Photo Friday: Preview of Coming Attractions

Some random photos shot for my upcoming Aeroseums entry about NAS Wildwood Museum.   NAS Wildwood is one our favorite places to go when we are down the shore.  Note I said our. My wife likes it also!!   Next time you are in South Jersey check out NAS Wildwood Museum

The Airplane Geeks Aircraft of the Week: The EA-6A Electric Intruder

Tonight we are going to talk about a Grumman Aircraft most people don’t know about, the EA-6A. Before there was the Growler, there was the Prowler and before that was the Electric Intruder. 

The A2F-1H was an outgrowth of the successful A2F-1 later to be known as the A-6A.  First flown on April 26^th 1963. The all weather attack aircraft was perfect for a Electronic Counter Measures aircraft. The US Marines requested an ECM platform that could take the electrons with the attackers.  The side by side seating was perfect for an ECM platform.

Three external differences between an A-6A and an EA-6A are clearly visible.  The first was an 8 inch plug added in front of the nose.  This was to accommodate additional antennas specifically for the ECM roll.  This also makes the EA-6A look more streamlined than its Tadpole shaped attack brethren.  The A-6A used wing tip speed breaks.  On the EA-6A these were deleted for two reasons; one they were afraid they would cause severe buffeting, since the EA-6A received and additional outer wing hardpoint, secondly it was to be a land based aircraft for the USMC, who determined it wasn’t needed.  The third most important external difference was the tail. The AN/ALQ-86 receiver/survailence system required a “football” shaped flairing on the top of the tail.  This would carry over to the two follow-on aircraft the EA-6B Prowler and the EF-111A Spark Vark ( Sorry never going to call it a RAVEN) It was also the successes of the EA-6A, that the USAF decided it could have a two person flight crew instead of the four of the EA-6B. 

The strengthened wing of the A-6, was another advantage.  The EA-6As could carry a variety of fuel tanks and pods.  An additional set of pylons were added outside of the wing fold.  Early versions had large Hoop antennas out on the wing tip.  Eventually it would carry pods to simulate various “threats” for training.  The EA-6A could also carry the AGM-45 Shrike anti-radiation missile, though I have no documentation that this actually was carried in combat.  

The USMC took the version into the hostile environment of Vietnam. VMCJ-1 “Playboys” flew out of Da Nang Airbase. The aircraft would fly with other Navy and Marines A-6As on ALPHA Strikes against North Vietnam targets. One aircraft would jam for a flight of attack aircraft.  Later in the war, VMCJ-1 would also acquire RF-4Bs Phantom, the combined squadron’s recon flights would be escorted by the Electronic Intruder.  Lastly operating from JAPAN the EA-6As supported B-52 during OPERATION LINEBACKER the lessons learned by the EA-6A in Vietnam would contribute to the successes of the EF-111As and EA-6Bs in Desert Storm.

Eventually Five Marine Corp Squadrons would fly the EA-6A.  VMCJ-1, 2, 3 followed by VMAQ-2, and 4.  By 1979 only the USMC reserve unit VMAQ-4 was flying the aircraft, all other squadrons had acquired the larger replacement the Prowler.  The aircraft were transferred to Naval Reserve Squadrons VAQ-209 and VAQ-309.  309 on the West Coast, 209 on the east.  One active duty squadron VAQ-33 Firebirds also took on some aircraft.

VAQ-33 in Key West a training squadron and was one of the first intergraded squadrons.  Back in 1991 when our guest Linda was flying for the Navy, women weren’t aloud to fly combat, they could only fly support missions.  Flying as an electronic adversary was considered one of those missions.  Many flights were considered “unmanned” with complete female crews.  A composite squadron VAQ-33 would fly EA-7Ls,  EA-6As, EC-121 Warning Stars,  EKA-3D Whales, EF-4Js  and EA-4Fs.  Fleet Electronic Warfare Support Group was disbanded on October 1^st 1993 for budget cuts. Currently that roll is filled by civilian contractors.

Grumman aircraft only made 27 EA-6As, 12 were rebuilds from A-6As the other 15 were new builds.   The aircraft was extremely successful, and an unsung hero of modern electronic warfare.  It brought the jamming to the forefront.   The successes of both the EF-111A and the EA-6B are directly related.   It may have been a transition aircraft but it did two provide two important leaping points, one as the father of modern Electronic Jamming aircraft and two, the aircraft that opened the doors to women flying full combat missions in the US Navy.

The Airplane Geeks Aircraft of the Week: The Aérospatiale SA 315B Lama

In the late 60’s the Indian Government set out a requirement for a Helicopter that could fly in “Hot and High” climates. Aérospatiale submitted a Helicopter based on their Successful Alouette II.  The Alouette II first flew in 1955 and was being replaced by the heaver more powerful Alouette III.  The submission of the new Helicopter would be a blending of these two proven rotorcraft.

The SA 315B Lama would use the smaller airframe of the Alouette II.  The airframe however was reinforced and strengthened.  To that airframe was mated the Alouette III power plant the Turbomeca Astazou IIIB. The IIIB originally rated at 870 Shaft Horsepower it was down rated to 550 Shaft Horsepower.  The lighter airframe mated to the more powerful engine gives the LAMA gives the ability to carry up to 4 people or a maximum of 2,500 pounds of slung payload.

The new helicopter was first flown on March 17, 1969 piloted by Roland Coffignot and Gerard Boutin.  It would get its French airworthiness certificate in 1970.  In 1971 HAL, or Hindustan Aeronautics Limited received the license to produce the LAMA as the Cheetal.  The HAL version first flew on October 6, 1972.  Helibras of Brasil received a license in 1978 for production of the LAMA it is called the Gavião.

India primary uses the Cheetah for patrols and Search and rescue in the Himalayas.  Launching from Bases as high as 24,600 Feet.  That’s 4.65 miles high.  India also has created an armed version called the Lancer.  The Lancer incorporates, up-rated armour plate and has two pods carrying a 12.7mm machine gun and three unguided rockets.  The Lancer has a redesigned “bubble” for reinforcement and better visibility.  For self-defense it has the addition of Flairs and Chaff.

The LAMA is to operate in extreme climes.  To prove this Aérospatiale wanted to originally land a LAMA on top of one of the Himalayan Mountains however it not given permission by the India Government.  Aerospatiale decided on setting some records.  In 1969 a crew of two with 260 Lbs of fuel took off and then landed at the then highest recorded altitude for a helicopter 24,605 feet above sea level.  I might add that this has become routine for this helicopter.

On June 21, 1972 Jean Boulet took off solo in a modified SA 315B, the airframe had all of the interior removed except for the necessities for the pilot. He began is assent into the record books. Boulet a trained Engineer and Test pilot climbed his Lama to the still unbroken absolute height of 40,814 Feet.  Boulet upon reaching that  altitude began to throttle back the Turbo Engine only to have a the engine flame out.  Boulet then began another record, albeit an unexpected one.  Boulet autorotated, for over 30 minutes, until he safely landed.  This is the unofficial world’s longest autorotation.  It can never be official because it wasn’t planned for or officially documented. 

In 2009 HAL reopened their line and started producing the Cheetah with the new Turbomeca TM 333.  A single engine version, of the power plant, that drives the Dauphin and Panther helicopters.

Aérospatiale has produced 447 Lamas 

ENTERPRISE, the un-sung hero of the Shuttle Fleet.

 

NASA’s OV-101 Constitution contract was awarded to Rockwell North American on July 26^th 1972, the first of the SPACE TRANSPORTATION SYSTEM.  Constitution named after the USS Constitution “Old Ironsides” OV-101 was to be the first flying orbiter.  She was to be debuted on September 17^th 1976, Constitution Day.   Starting in late 1975 a write in by fans of the show STAR TREK to the White House, caused President Gerald R. Ford to “Suggest” to NASA that maybe the Shuttle should be renamed. On September 17th 1976 Enterprise was rolled out to the public as the first Space Shuttle.  Gene Rodenberry, and the majority of the crew of  NCC-1701 were there to greet her.

Enterprise’s differed from her sister Columbia.  She had a different tail. She was covered in simulated tiles made out of polyurethane foam, instead of the High-Temperature Reusable Insulation Tiles.  Her leading edge surfaces were made of fiberglass instead of the reinforced Carbon Carbon on the space flown orbiters.

Enterprise was then towed by truck 36 miles to the NASA Dryden facility for ground handling tests.  Enterprise then was hoisted aboard a former American Airlines 747 N905NA after ground tests the pair took to the skies on February 18, 1977.  This was the first step in what was to be called the ALT or Approach and Landing Tests.  There were five unmanned captured tests followed by five manned captured tests. On August 12, 1977 a seven year old boy watched on a small color television in his Aunt’s den, Enterprise separated from the SCA and flew on her own.  The world’s largest glider, flew for 5 minutes 53 seconds and landed safely on Rodgers Dry Lake Bed.  Enterprise would repeat the process for more times after that flight.  Four times on the lakebed and once on the concrete runway at Edwards AFB.  Three times with the aerodynamic fairing twice without.  On average the landing speed of  Enterprise was about 220 miles per hour. 

Enterprise was then flown around various NASA facilities for testing.   In June of 1979 she became the first shuttle to be mounted to the stack or boilerplate.  The Stack is an Orbiter fitted to the ET ( External Tank) and the SRBs or Solid Rocket Boosters.   She then was transported by crawler to Launch Pad 39A.  After a couple of days she was transported back to the Vehicle Assembly Building and removed from the ET/SRB set up. 

During May and June of 1983 Enterprise became a good will embassidor and was flown to the Paris Airshow, as well as making stops in Germany, England, Italy and Canada.

In November of 1984 She was wisked off to Vandenberg Air Force Base.  It was here that she was again part of a Stack to check the fit of the pad at Space Launch Complex 6 otherwise known as Slick 6.  Enterprise would be the only shuttle ever to grace that top secret launch center. For various reasons it would not be used but that is another story. 

Eventually Enterprise would be returned to Dryden.  Originally Enterprise was to be the Second Shuttle in orbit.  She was to be refitted to the standards of Columbia.  For budgetary reasons NASA decided to refit the structural test Shuttle OV-099 and christened her Challenger.   With the loss of Challenger on January 28, 1986.  Enterprise again was looked at as a replacement.  Again for budgetary reasons it was easier to build a new shuttle out of spare parts, she of course became Endeavour. 

When Enterprise’s sister Columbia  broke up on re-entry.  Enterprise gave up a Fiberglass panel of her leading edge to have foam shot at it.  These tests concluded that it was foam of the external tank that could caused the fatal damage to Columbia.

On November 18, 1985 Enterprise was again attached to the SCA.  She was ferried to Dulles airport where she stayed, until November 2004 when the James S. McDonnell Space Hangar was opened to the public.   On April 19^th she was pulled out into the open air to meet her, another of her siblings Discovery, who took her place.   Enterprise now will move one more time to take her place in New York Harbor, aboard the USS Intrepid in June!