DESSERT SLUFs 32-001

The middle-weight, Vought-produced A-7 Corsair II was designed as a replacement for the A-4 Skyhawk light-weight attack aircraft, and was based on the engineering successes of the F-8 Crusader. Owing its general visual appearance to the Crusader, the A-7 Corsair was designed more as an attack-strike aircraft capable of carrier-based operations than an air-to-air capable fighter. During the Vietnam War the U.S. Army was not permitted to operate fixed-wing combat aircraft, but it nevertheless required close support for its troops in the field. To meet this need, the Army pressured the USAF for a specialized subsonic close-support aircraft that would suit its needs better than the supersonic fighters that the USAF preferred to adapt for the role. In the footsteps of recently adopting another Navy design, the F-4 Phantom II, the USAF requested a version of A-7 for Tactical Air Command to fulfill the need for an inexpensive close-air support replacement for the A-1 Skyraider and F-100 Super Sabre. On 5 November 1965 the USAF announced that it would purchase a version of the A-7, designated the A-7D. The most important difference from Navy versions was adoption of the Allison TF41-A-1 turbofan, a license-built version of British Rolls-Royce Spey; with 14,500 pounds of thrust, the engine offered a considerable boost in performance. In addition, the avionics were highly upgraded. The AN/APN- 153 navigational radar in earlier models was replaced by the AN/APN-185 navigational radar, while the AN/APQ-116 terrain following radar in the earlier A-7B/C was superseded by the AN/APQ-126 terrain following radar, the roller map display (which used paper charts that had a tendency to jam) was replaced by an electronic display, and the gunsight was superseded by a Heads Up Display (HUD). Other changes involved substituting a single 20mm M61 Vulcan Gatling cannon with one thousand rounds in place of the troublesome Mk-20 cannons. Starting with the seventeenth production aircraft an Aerial Refueling Receptacle System compatible with the Air Force style flying boom replaced the Navy probe and drogue system. This meant the first sixteen aircraft retained the old probe and drogue system. The YA-7D prototype powered by a TF30 flew on 6 April 1968, with the first TF41 aircraft taking to the air on 26 September 1968. The A-7D proved to be a quantum improvement over the earlier A and B models with its advanced nav/attack system avionics, and especially the HUD, which was a huge step forward for the air to ground mission. A total of four hundred and fifty nine A-7Ds were eventually built, initially equipping three TAC wings and two Air National Guard squadrons. In 1973 the USAF began assigning A-7Ds to the Air National Guard (ANG), and by 1987 they were being flown by fourteen ANG units in ten states and Puerto Rico. A-7Ds participated in Operation Just Cause in Panama in 1989, their first combat since Vietnam, and their last. The last A-7Ds were retired in the early 1990s.

Early LUKE A-7Ds

69-6191 and 69-6198 are shown as marked for use by the Combat Crew Training (CCT) unit in June 1971. Under USAF practice of the time, a future Air Force fighter pilot began their training as a rated pilot. The pilot, after completing Undergraduate Pilot Training or coming from another aircraft, went onto a CCT. Upon his arrival at CCT, first he had to take transition training to a new aircraft and learn the fundamentals of flying a real fighter plane, becoming proficient in basic instrument and visual flying in the new platform, all while learning the new aircraft’s systems and procedures. Then he had to learn how to employ it, and its sophisticated systems, aggressively in the highly demanding combat environment. After several familiarization sorties, he was still "getting the feel" of his complex new aircraft and at the same time mastering the close teamwork and discipline of tactical formation flying and Basic Fighter Maneuvers (BFM) along with the precise delivery techniques of Ground Attack (GA). If the new pilot had no trouble he could expect to be a full-fledged Phase II fighter pilot in about six months, which was approximately eighty five flying hours in an A-7. If making the grade proved to be too hard at the expected pace, the student had to be given more instruction and more practice time. This happened often enough to call for a close look at the scheduled progression through training. In 1975 the USAF changed this program to what they have today which teaches the fundamentals of air combat and surface 1 attack in a familiar aircraft (formerly the AT-38, now the T-38C), them transitions the pilot to the new fighter aircraft at a Flying Training Unit (FTU), formerly an RTU (Replacement Training Unit). Once they arrive at their operational unit they receive further training (MQT or Mission Qualification Training) in that unit’s particular role and taskings, ending in a certification as a “mission ready” fighter pilot.

A-7D-3-CV Serial No: 69-6191 A-7D-4-CV Serial No: 69-6198

LA 69-6191 and LA 69-6198 are shown in the markings of the 310th Tactical Fighter Training Squadron (TFTS), part of the 58th TFTW at Luke AFB. The 310th TFTS was constituted on 21 January 1942, as the 310th Pursuit Squadron (Interceptor) and was activated at Harding Field, Louisiana, where it flew the P-39 and P-40 aircraft. From November 1943 until March 1962, the 310th served extensively throughout the Pacific theater supporting Allied forces in World War II and the Korean War. During this time, the squadron was equipped with the P-47, F-84, F-86 and the MGM-1 Matador cruise missile weapon systems. In March 1962, it was inactivated at Osan Air Base, South Korea. Redesignated as the 310th Tactical Fighter Training Squadron on 1 December 1969, it was reactivated fifteen days later at Luke Air Force Base and flew the A-7D until its transition into the F-4 in 1971, when it’s A-7D’s were sent to Davis Monthan AFB. The 310th TFTS transitioned into the F-16 in 1982 and became the 310th Fighter Squadron in November 1991. Our decal subjects are shown as it appeared in June 1971, one month before the 310th TFTS replaced its A-7D’s. 6198 is the second 16 production A-7Ds to have the standard USAF Aerial Refueling Receptacle used with the tanker flying boom.

A-7D-3-CV Serial No: 68-8225

68-8225 is shown as it was marked when part of the 57th Fighter weapons Wing at Nellis AFB in 1971. Originally established in March of 1948 at Elmendorf AFB to defend Alaska's air space with the F-51 and F-80, the 57th FWW was reactivated at Nellis on 15 October 1969 with the new mission of providing graduate-level fighter pilot training and demonstration of tactical fighter weapons systems and tactics using the A-7, F-4, F-100, F-105, and F-111 aircraft. In addition to the operational squadrons assigned to the 57th the 422nd Fighter Weapons Squadron and the USAF Weapons School also came under its control. In late October 1972, the wing received its first T-38 Talons to form an aggressor unit: the 64th Fighter Weapons Squadron; eventually the Talons were replaced with the F-5E, then the F-16 and F-15. The USAF Air Demonstration Squadron's T-38 aircraft also joined the 57th when the Tactical Fighter Weapons Center reassigned the Thunderbirds to the wing on 15 February 1974. In 1976, the 57th received the Air Force's latest air superiority fighter, the F-15. The A-10 arrived in 1977, followed in 1981 by the F- 16, and the F-15E in 1991. The 57th also assumed operational control of "Red Flag" exercises in October 1979 with the purpose of developing realistic combat training exercises featuring adversary tactics, dissimilar air combat training, and electronic warfare. It incorporated intelligence training after March 1980, but in 1990 the aggressor mission was transferred to 4440th TFTG and later to the 414th CTS. In July 1995, the 57th Wing gained the 11th Reconnaissance Squadron, the first Air Force unit to operate the RQ-1A Predator unmanned aerial vehicle. A second RQ-1A squadron, the 15th Reconnaissance Squadron, joined the wing on 1 August 1997. With the reactivation of the 432nd Wing at Creech Air Force Base on May 1, 2007, Predator and Reaper operations and the elements that comprised the 57th Operations Group were transferred to the 432nd Wing. Our subject is shown as it appeared in 1971 and was eventually converted to a GA-7D ground instruction airframe.

Typical weapons load options:

As a test and training aircraft, these jets would often be seen in a clean configuration, carrying all pylons and AIM-9 rails, but no ordnance. Possibly a single AIM-9E CATM might be carried. When air to ground weapons were carried they were likely to be inert, pylon mounted Mk-82 high 2 and low drag bombs, and much more frequently, TER mounted BDU-33 twenty five pound practice bombs. External tanks would be seen more frequently than on their Navy counterparts, symmetrically mounted on the inboard wing pylons.

Color Keys:

The exterior was finished in the standard SEA camo scheme of Green FS #34079, Green FS #34102, and tan FS #30219 over Light Gray FS #36622 and was very clean. 6191 has a green tail stripe while 6198 has a yellow stripe. The exterior camo colors extended into the intake for the first foot then transitioned to white. The basic cockpit interior color was Dark Gull Grey FS #36231. The main instrument panel, side console instrumentation, and instrument panel coaming were matte black along with the canopy interior, cockpit sills, and the decking aft of the seat. The Escapac IC-2 seat and its rails were painted Dark Gull Gray with olive drab seat cushions and sage green back pads. Ejection handles, survival kit release handle, and the seat arming handle (“head knocker”) in the middle of the headrest were painted in the usual yellow and black striped manner. The seat lap belt was a medium gray color, while shoulder harness and survival kit straps were a medium greenish-blue color. As always, for reference photos the modeler is referred to www.ejectionsite.com. The intake interior, wheel wells, landing gear, nose gear wheels, gear door interiors, and arresting hook were gloss white with the arresting hook striped in black; the main gear wheels were matte aluminum though. Areas of the leading and trailing edge flaps that were exposed, when they were lowered, were semi-gloss white. The aft fuselage interior, visible around the exhaust pipe, was untinted (yellow) zinc chromate. LAU-7/A AIM-9 rails and their mounting pylons were semi-gloss white. The AIM-9E CATM had a blue FS #35109 body with a semi-gloss white seeker head and rear and forward fins. BDU-33’s were the same shade of blue.

Notes for modelers:

As part of the initial production blocks of A-7Ds, these three A-7Ds had a combination of Navy and USAF air refueling systems. For WA 68-8225 and LA 69-6191 it is best served to start with Trumpeter A-7E kit # 02231 and modify it , .For LA 6198 the Trumpeter USAF A-7D kit # 02245 should be used. Instructions for modifying the both kits to the early A-7D configuration are included with this decal set

All of the early A-7Ds on this decal sheet did have most other USAF A-7D modifications, such as the deletion of the AN/ALQ-100 ECM antenna under the rudder along with deletion of the catapult launch bar and approach lights. they did include the USAF style rectangular ILS antennas on the ECM fairing at the top of the vertical tail, but this ECM fairing's aft end ended in a simple "wedge" shape like the earlier A-7A/B models. This jet also did not have the aft fuselage ventral UHF/ADF antenna blister between the main landing gears that later A-7D's carried, and it only had the nose pitot probe mounted on the port side. It also had Landing and Taxi lights not carried by the Navy A-7s added to the nose gear The A-7D used the Douglas Escapac 1C-2 seat, and still retained the overhead ejection handle. The cockpit of the A-7D was very different from the A and B models that preceded it; the D model moved the radar scope from the center of the instrument panel to the right side with the Projected Map Display underneath it. In the radar scope's place was the new HUD display and controls. Unlike the Navy, the USAF placed the RWR scope on the top left of the instrument panel next to the HUD. For pictures of the D model cockpit, go to www.uscockpits.com. The rear fuselage mounted AN/ALE-40 chaff/flare dispensers would not generally be carried by a training unit. This timeframe predates the installation of the intake mounted Target Indicator System Laser (TISL) pod.

3 DM A-10 Fly-Off Gray Ghost A-7Ds

A-7D-14-CV Serial No: 73-0993

73-0993 shown as it was marked for use in the A-7 vs A-10 CSAR fly-off which occurred in the first half of 1974. Nicknamed “The Gray Ghost II”, this aircraft was one of three A-7Ds painted Gunship gray FS#36118 for use in the fly-off with the A-10A. The other two A-7s were 69-6200 nicknamed “Ghost Rider”, and 73-0994 nicknamed “The Gray Ghost I”. With the relatively successful use of the A-7D in the last few months of the Southeast Asia War, particularly in the Combat Search and Rescue CSAR (Sandy) role, some congressmen asked for a fly-off competition between the A-7 and the A-10. The Air Force initially resisted a fly-off since the A-10 was specifically designed as a Close Air Support aircraft and the A-7 was not. The Air Staff did not see much value in the fly-off and more or less knew the A-10 would win.

Congressional pressure continued throughout 1973, and during Defense Budget meetings, the issue resurfaced. The Air Force finally agreed to a fly-off competition in September 1973. The goal of the project was to determine which aircraft was preferred after testing by experienced combat pilots.

The fly-off was held in the spring of 1974. Four USAF pilots with combat experience in Close Air Support (CAS) flying in either the McDonnell Douglas F-4 or North American F-100 were selected for the test. None of the pilots had prior experience in either the A-10 or A-7. The A-10 was still undergoing development test and engineering qualification and lacked a large portion of its combat weaponry and avionics equipment. The GAU-8 cannon was not installed, the aircraft was not yet fitted out to fire the AGM-65 Maverick missile, the head-up display was not installed, the electronic counter measures, flare dispenser and infrared jamming equipment were not yet available. Without this equipment, the fly-off was reduced to a quantitative analysis of mission capability against simulated targets and defenses using simulated attack procedures. Additionally, a qualitative opinion poll of the test pilots was conducted concerning which aircraft they would prefer to fly on CAS missions.

The test plan outlined a series of specific objectives including the ability of the pilot to acquire attack, reacquire and reattack targets under a variety of weather conditions (limited ceiling and visibility). Evasive maneuvering of the aircraft as well as simulated tracking and attack by enemy ground units was also tested. Overall cockpit visibility and aircraft handling were also tested. Finally, the test program was designed to test the essential CAS qualities of ordnance load, speed, loiter time in the battle area, weapons delivery tactics and defensive and evasion maneuvering.

The test program was conducted at Fort Riley, Kansas. in the spring of 1974. Fort Riley was selected because of the similarity to European terrain and weather patterns. The pilots received initial training in the A-7D between Jan. 3 and March 15. A-10 familiarization training was done between Feb. 20 and April 10. The pilots flew local area familiarization flights in the Fort Riley area on April 12 and 13 and actual testing began on April 15.

The test aircraft flew out of McConnell Air Force Base, Wichita, Kansas. and flew to Fort Riley where the simulated enemy ground targets and defensive installations were set up. The test consisted of 16 missions with two sorties flown per mission. The missions were broken down into two broad categories: 1) the enemy attacks friendly ground forces which in turn fight a delaying action 2) the enemy attacks friendly forces and quickly breaks through. The aircraft were equipped primarily with up to 12 Mk 82, 500-pound bombs, but were also flown with Rockeye Cluster Bombs, napalm canisters and Maverick missile (simulated since the A-10 wasn't yet equipped for the AGM-65). The missions were also flown under four simulated ceilings: 1,000 feet, 3,000 feet, 5,000 feet and unlimited.

4 The results of the fly-off clearly showed the A-10 to be a more capable aircraft in the battle area Close Air Support mission. The A-10 could carry a larger ordnance payload and the projected lethality of the GAU-8 30mm cannon over the M61A1 20mm against ground targets made a significant impact. The A-10 was judged to be more survivable after being hit by enemy ground fire and its meuverability made it less vulnerable to air-to-air losses. The pilots felt the A-10s maneuverability would be a great asset during CAS missions, especially during limited visibility or low ceiling weather conditions.

After the completion of the fly-off, funding for the continued development of the A-10 was restored and increased by congress. The target cost of $1.4 million was estimated to increase to about $1.7 million per aircraft, but the need for the A-10 was clear and production plans preceded on schedule. The production version of the A-10 was formally accepted by the Tactical Air Command on March 30, 1976.

This airframe was written off in a 1975 accident.

Notes for modelers:

Instructions for modifying Trumpeter USAF A-7D kit #02245 to the early A-7D configuration are included. The A-7D used the Douglas Escapac 1C-2 seat, and still retained the overhead ejection handle. The cockpit of the A-7D was very different from the A and B models that preceded it; the D model moved the radar scope from the center of the instrument panel to the right side with the Projected Map Display underneath it. In the radar scope's place was the new HUD display and controls. Unlike the Navy, the USAF placed the RWR scope on the top left of the instrument panel next to the HUD. For pictures of me D model cockpit, go to www.Uscockpits.corn and www.ejectionsite.com for photos of the instrument panel and ejection seat respectively. . This jet also did not have the aft fuselage ventral UHF/ADF antenna blister between the main landing gears that later A-7D's carried.

Color Keys:

The overall aircraft color was Gunship Gray FS#36118, with a semi-gloss black nose radome and vertical fin tip. The external fuel tanks and wing weapons pylons were also painted in 36118. The basic cockpit interior color was Dark Gull Grey FS #36231. The main instrument panel, side console instrumentation, and instrument panel coaming were matte black along with the canopy interior, cockpit sills, and the decking aft of the seat. The Escapac IC-2 seat and its rails were painted Dark Gull Gray with sage green seat cushions and back pads. Ejection handles, survival kit release handle, and the seat arming handle ("head knocker") in the middle of the headrest were painted in the usual yellow and black striped manner. The seat lap belt was a medium gray color, while shoulder harness and survival kit straps were a medium greenish-blue color. Wheel wells, landing gear, nose gear wheels, gear door interiors, and arresting hook were semi-gloss white with the arresting hook striped in black. Main gear wheels were matt aluminum. Areas of the leading and trailing edge flaps that were exposed, when they were lowered, were semi-gloss white. The aft fuselage interior, visible around the exhaust pipe, was untinted (yellow) zinc chromate. LAU-7/A AIM-9 rails and their mounting pylons were also finished in Gunship Gray, but MERs and TERs were still painted gloss white, as would be the AN/ALQ-101 pod (with gloss black radomes). The AIM-9E CATM had a blue FS #35109 body and rear fins with a semi-gloss white seeker head and forward fins. BDU-33's were the same shade of blue.

1/32 A-7D Kits

Trumpeter USAF A-7D #02245 (LA 69-6198 and DM 73-0993)

Trumpeter US Navy A-7E #02231 (LA 69-6191 and WA 68-8225)

5 Aftermarket Accessories

Aires Cockpit # 2057 Ejection Seat # 2046

Avionix Cockpit #32037

Eduard Cockpit Interior Color PE Self-Adhesive #33041 ESCAP IC2 PE Details #32574 Avionics Color PE #32576 Exterior PE #32577

Quick Boost A-7D Ejection Seat w/ Safety Belts #32147

Verlinden Full Cockpit #2745 Radar and Avionics #2743

Instructions for converting a 1/32 Trumpeter USN A-7E to Early USAF A-7D with Probe and Drogue Refueling System

The first 16 production A-7Ds had the US Navy style Probe and Drogue Refueling System. Starting with the 17 production A-7D a USAF style Air Refueling Receptacle designed for use with the USAF Flying Boom Air Refueling System was added to the top of the fuselage replacing the Navy style probe. Luke 58th TFW A-7D LA 69-6191 and Nellis 57th FWW WA 68-8225 on this decal sheet were equipped with the Navy Probe and Drogue Refueling System.

Step 1. Use A-7D step 1 attached. Parts for USAF style ejection seat are contained in the A-7E kit

Steps 2. Thru 10 - No Change

Step 11. Do not install part F23.

Step 12. Do not install parts K1 and PE 19. Attach part K11 on the upper left corner of the equipment bay door part K4 resulting in a square corner on the door. .Make and install a flat blade antenna to the vertical fin cap fairing. The antenna can be made of thin plastic sheet and

6 measures ½ inch by 3/16 inch. See Part K3 in A-7D step 12 attached. The fairing at the base of the rudder should be shortened See A-7D step 12 attached.

Step 13. Do not install parts K3 and PE 18. Attach part K12 on the upper right corner of the equipment bay door part K5 resulting in a square corner on the door. .

Step 14. And 15 - No Change

Step 16 and 17. Use outer wheel Part F17 instead of part K6. Though not exactly the same as the wheel in the A-7D kit, part F17 is closer to the USAF design than part K6.

Step 18. Do not install part K7. Two landing/taxi lights should be added (scratch build or from your spares box). Attach part K12 on the upper right corner of the equipment bay door part K5 resulting. See A-7D step 18 attached.

Step 19. Do not install parts K2 and K10 and fill the hole in the bottom of the fuselage in front of the nose wheel well.

Steps 20. Thru 24 - No Change

Step 25. Make sure you have glued parts K11 and K12 to parts K4 and K5 respectively. No other change to step 25

Steps 26. And Step 27 - No Change

7 Instructions for converting a 1/32 Trumpeter USAF A-7D to Early USAF A-7D (Aircraft LA 69-8198 and DM 73-0993)

Step 11. Do not install part F23.

Step 13. Do not install Pave Penny parts K11, K12, and L20 on fuselage bottom.

Step 21. Use part K1 to cover hole in fuselage bottom. Do not install PE parts PE 1 and PE2 on part K1.

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