McDonnell Douglas/Intelani Aeronautics A-4ES Skyhawk
(The following is a fictional history of a fictional aircraft.)
Almost as soon as the FIRAF and FIRNAA began acquiring the A-4E Skyhawk in numbers, it was decided to begin upgrading the aircraft, due to the A-4E’s lack of all-weather combat capability and the increasing age and cost of the J52 powerplant. McDonnell Douglas and Intelani Aeronautics planned the upgrade as a joint project, as McDonnell Douglas saw the export potential in such an aircraft. The project was designated A-4ES (Enhanced Skyhawk); the six testbeds were a mix of “flatback” A-4Es and “humpback” A-4Fs.
The upgrade was extensive, with the entire nose section of the A-4 redesigned from the intakes forward, incorporating an entirely new structure. The cockpit was enlarged slightly (similar to the A-4M) and the canopy made largely frameless, with a new teardrop shape added. The interior was completely reworked, with an instrument panel incorporating two multifunction displays, the addition of a multimode HUD, HOTAS, and a radar scope just below the HUD. This was due to the addition of an entirely new, also multimode radar: the APG-66, the same radar used on the F-16A. Like early models of the F-16, the A-4ES was to lack the ability to carry radar-guided missiles, limiting it to only the AIM-9 Sidewinder, but this was deemed adequate.
Behind the nose, other modifications were made. Due to minaturization, the “humpback” of the A-4F was no longer necessary, and so was deleted, though a small hump just past the midway point was added to incorporate the Have Quick radio system. An ILS antenna was added just behind the cockpit, but the biggest change in the fuselage was the addition of a USAF-style boom refuelling plug, with fuel tanks suitably altered. This allowed the A-4ES to refuel from either boom/plug or probe/drogue tankers, making it a “hermaphrodite." ALR-66 radar warning recievers and ALR-39 chaff/flare dispensers were also added.
Finally, the engine was upgraded from the J52 turbojet to a more fuel-efficient and quieter General Electric F404 turbofan. This gave the A-4ES a higher combat speed, increased warload, and thirty percent reduction in takeoff time, giving the Skyhawk better short-field takeoff/landing capability. Because landing speed was also somewhat higher, a brake parachute housing was added beneath the engine, though this was not always necessary to use. The SA-77C’s rearward-facing camera system was also added at the base of the tail, but this retained the same tendency to go out during high-G manuevers, though it was retained throughout the A-4ES’ service.
The first modified A-4ES was rolled out in March 1984, and performed “almost flawlessly,” according to a test pilot; one of the prototypes was taken over Mach 1 in a shallow dive in May, proving that the Skyhawk was capable of this speed, though actual use of supersonic speed was rare in service. With the Third World War looming on the horizon, the FIRAF and FIRNAA cancelled additional upgrades such as the use of Israeli-style DEFA 552 30mm cannon, retaining the Colt Mk 12, though many A-4ES would be field-refitted with the newer and more reliable M39A2. The FIRAF immediately placed an order for 40 upgraded A-4ES (to be done by cycling the FIRAF’s A-4Es already in use), while the FIRNAA also opted for upgrading its remaining 30 A-4Es, along with 18 new conversions, both in June 1984. This was almost immediately followed by an “emergency” order for 36 more A-4ES for the FIRAF a month later, with war imminent. Even with this, conversion did not begin until after the war broke out, with the 1st Fighter Squadron being the first recipient in December 1984.
The reliability and especially low cost of the A-4ES made it a natural choice as both the FIRAF and FIRNAA began expanding expotentially during the Third World War; demand for new Skyhawks was such that McDonnell Douglas’ Long Beach plant simply couldn’t keep pace, and subsequently new conversion lines were opened at Intelani Aeronautics. Sagely, Minister of Defense Akela Canis ordered an expansion of the FIRAF and FIRNAA anticipating a three-year war in November 1984 and three carrier battlegroups for the FIRNAA. As a result, the FIRAF now placed an additional “emergency” order for 48 A-4ES in that same month, with a final order for 48 more aircraft placed in March 1985, both to form more squadrons and as attrition replacements. Likewise, the FIRNAA’s orders also expanded to 72 more aircraft for the same reason, with this order placed in January 1985.
Eventually, no less than 301 A-4s were ordered: 181 for the FIRAF, and 120 for the FIRNAA. These conversions came from initially ex-US Navy A-4Es (eventually, two-thirds of the available A-4E airframes would be converted), ex-US Navy and Marine Corps A-4Fs, and even 52 ex-US Navy A-4Ls, themselves conversions of early A-4Bs. The latter were converted to A-4ES standards by adding a nose plug and refurbishing the wing to carry five hardpoints.
Against the MiG-23 and later the MiG-29/Su-27 series, the A-4ES was at a distinct disadvantage, and as the F-15 and F-31 entered FIRAF service, the Skyhawk was increasingly taken off of fighter duties and relegated to close air support and strike missions. This did not mean that the Skyhawk couldn’t defend itself, and Soviet Frontal Aviation pilots were warned to use caution in engaging Skyhawks that had dropped their ordnance. Though the A-4ES was capable of carrying Paveway LGBs, it usually employed “dumb” GP bombs.
Following the end of the Third World War, and the increasing availability of modern fighters such as the F-16 and F-31, the need for the A-4ES had declined considerably, and units chosen for deactivation in the FIRAF were generally A-4ES operators. From the end of the war in June 1987 to June 1989, A-4ES strength fell from eleven squadrons to two. The FIRNAA divested itself of all of its A-4s, with all nine operational squadrons reequipping with F-14Cs, F/A-18Cs, and A-6Es by February 1990.
The FIRAF retained two squadrons of A-4ES: the 63rd Fighter Squadron, which used its Skyhawks in the fast FAC role, and the 1st Aggressor Squadron, which used its aircraft in dissimilar fighter training. The 63rd FS’ Skyhawks were upgraded to A-4ESA standard, though this designation was not used outside of Intelani Aeronautics; this involved upgrading the radio suite for the FAC role and some of the avionics. These aircraft would see action during the First Gulf War. The A-4ES would remain in service with the 63rd FS until December 1994, when they were replaced by F-16Cs. The Aggressors would keep their Skyhawks a little longer, though numbers were reduced by attrition and age to only six aircraft by its retirement in October 1996.
As a big fan of the A-4 series (one of my first toys was a diecast A-4F), I wanted to build a Skyhawk kit, but there were none available in my preferred 1/144 scale. I found an old Tamiya 1/100 scale A-4E, which was good enough. Conversion to the "A-4ES" wasn't difficult, adding a few bumps for ECM and inflight refuelling, and painting on the "extended" canopy to change the profile of the nose. I replaced the bent inflight refuelling probe with a "stowed" version from a Tornado IDS kit. The two AIM-9D Sidewinders came from a 1/100 A-7 kit, which along with drop tanks, are the aircraft's ordnance load. For my fictional color scheme, I picked Ferris Splinter, a camouflage experimented with by the US Navy in the mid-1980s to break up the profile of an aircraft (and named for its designer, aviation artist Keith Ferris). I added some nose art and a tail logo, and voila, my first A-4 kit.
McDonnell Douglas/Intelani Aeronautics A-4ES Skyhawk
(The following is a fictional history of a fictional aircraft.)
Almost as soon as the FIRAF and FIRNAA began acquiring the A-4E Skyhawk in numbers, it was decided to begin upgrading the aircraft, due to the A-4E’s lack of all-weather combat capability and the increasing age and cost of the J52 powerplant. McDonnell Douglas and Intelani Aeronautics planned the upgrade as a joint project, as McDonnell Douglas saw the export potential in such an aircraft. The project was designated A-4ES (Enhanced Skyhawk); the six testbeds were a mix of “flatback” A-4Es and “humpback” A-4Fs.
The upgrade was extensive, with the entire nose section of the A-4 redesigned from the intakes forward, incorporating an entirely new structure. The cockpit was enlarged slightly (similar to the A-4M) and the canopy made largely frameless, with a new teardrop shape added. The interior was completely reworked, with an instrument panel incorporating two multifunction displays, the addition of a multimode HUD, HOTAS, and a radar scope just below the HUD. This was due to the addition of an entirely new, also multimode radar: the APG-66, the same radar used on the F-16A. Like early models of the F-16, the A-4ES was to lack the ability to carry radar-guided missiles, limiting it to only the AIM-9 Sidewinder, but this was deemed adequate.
Behind the nose, other modifications were made. Due to minaturization, the “humpback” of the A-4F was no longer necessary, and so was deleted, though a small hump just past the midway point was added to incorporate the Have Quick radio system. An ILS antenna was added just behind the cockpit, but the biggest change in the fuselage was the addition of a USAF-style boom refuelling plug, with fuel tanks suitably altered. This allowed the A-4ES to refuel from either boom/plug or probe/drogue tankers, making it a “hermaphrodite." ALR-66 radar warning recievers and ALR-39 chaff/flare dispensers were also added.
Finally, the engine was upgraded from the J52 turbojet to a more fuel-efficient and quieter General Electric F404 turbofan. This gave the A-4ES a higher combat speed, increased warload, and thirty percent reduction in takeoff time, giving the Skyhawk better short-field takeoff/landing capability. Because landing speed was also somewhat higher, a brake parachute housing was added beneath the engine, though this was not always necessary to use. The SA-77C’s rearward-facing camera system was also added at the base of the tail, but this retained the same tendency to go out during high-G manuevers, though it was retained throughout the A-4ES’ service.
The first modified A-4ES was rolled out in March 1984, and performed “almost flawlessly,” according to a test pilot; one of the prototypes was taken over Mach 1 in a shallow dive in May, proving that the Skyhawk was capable of this speed, though actual use of supersonic speed was rare in service. With the Third World War looming on the horizon, the FIRAF and FIRNAA cancelled additional upgrades such as the use of Israeli-style DEFA 552 30mm cannon, retaining the Colt Mk 12, though many A-4ES would be field-refitted with the newer and more reliable M39A2. The FIRAF immediately placed an order for 40 upgraded A-4ES (to be done by cycling the FIRAF’s A-4Es already in use), while the FIRNAA also opted for upgrading its remaining 30 A-4Es, along with 18 new conversions, both in June 1984. This was almost immediately followed by an “emergency” order for 36 more A-4ES for the FIRAF a month later, with war imminent. Even with this, conversion did not begin until after the war broke out, with the 1st Fighter Squadron being the first recipient in December 1984.
The reliability and especially low cost of the A-4ES made it a natural choice as both the FIRAF and FIRNAA began expanding expotentially during the Third World War; demand for new Skyhawks was such that McDonnell Douglas’ Long Beach plant simply couldn’t keep pace, and subsequently new conversion lines were opened at Intelani Aeronautics. Sagely, Minister of Defense Akela Canis ordered an expansion of the FIRAF and FIRNAA anticipating a three-year war in November 1984 and three carrier battlegroups for the FIRNAA. As a result, the FIRAF now placed an additional “emergency” order for 48 A-4ES in that same month, with a final order for 48 more aircraft placed in March 1985, both to form more squadrons and as attrition replacements. Likewise, the FIRNAA’s orders also expanded to 72 more aircraft for the same reason, with this order placed in January 1985.
Eventually, no less than 301 A-4s were ordered: 181 for the FIRAF, and 120 for the FIRNAA. These conversions came from initially ex-US Navy A-4Es (eventually, two-thirds of the available A-4E airframes would be converted), ex-US Navy and Marine Corps A-4Fs, and even 52 ex-US Navy A-4Ls, themselves conversions of early A-4Bs. The latter were converted to A-4ES standards by adding a nose plug and refurbishing the wing to carry five hardpoints.
Against the MiG-23 and later the MiG-29/Su-27 series, the A-4ES was at a distinct disadvantage, and as the F-15 and F-31 entered FIRAF service, the Skyhawk was increasingly taken off of fighter duties and relegated to close air support and strike missions. This did not mean that the Skyhawk couldn’t defend itself, and Soviet Frontal Aviation pilots were warned to use caution in engaging Skyhawks that had dropped their ordnance. Though the A-4ES was capable of carrying Paveway LGBs, it usually employed “dumb” GP bombs.
Following the end of the Third World War, and the increasing availability of modern fighters such as the F-16 and F-31, the need for the A-4ES had declined considerably, and units chosen for deactivation in the FIRAF were generally A-4ES operators. From the end of the war in June 1987 to June 1989, A-4ES strength fell from eleven squadrons to two. The FIRNAA divested itself of all of its A-4s, with all nine operational squadrons reequipping with F-14Cs, F/A-18Cs, and A-6Es by February 1990.
The FIRAF retained two squadrons of A-4ES: the 63rd Fighter Squadron, which used its Skyhawks in the fast FAC role, and the 1st Aggressor Squadron, which used its aircraft in dissimilar fighter training. The 63rd FS’ Skyhawks were upgraded to A-4ESA standard, though this designation was not used outside of Intelani Aeronautics; this involved upgrading the radio suite for the FAC role and some of the avionics. These aircraft would see action during the First Gulf War. The A-4ES would remain in service with the 63rd FS until December 1994, when they were replaced by F-16Cs. The Aggressors would keep their Skyhawks a little longer, though numbers were reduced by attrition and age to only six aircraft by its retirement in October 1996.
As a big fan of the A-4 series (one of my first toys was a diecast A-4F), I wanted to build a Skyhawk kit, but there were none available in my preferred 1/144 scale. I found an old Tamiya 1/100 scale A-4E, which was good enough. Conversion to the "A-4ES" wasn't difficult, adding a few bumps for ECM and inflight refuelling, and painting on the "extended" canopy to change the profile of the nose. I replaced the bent inflight refuelling probe with a "stowed" version from a Tornado IDS kit. The two AIM-9D Sidewinders came from a 1/100 A-7 kit, which along with drop tanks, are the aircraft's ordnance load. For my fictional color scheme, I picked Ferris Splinter, a camouflage experimented with by the US Navy in the mid-1980s to break up the profile of an aircraft (and named for its designer, aviation artist Keith Ferris). I added some nose art and a tail logo, and voila, my first A-4 kit.