Notes: The A-1 began life as a late-World War 2 US Navy dive-bomber. It continued service in Korea, and in Vietnam as a "Sandy" (an aircraft used in support of shot-down aircrews and their rescue helicopters). This aircraft was also flown by Vietnam (captured at the end of the Vietnam War), and France. The Skyraider is known for being tough and mechanically reliable, and able to haul a large weapon load. Note on weapon load: 4 hardpoints on each wing are limited-load points. If loaded with more than 250 kg of weapons, the pilot may load only every other of these hardpoints. The aircraft has no ejection seat, though a rocket extraction device is available (bailout attempt one level easier). It is not capable of in-flight refueling.

Twilight 2000 Notes: By the Twilight War, very few of these aircraft were flying, but the few remaining -- perhaps 25 in all -- were recalled late in the war as ground support aircraft and Sandies.

Notes: Most versions of the A-4 have a hump behind the cockpit that houses avionics and ECM gear. Although it is small, it can carry a large weapon load for its size, including nuclear weapons. These aircraft were much used in the Twilight War, particularly in the Middle East and by the US, who recalled them from boneyards to replace aircraft losses and to use as close support aircraft.

The A-4A was the first production model, with a low-thrust engine and two hardpoints. The A-4B is the same aircraft with a slightly higher-powered engine. The A-4Q is a refurbished A-4B sold to the Argentine Navy. The A-4C has the addition of terrain-following radar and an autopilot as well as improvements to avionics. The A-4P is a refurbished A-4C supplied to the Argentine Air Force.

The A-4E introduced two new hardpoints to the wings. The A-4F introduced the avionics hump to the rear of the cockpit, housing ECM and equipment for the guidance of command-guided munitions. An A-4G is an A-4F built for the Australian Navy; it does not have the hump. The A-4K is the same aircraft after some years have gone by; it was refurbished, and then passed on the New Zealanders. The A-4H was built for the Israelis; it replaces the cannons with heavier ones. The A-4M was built for the US Marines and was known as the Skyhawk II; it has a more powerful engine, double the cannon ammunition load, and a laser designator. The A-4N was built for the Israelis; it has 30mm cannons, and more advanced avionics. The A-4Y is an A-4M with a refit to bring it up to the same level as the A-4N.

Notes: This strike aircraft is no longer in active service with the US, but equips the armed forces of Greece, Thailand, and Portugal. Two of its hardpoints can carry drop tanks, and the two fuselage hardpoints may carry only Sidewinder missiles. The Corsair II is capable of in-flight refueling through a nose probe, and the pilot has an ejection seats. Though the Corsair II was not in active service with the US Navy and Air Force at the beginning of the Twilight War, some of them were recalled from the boneyards to replace aircraft losses.

The A-7A was the initial production version for the US Navy. The A-7B had a new, more powerful engine. The A-7C was an interim model for the US Navy and Marines until the A-7E was available; it had the same engine as the A-7B, but uses the radar, bomb system, ECM, and cannon of the A-7E. The A-7D introduced leading edge "dogfight" slats for improved maneuverability at low speeds, used a more powerful engine, and added a capability for in-flight refueling, as well as the laser designator and Vulcan cannon. (This was the production model for the US Air Force). The A-7E was the final model for US forces; it further increased the engine power, added a FLIR, and more powerful ECM. The A-7H is a land-based version of the A-7E for the Hellenic Air Force. The A-7P is a refurbished A-7A with the engine of an A-7B and the radar and bomb system of the A-7E, for the Portuguese Air Force.

The A-7F Corsair Plus is also known as the Strikefighter. The A-7F is an elongated Corsair with a more powerful afterburning engine. This improves speed and lifting capability. The aircraft is a better strike aircraft, and a capable fighter. This aircraft was decided against, with improved air-to-ground capability being given to the F-16 series instead.

The two hardpoints on the sides of the fuselage may only be used for air-to-air missiles or the Sidearm ARM.

Twilight 2000 Notes: The A-7F was produced mainly for the US Air National Guard units in some states, and few of them were built at that (perhaps 150 of them).

Notes: The A-10 is heavily armored and carries a massive amount of ordinance to a long range. It is an ugly aircraft, and was quickly nicknamed the Warthog by its crews, and acquired a great reputation for tank-busting and general ground support during the Persian Gulf War of 1991 and the Twilight War. The A-10 may be refueled in air, and has an ejection seat. The A-10 is flown only by the US and South Korea.

The A-10 N/AW (or A-10B) is a version of the A-10 that addresses the A-10's greatest shortcoming, the lack of night attack capability. The A-10 NAW has night vision and terrain-following radar for treetop navigation.

Twilight 2000 Notes: The A-10 N/AW was very rare in the Twilight War, perhaps 50 being modified from existing A-10 aircraft, and being deployed to the American Southwest.

Notes: This attack aircraft was developed from a trainer, the T-37, in the late 1960s. It is not used by the US, but is used by Chile, Columbia, Dominican Republic, Ecuador, Guatemala, Honduras, South Korea, Peru, El Salvador, Thailand, Uruguay, and Vietnam. It may be refueled in air, and has ejection seats.

Notes: This was one of the first gunships, being built in the Vietnam War on the airframe of the C-47 cargo aircraft. The aircraft is modified by having three M-134 Miniguns firing out the port side, two through windows and one through the open cargo door. The aircraft is also equipped with flares equivalent to 105mm howitzer ILLUM rounds, which are dropped out the open cargo door.

Twilight 2000 Notes: By 2000, the Spooky was primarily flown by Third world nations such as those in Southeast Asia who were allied with the US during that war or by Vietnam, who captured many of them. Some of these aircraft have been spotted in use in the United States against New America and Mexican troops, probably taken from boneyards.

Notes: This aircraft is a development of a number of Vietnam-era experiments with arming transport aircraft for ground attack purposes. The AC-130U is a development on the C-130 Hercules airframe, and is heavily armed with weapons on stabilized mounts. All weapons fire from the left side of the aircraft, and weapons are computer-synchronized to fire at the same aiming point, or they may be aimed independently at different targets. The aircraft has no ejection seats, but is capable of in-flight refueling.

Notes: This heavy bomber was originally designed in the mid-1970s to replace the B-52 in the long-range bombing role. Rapidly escalating costs eventually led to its cancellation under the Carter administration, but the program was reinstated under the subsequent Reagan presidency, where more development was done that led to the B-1B variant. Later, the Lancer was modified for use with conventional weapons; previously, the B-1B was capable of delivering only cruise missiles and nuclear-equipped SRAMs. The B-1B has stealth characteristics; it was not designed for stealth deliberately, but is rather a consequence of its design that it presents a radar-cross-section only 1% of the size of the B-52 it was designed to replace. Detection or guidance attempts by radar are one level more difficult than normal. In addition to a large amount of chaff bundles and flares, the B-1B carries 10 chaff rockets; these are fired from the aircraft and spread chaff behind them for a distance of 9 kilometers. They have the equivalent of three ECM devices and two IRCM devices to jam a wide range of transmissions and emissions.

Twilight 2000 Notes: These aircraft excelled at the low-level deep penetration raids for which they were designed, and were responsible for a lot of damage to targets ranging from Europe to the Middle East to Southeast Asia, as well as flying missions over the North American continent. However, the gradual loss of suitable airfields and support facilities, the reduction in available jet fuel, and combat losses meant that its use decreased steadily in the later stages of the Twilight War; though some 40 Lancers survived the Twilight War, it is believed that the last B-1B mission was flown in mid-1999.

Notes: Research on this aircraft began in the late 1970s, but its existence was not confirmed until the late 1990s (except for President’ Carter’s slip of the tongue). They take a different approach to stealth than the F-117A Nighthawk, using a totally smooth and rounded design with almost no protruding surfaces to reflect radar. In addition, the exhaust is routed through cooling channels and thermal bricks to drastically lower the IR signature. This means that whether the enemy is trying to detect the B-2 or trying to guide a weapon to the B-2 by radar, the attempt is four levels more difficult than it would be against a conventional aircraft. If using IR means, the attempts are 3 levels harder than normal. These attempts are two levels easier in any phase that the B-2’s bomb bay doors are open. In addition, the B-2 is liberally equipped with ECM, IRCM, DJM, and AJM features that make the aircraft even more difficult to detect and intercept. The chaff used by the B-2 is similar to that used by the Eurofighter; it actively broadcasts jamming signals, and functions one level better in effectiveness than normal chaff. Unfortunately, due to its design, the B-2 is not an agile aircraft, nor is it a fast aircraft, though it is fuel efficient.

Twilight 2000 Notes: This aircraft’s existence was still only a rumor until just after the start of the Twilight War, when an NBC news camera crew shot some footage at Diego Garcia and caught the first public sight of the strange-looking aircraft, which the President later confirmed was the rumored "Stealth Bomber." These aircraft were used to penetrate heavy defenses all over the globe.

*The B-2 has no tail or vertical stabilizer surfaces. Any tail hits are considered misses.

Notes: Known affectionately to its crews as the BUFF (Big Ugly Fat Fellow, or Big Ugly Fat *Unprintable*), the B-52’s design goes back to the late 1940s, when plans for a heavy, turboprop-powered intercontinental bomber were drawn up. The engines were quickly replaced with what were then 8 of the most powerful jet engines available, and in the intervening years, the design has been steadily upgraded with a stronger frame and skin, ever-more powerful electronics and bomb-delivery equipment, rebuilds to allow the carriage of heavier and more versatile weapons, and an upgraded rear gun position. Over the years, it was supposed to be replaced by a variety of newer bombers, including the B-58 Hustler, the XB-70 Valkyrie, and the B-1 Lancer, but it has outlasted any aircraft ever built. Perhaps the greatest failing of the B-52 is its large radar-cross section; enemy forces using radar to detect the B-52 get a +4 bonus, while attempting to guide weapons to the B-52 by radar gain a +2 bonus. Another failing of the B-52 is the amount of maintenance required by its eight jet engines. The massive single bomb bay may carry 24.56 tons; however, the B-52H may also use 4 hardpoints on its wings. The two inboard hardpoints under its wings may carry ordinance; the two hardpoints near the ends of its wings may only carry drop tanks, and normally carry very massive fuel tanks designed specifically for the B-52. These fuel hardpoints may carry 2880-liter tanks weighing 2.72 tons full, or 11700-liter tanks weighing 9.07 tons each when full.

Twilight 2000 Notes: By the Twilight War, the only official service variant was the B-52H, with a fully modern electronic warfare suite and modernized attack center able to conduct both low-level penetration missions and high-altitude bombing with anything from conventional iron bombs to air-launched cruise missiles. In the Twilight War, they are perhaps best known for the bombing of the Krefeld Salient, where, despite staggering losses, they were able to break the back of the Russian invasion of Germany; and the carpet bombing of Baghdad and the surrounding area, practically reducing the Iraqi capital to total ruins along with most of the Republican Guard in a single 22-hour campaign of non-stop bombing.

Notes: The EA-6B, though built on the basic Intruder airframe, is basically a totally different aircraft. It was therefore given a new name – the Prowler – instead of being called the Intruder. The most obvious differences to the observer are the four-seat configuration, with seats for three electronic warfare officers in addition to the pilot, and the large canoe-shaped fairing on the vertical stabilizer of the Prowler, carrying sensors and a special radar set. There are numerous other blisters on the aircraft, mainly for antennas and other sensors. The information from these sensors are fed to a central computer, which is then sent to the EW officers, who read them on large multifunction displays and determine the best way to combat the threat. The Prowler is lengthened almost 1.4 meters to accommodate the extra crewmen. Early versions had no offensive capability, but later the ability to fire antiradar missiles was added. The Prowler generally carries as many as five jamming pods; these pods are equipped with generators powered by small propellers that turn in the slipstream when the aircraft is flying.

There were actually several versions of the Prowler over the years. The first versions used J52-P-8A engines, but these engines were quickly replaced with the more powerful J52-P-408 engines starting with the 22^nd Prowler built. Starting with the 29^th Prowler, the aircraft was upgraded to the EXCAP (Expanded Capability) model; this version could jam double the number of radar frequencies (a total of eight complete frequency bands), and the jamming sets were more reliable than the earlier versions. The computer was improved, with more memory and more processing power. A tactical electronic intelligence capability was added with the advent of the TERPES (Tactical Electronic Processing and Evaluation System). The EW suite was also equipped with a digital recording system to allow for post-mission analysis. The jamming system was also equipped with EJCU (Exciter Jammer Control Unit) which gave the jammers an additional five frequencies which they could jam.

The ICAP (Improved Capability) version was introduced in 1976, with the building of the 54^th Prowler; in addition, 21 earlier Prowlers were upgraded to the ICAP configuration. The workload on the three EW officers was more equally divided (before, the two back-seat EW officers had much more work to do than the front-seat EW officer); communications jamming was given to the front-seat EW officer, while the back-seaters worked solely on radar threats. (In practice, the communications jammers were rarely used, and often not even installed, and the front-seat EW officer served primarily as a navigator.) The surveillance receivers were tuned to drastically improve the response time. A new more powerful radar set was installed. New, higher-capacity chaff dispensers were installed, and some of the radar receivers were replaced with new receivers (which unfortunately proved to be equally unreliable).

The ICAP II version arrived in 1984, with the 99^th Prowler built. Most EXCAP Prowlers were also upgraded to the ICAP II configuration, and later virtually all ICAP Prowlers were also upgraded to ICAP II. Major improvements were made to the external jamming pods: before, the pods had to be tuned to a specific frequency range before the aircraft flew and they could not be changed in flight (though several frequency ranges were available, as noted above). ICAP II Prowlers could generate jamming in any one of seven frequency bands, changeable in flight, and two such bands could be jammed simultaneously. In addition, these bands encompassed a wider range of frequencies than earlier models. The computer was again upgraded, with more power and memory. A Carrier Inertial Navigation System (CAINS) was installed; this system could home in on a friendly aircraft carrier, and if necessary, land the Prowler without assistance from the pilot. The threat displays were upgraded to make information much clearer, and potential threat information was pre-programmed into the computer allowing for faster response times. The ICAP II was equipped with a TACAN link system so that two Prowlers could work together and coordinate their activities. After the 111^th Prowler built, ICAP IIs had the ability to employ the HARM antiradiation missile, with the combat system being controlled by the front-seat EW officer. Beginning with the 134^th Prowler built, the ICAP IIs were further upgraded to Block 86 standard; this was a relatively minor upgrade, distinguished primarily by two additional radios and new, more reliable antennas for the radios and threat warning receivers. The 170^th Prowler built, an ICAP II was the last production Prowler made, in 1991.

This did not stop the upgrade of the Prowlers, however, though subsequent upgrades were made to existing aircraft. The ADVCAP (Advanced Capability) upgrade was cancelled in the 1995 budget, but the Navy still demanded upgrades to the Prowlers to deal with new threats, so the Block 89A upgrades were made, with 125 Prowlers being so upgraded. Computers were again upgraded, as were the radios. GPS was added, as well as an instrument landing system (ILS). High- and low-band radar jammers were improved, widening their range of jammable frequencies as well as the strength of jamming. The EJCU was also improved, and communications jammers were greatly improved to the point where they were actually useful.

The first ICAP III Prowler squadron is expected to be operational in June of 2005, though it is rumored that some ICAP III aircraft have been used in Iraq and Afghanistan. All Prowlers should be ICAP III aircraft by 2010. The ICAP III has greatly increased computer power which allows more storage of data about potential threats as well as a faster response to actual threats, as well as a decreased workload for the crewmen. A new detection system is installed which allows the Prowler to precisely pinpoint the origin of hostile radar sites, providing increased accuracy for the Prowler’s antiradiation missiles. The GPS is also linked to the jammers, which allows increased efficiency of jamming; in addition, the computers can pick out the most dangerous threats and either automatically jam them or let the EW officers know what those choices are. (This means that to a limited extent, the computers can take care of threats by themselves if crewmembers are incapacitated or killed.) All four seats use "glass cockpit" technology, where almost all analog instruments are replaced by digital readouts or large multifunction displays. All jammers are increased in strength, frequency agility, and width of frequency bands.

Twilight 2000 Notes: Virtually all the Prowlers used in the Twilight War were in Block 89A configuration, but there were still some ICAP IIs flying, and some training squadrons in the US still had some ICAP-configuration Prowlers, which were later pressed into combat service. There were no ICAP III-configuration Prowlers in the Twilight 2000 timeline.

Notes: This version of the F-15 air superiority fighter was adopted by the USAF in 1984, and gave a stellar performance in the 1991 Gulf War. The Strike Eagle features new engines, navigation/attack pods under the intakes, and new skin for less radar observability. The Strike Eagle also has standard fit conformal FAST (Fuel and Sensor Tactical) pods fitted beside each intake that can carry up to 1000 kg of fuel and/or sensors, designators, or ECM/IRCM devices. The crewmembers have ejection seats, and the aircraft is capable of in-flight refueling. In addition to the US Air Force, the Strike Eagle is used by Israel and Saudi Arabia. The Strike Eagle retains its air-to-air capability, and is capable of delivering nuclear weapons.

Notes: This aircraft was designed from the outset for tactical bombing missions, including nuclear bombing. It was not designed for maneuverability, just speed, range, and the ability to carry a nuclear weapon. This led to a great many nicknames, such as Lead Sled, Ultra Hog, Flying Speedbrake, and the favorite, Thud. The Thunderchief was a star in the bombing campaign against North Vietnam during the late 1960s and early 1970s. Flown only by the US Air Force and Air National Guard, the Thunderchiefs were retired in 1984. The Thunderchief has in its belly an internal bomb bay; this bay can carry 1.36 tons of weapons, but this was much more likely in operational use to carry a 1500-liter fuel tank. If the fuel tank is carried, a centerline hardpoint may be used. (EF-105s do not have this option; the bomb bay space is taken up with an extra crewmember and electronics.)

The F-105A was only a prototype; soon after testing was complete, a new, more powerful engine was available, and the new F-105B became the first production aircraft. The AF-105C was a proposed two-seat trainer, which was never put into production. The F-105D was the configuration that most in which most Thunderchiefs were built; this version had a radar warning receiver added in 1966 and flare/chaff dispensers added in 1969. The F-105D Thunderstick II model improved the bombing sights and accuracy. The F-105E was a two seat trainer variant of the F-105D that was, as with the F-105C, never put into production. The EF-105F and EF-105G were the first Wild Weasel electronic warfare aircraft built; their job was to act as "SAM bait," and then knock out the SAM and radar sites with antiradiation missiles.

Twilight 2000 Notes: Some F-105s 100 were pulled from boneyards starting in 1997, refurbished, and sent back into combat.

Notes: Despite the designation, this is not a fighter, but is in fact a medium bomber. It has variable geometry (swing) wings, which change the sweep angle automatically according to speed. The aircraft has four hardpoints and an internal bomb bay. In the F-111E, this normally carries up to 1.8 tons of weapons, or a 20mm Vulcan pod with 2084 rounds of ammunition; in the F-111F, this bay carries the Pave Tack pod, but the Pave Tack pod may be removed and internal weapons carried instead. If internal weapons only are carried, the weapons do not count when determining agility or turning. The F-111 uses an escape pod instead of ejection seats; the entire cockpit is ejected in an aerodynamic shell, and lowered on a parachute. This pod floats. The F-111 is capable of in-flight refueling and nuclear weapons delivery. In addition to the USAF, the Aardvark is used by Australia.

The F-111A was the first model. It had a checkered history, suffering several mysterious crashes during its first deployments to the Vietnam War. It was one of the first operational aircraft to use a variable-geometry ("swing") wing, allowing good performance at high and low speeds and a comparatively short takeoff and landing run. Compared to later Aardvarks, the F-11A was a relatively primitive aircraft, with unsophisticated ECM systems, bombsights that were heavily slaved to the radar (if performing radar or level bombing only, RF is +2), and the swing wing was not automatic. The F-111B was to be a naval interceptor version of this aircraft (the Phoenix missile was in fact originally designed for the F-111B), but this version was cancelled. The F-111C is the Australian Air Force version; it is an F-111A with the longer wings of the FB-111A, more hardpoints, a reinforced undercarriage, and upgraded radar, bomb delivery systems, and ECM. The F-111D has different engines, a flight computer that controls the swing wing and other flight functions, improved air-to-air capability, and a glass cockpit.

The F-111E, though later in the letter designation, came before the F-111D. It was a stopgap model, produced for use in Vietnam because the advanced avionics of the F-111D were not yet fully tested. The bombing system and ECM suite are better than the F-111A, but it is otherwise an A model.

The F-111F is an advanced D model. It has more powerful engines, and an advanced avionics suite including the Pave Tack system, which is an array of sensors, designators, and vision devices that grant great accuracy in bombing. No F-111Fs were lost in combat until late in the Twilight War.

The FB-111A is a strategic bomber variant of the F-111. It was supposed to bridge the gap between the B-52 and B-58 and the B-1, but the B-52 soldiered on and the B-58 left service. It has a longer fuselage and wings increased in span by over 2 meters, both to increase cruise range and allow the mounting of more hardpoints. The avionics were slightly better than that of the F-111E, but not as advanced as the F-111F. In addition, navigation and computing power was greater. The F-111G is an FB-111A converted to the tactical bombing role, with improved attack and avioncs systems.

The EF-111A Raven replaced the EB-66 electronic warfare aircraft. It is a conversion of the F-111A, with the addition of advanced electronic warfare systems. It does not carry weapons, and its hardpoints may mount electronic warfare equipment or drop tanks only.

Notes: Known more commonly to the public as the Stealth Fighter, the Nighthawk is the first operational aircraft to exploit low observable stealth characteristics. All detection attempts with IR detection gear (including thermal, IR, or FLIR) are two levels more difficult than normal, and detection attempts with radar are four levels more difficult than normal. Guiding radar guided missiles against the aircraft are likewise four levels more difficult than normal, and IR missile home at three levels more difficult than normal. When the aircraft's bomb bay doors are open, radar attempts are only one level more difficult than normal. Known to some pilots as the Wobbly Goblin, the Nighthawk requires great skill by its pilots.

Notes: The OV-1E is the definitive version of the Mohawk, versions of which have been flying since 1959. The Mohawk flew more hours per airframe than any other aircraft in the 1991 Gulf War. The Echo model has more powerful 1800-horsepower engines, a GPS flight system, new avionics, and a new SLAR system. They are dual-purpose surveillance and ground-attack aircraft. The usual armament is a mix of M-2HB MG pods and 70mm rocket pods on the four free hardpoints.

Notes: This aircraft was designed for forward air controllers, helicopter escort, and light ground attack and counterinsurgency work. The OV-10 was originally used by the US Marines and Air Force, but by the outset of the Twilight War was used in the active duty role only by Thailand, Venezuela, Morocco, Philippines, Indonesia, and Oman. The OV-10 was retired by US forces in 1994.

The OV-10D NOGS (Night Observation GunShip) version of the Bronco was used by the US as late as the Gulf War. It has night vision gear and a 20mm gun turret in the belly, as well as uprated engines to cope with the added weight.

Twilight 2000 Notes: The Bronco returned late in the Twilight War as an attack aircraft when no other aircraft was available.

Notes: The S-3 antisubmarine aircraft was developed to replace the S-2 Tracker, an antisubmarine aircraft which was slow compared to modern aircraft, loud, and had electronics and detection gear which was increasingly ineffective against the Russian submarines of the time. The first operational Viking squadron sailed in 1978, with the S-3A being the first operational type. The S-3A was designed to be an efficient design, not necessarily a high-performance aircraft; though it has good range, it is slow compared to many modern combat aircraft. It is, however, a surprisingly responsive and agile aircraft. The fuselage is relatively short compared to the rest of the aircraft, though it is tall and one can pack a lot into it, especially considering the engines are in pods on the wings. The S-3 has a crew of four: a pilot, co-pilot, and two antisubmarine/attack officers, the SENSO (sensor officer) and TACCO (tactical coordinator). Only the pilot and co-pilot have controls for the aircraft, though all four have ejection seats. The S-3 can be refueled in the air by other aircraft.

The radar in the nose of the aircraft is extremely precise, being one of the first to be able to pick out a submarine’s periscope protruding above even rough seas. This radar mode is of relatively short range, but the radar also has modes which allow for a longer ranged, low-resolution maritime search, and an even longer-ranged radar used for navigation, which can pick up coastlines, islands, storm clouds, etc. Other sensors include a retractable FLIR turret under the nose with 3x magnification, radar and radio detectors, a MAD (Magnetic Anomaly Detector) boom which retracts into the tail (used to detect submarines under the water), and tubes under the belly in order to launch up sonobuoys, up to which 60 may be carried; the Viking also has the necessary gear to pick up the transmissions from the sonobuoys. The Sonobuoys themselves may be standard sonobuoys, or special ones which emit smoke, flares, or flashing lights, communicate with submerged friendly submarines (or act as repeaters for surface ship or aircraft communications), homing beacons, or assist in SAR efforts.

The entire ASW suite of the S-3A was tied together by a powerful (for the time) Univac computer, which basically made all the sensors greater than the whole of their parts, by matching information stored in the computer with the information being gathered by the sensors. The S-3A carried several short-range VHF radios and one long-range UHF radio. The S-3A had inertial navigation and a TACAN receiver, as well as Doppler navigation radar, an altitude warning system, and an automatic carrier landing system.

Weapons were carried in an internal bomb bay and two hardpoints on the outer wings able to carry 680 kg each of weapons, countermeasure pods, or extra fuel tanks.

Though conceived in 1981, the first S-3B variants did not actually reach service until 1987. The airframe, engines, and weight are essentially the same as the S-3A; the primary differences are internal. They were all converted from existing S-3A aircraft, with 119 being converted by time the last one was converted in 1994. The radar, FLIR, and the ESM receiver all received upgrades to make them more sensitive and powerful. The sonobuoy receivers were also made more sensitive, an acoustic sensor was added, and the JTIDS (Joint Tactical information Datalink System) was added top the electronics, allowing the S-3B to interface with information from ships, submarines, and JSTARS aircraft, and certain other aircraft with a similar capability. Large-capacity flare and chaff dispensers were added. The S-3B may also use the Harpoon antiship missile, as well as perform air-to-ground attack missions using iron bombs, rockets, or Maverick missiles. The improved radar range gives the S-3B a true stand-off attack capability, especially when using missiles. The S-3B is also capable of buddy refueling, using special fuel tank pods made for the purpose.

The US-3A is a rare "COD" variant of the S-3A; it is basically an S-3 turned into a cargo aircraft. In this role, the combat avionics are removed, and a less-powerful navigation-only radar is installed in place of the standard radar, along with a navigation beacon/receiver. The ASW officers’ positions and equipment are removed, though a position for a loadmaster is installed. Up to six passenger seats may be installed. Internal cargo space is small at 7.6 cubic meters, though the hardpoints are retained and may carry cargo pods or drop tanks. The US Navy decided to standardize on the C-2A Greyhound instead, though the Navy did acquire a total of seven US-3As. One was lost in a crash, and the rest had been retired by the mid-1990s.

Another rare variant of the S-3 is ES-3A Sea Shadow; this is a dedicated ELINT platform. In this role, the aircraft has all the ASW gear removed. In its place is a variety of sensors for the conduct of electronic intelligence and eavesdropping operations at long range. The radar was retained, but supplemented by an ISAR (Inverse Synthetic Aperture Radar) system, allowing the Sea Shadow to make good-quality pictures from the radar returns. The computers were greatly upgraded to cope with the information gathered. The Sea Shadow has several automatic SIGINT devices, but they tended to be unreliable and the crew normally used the manual SIGINT devices instead. The bomb bays are faired over, with what were the bomb bays holding electronic equipment instead. The hardpoints are retained, and can be used for drop tanks of buddy refueling tanks. There is a canoe-shaped fairing on top of the fuselage containing sensors and antennas; in all, some 60 antennas were added to the Sea Shadow. The number of crew members was the same, but flight controls were removed from the copilot’s position and his role became that of a navigator and ELINT officer. The result, unfortunately, was an aircraft which was substantially heavier and slower than the S-3A, but a reasonably effective ELINT platform – for the time. 16 such conversions were made starting in 1989, but in 1998, the decision was made to remove the Sea Shadows from service rather than upgrade them.

There were several Viking variants which were experimented with, but never got beyond the experimental phase or drawing board. These include tankers, enlarged cargo variants, a proposed replacement for the E-2C Hawkeye known as SeaSTARS, antismuggling variants, and improved versions of the S-3B and ES-3A. One variant known as the Aladdin Viking apparently saw service in Bosnia and may be a reconnaissance variant, but its operations were and are still classified.

The S-3’s future is in doubt; the aircraft is considered old, and upgrading it would be expensive. Several upgrades have been proposed, but the only ones approved adds GPS, CAINS, new radios, and better computers. It is quite possible that the S-3 will be replaced by variants of the F/A-18F or the F-35 in the future, and the S-3 retired. Only time will tell.

Twilight 2000 Notes: The ES-3As and US-3As were, of course, not retired, but the late upgrades to the S-3B were never installed either.

Notes: This was the US Navy and Marines' standard trainer before the introduction of the T-45 Goshawk, but some of them were recalled to duty during the Twilight War. It is also used by Venezuela and Greece. Like most aircraft of its class, it is unsophisticated and light. Its two wingtip hardpoints may only be used for drop tanks. The T-2A is powered by a single engine; the T-2B has two smaller engines; the T-2C has two slightly less powerful engines.

Twilight 2000 Notes: Some of these aircraft were returned to training duty to replace Goshawks that had been modified for an attack role. Later, some Buckeyes themselves were modified for the strike role.