability is that, with recent avionic upgrades, “Heinemann’s Hot Rod” is planned to soldier on for at least a further 15 years. Although all the 10 surviving RAN Skyhawks passed to the RNZAF, the Australian Naval Air Museum at HMAS Albatross does display one aircraft. This is an ex US Navy A-4B, 142871 (c/n 11933), which has been painted to represent A-4G N13-154906, and is coded ‘888’.
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