AC-130 Spectre
Notes:
The AC-47 Spooky was an excellent fire platform, but pilots at the 6th
Air Commando squadron in Vietnam felt that the gunship idea could be improved
on. Perhaps the most common of
these aircraft was based on the C-130 Hercules and JC-130A Hercules.
Such an aircraft could carry more and heavier weapons, and be able to
possibly patrol the Ho Chi Minh trail and attack trucks and light armor.
AC-130A Spectre
The first such
aircraft to be modified was the AC-130A.
Original armament was four Miniguns and three M61 Vulcan cannons. The
gunsight was similar to that of the Spooky, modified by the new weapons, and
addition had image intensification, a long-range IR sensor, and a 20kW WL
searchlight. The AC-130A was
nicknamed the “Vulcan Express” by the crews for the heavier of their armament.
The official name was “Gunship II;” another slang name was the “Super
Spooky.” Most of the systems of the AC-130A came together in a manner similar to
that of the AC-47 – off the shelf components and creative tool use.
They began their work in Vietnam in 1967.
Later AC-130As carried four miniguns and four Vulcan cannons.
The also had a FLIR and SLIR viewer, a precision fire control computer,
and an MTI (moving target indicator) radar. A navigation suite was added.
The ninth and
later AC-130As were given the Surprise Package modifications, including the
replacement of two Vulcans with two 40mm Bofors L/60 autocannons, and two sets
of miniguns were deleted. LLTV was
also added, SLAR, a BDAR video system was added, and a long range laser
rangefinder which could double as a designator was mounted. A Gunner/FLIR
operator was given an internal suite, though the pilots sight was retained for
quick shots. A similar aircraft,
under the Pave Pronto package, primarily allowed the AC-130A to detect the
electromagnetic emissions of vehicle starting up or on the move.
AC-130 often carried a pair of self-sealing
drop tanks which carried 757 liters each. The AC-130A was powered by four
Allison T-56-A-9D turboprops with 3750 horsepower each.
AC-130E Pave Spectre
Before the
initial, Vietnam-era production/modification lines were closed, two more C-130
types were modified: the AC-130E and AC-130H (early version). The AC-130E and
AC-130H are more properly known as the Pave Spectres.
The first of these, the AC-130E, has all of the electronic and night
vision upgrades of late AC-130A – Surprise Package, Pave Pronto, and other small
modifications. In addition, the
night vision suite was improved in range and resolution.
The AC-130E was equipped with ECM, ECCM, IRCM, and scads of flare and
chaff dispensers, including two underwing pods (the right ejecting flares, and
the left chaff). The ECM and IRCM
are generated from underwing pods as well as some internal weapon systems. The
fire control, night vision, EW, navigation, and ELINT functions were integrated
in a large room in the center of the aircraft; it’s these people who actually
find the targets and fire the weapons (except for “quick shots” the pilot may
make). The AC-130E also has Radio
and Radar detectors. The ramp has a
large plexiglass fairing in it, allowing an observer wearing NODs to spot some
things that the Warfare Suite does not and to do some preliminary BDAR.
At the time of
the introduction of the AC-130E, the NVA were supplying weapons like the Shilka,
single, double, and quadruple 37mm guns, and single and double 57mm AAA guns, as
well as small numbers of SA-7 Strela shoulder-launched SAMs.
The higher-ups were looking at the loss rates of the AC-130A and trying
to find a weapons the AC-130E could fire that would allow a significant standoff
range. This weapon turned out to be
old Cold War and World War 2 105mm howitzers, tipped with a massive flash
suppressor/counterweight. It could
throw a 20-kilogram warhead almost 11,000 meters, and further with some types of
shells. Being an old artillery
piece, it’s barrel is a bit short, but this is advantageous in its method of
employment. As SA-7s became a
problem, exhaust shrouds were added to the engines; these are removed in areas
where SA-7s are not such a problem as the shrouds cut into the AC-130E’s fuel
consumption.
The AC-130E
armament therefore consisted (in its early version) of two Miniguns, two
Vulcans, and two Bofors L/60 40mm autocannons.
Later, one of the 40mm guns was removed, and the 105mm M1 guns was
installed in its place. Still later, the final weapon suite for the AC-130E
fitted, and essentially the same as the late version of the AC-130E weapon fit.
The Weapon Officer’s and pilot’s sight were synched up to show the same
picture. The LLLTV is essentially
an image intensifier on steroids.
The Weapon Officer has access to all sights, as does the Navigator, but the
Weapon Operator’s primary sight is the LLLTV.
The SLAR was improved as to detect the small tremors caused by vehicle
and foot traffic, and synchs with the laser designator and laser rangefinder.
An illumination flare system allows such flares to be ejected from below
the aircraft. A ballistic computer ties the entire fire control suite together.
As the engines
are more powerful and the airframe more aerodynamically more efficient, armor
was able to be added to the fuselage and cockpit. The AC-130Es and Hs often
operated with F-4 Phantom IIs and F-105 Thunderchiefs and F-100 Super Sabres
carrying laser-guided bombs, illuminated by the AC-130E’s laser designator.
AC-130H Gray Ghost
Though the
C-130H is basically a C-130E with more powerful engines, the technicians
modifying the AC-130H took the opportunity to upgrade the electronics, night
vision, and radar on the C-130H.
The AC-130H also had the ability to drop ADSID Sensors, which basically measured
the micro-movement of the terrain and the unmasked electronic signatures of
passing foot, bicycle, and vehicle movement. The sensor has fins and is simply
dropped out of the bottom of the aircraft, burying itself into the ground up to
the aerials, which look like just more foliage.
Wide-band radio jammers were installed to keep the NVA
and VC units from communicating.
The 40mm and 105mm mounts were redesigned with lighter materials,
improving the aircraft’s center-of-gravity and lighting the entire aircraft.
Some of the Gray Ghosts were later modified into AC-130Us between OIF and
the Libya intervention. The rest of the Grey Ghosts were retired to various
museums and static displays.
AC-130U Spooky II
The AC-130
U was not built on a C-130 base – it was of course a type of C-130, but
it was the first “new build” gunship based on the C-130, and there is no
corresponding C-130U aircraft. The
C-130U is known as the Spooky II, paying homage to the original AC-47.
The AC-130U of course retains its 40mm L/60 Bofors autocannon. The
AC-130U replaces the two Vulcans with a pair of GAU-12/U 25mm Gatling Guns,
which are harder-hitting, able to use a greater variety of ammunition, and are
lighter in weight in its internal mechanism. The M1 105mm howitzer is replaced
with an M112 howitzer; this installation also has better recoil dampeners and a
lighter carriage, a is able to use a greater variety of ammunition and has a
longer range. Unlike previous
AC-130s, the AC-130U is pressurized and heated.
The fire control suite has been upgraded, and the AC-130U is able to
train two of its weapons on two different targets at once.
The AC-130U navigates by GPS, with an inertial guidance backup. The heat
shields for the engines’ exhausts have been redesigned and made standard.
Extra armor has been added to the fuselage of the aircraft. A second
Bofors autocannon was installed near the rear as an experiment, but the weight
of the extra gun installation and ammunition proved to be too much, as well as
throwing off the COG. The Spooky II
has something called an aperture strike radar, which is sort of a laser
rangefinder on steroids for use when SAR mode is being used. The Spooky II also
has a fighter radar – a Hughes AESA AN/APQ-180 from the F-15E, able to work
against air and ground targets; this provides distance night and weather radar
information. The Spooky can use two weapons at once; in addition, the gunner has
two laser rangefinders. A new commo suite allows communications between the
Spooky II and other aircraft, with ships, and troops or vehicles on the ground.
The Spooky II has an integrated capsule in the center of the aircraft
(often called by crews “the office”) with the Navigator, Fire Control Officer,
Electronic Warfare operator, and two Sensor Operators.
The AC-130 has
itself an upgraded version, the Plus 4 (or simply +4) upgrade.
The weapon mix is a bit different – The Plus 4 is armed with a pair of
30mm Mk 44 Bushmaster II chain guns
and the M102 105mm howitzer; however, these Plus 4 may also be armed with two
40mm Bofors L/60 and a 105mm cannon.
The plus 4 carries canisters below the wings to carry a small amount of
extra chaff and flares, essentially giving Spooky II six more flares and chaff.
Electronics have also been upgraded.
Only eight of these modified AC-130Us were actually built. Some of the
less-thought-of improvements include the ability to use its sensors to make a
“fusion ball” – the ability to have the computers use two or more sensors to
provide a high-density digital picture which can be transmitted as necessary.
The fusion ball is kept aligned by the AC-130U’s computers.
In addition, recording equipment was made digital, instead of the
previous VHS system.
By 2008, the
Plus 4 upgrades had been applied to all AC-130U aircraft.
AC-130W Stinger II
The Spooky II
is, let’s face it, getting long in the tooth.
It’s still an excellent gunship, but the first ones were designed in the
wake of the Vietnam War, and put into service in the 1980s.
The AC-130J Combat Spear was to replace the AC-130U, but there have been
considerable delays in that program.
He AC-130W Stinger II was designed as a stopgap gunship, modified from
the base MC-130W Dragon Spear aircraft.
The MC-130W had the virtue of having a roll-on, roll-off center capsule
that allowed the control capsule of the AC-130W to be easily added to the
MC-130W shell, and the appropriate armament added to the aircraft, quickly
turning it into a gunship. The
AC-130U will therefore soon be retired and replaced by the AC-130W and
(eventually) the AC-130J. In
addition to mobile fire support, the AC-130W will have the roles of armed
overwatch, armed reconnaissance, and close air support for conventional units.
The AC-130W
takes the electronics, radar, and night vision packages to the next level.
Almost all combat, overwatch, and reconnaissance features are done by the
airmen in the combat capsule. Many
more functions have been automated, including some elements of gun loading and
aiming, resulting in a much smaller crew. The AC-130W has both INS and GPS to
ensure that the C-130W can always find its target, without jeopardizing
friendlies. The AC-130W is also equipped with an airborne version of a BMS, the
Link 16 system.
The AC-130Ws
were originally meant to be armed with a Bushmaster III 30mm autocannon and two
40mm Bofors autocannons, as it was felt that the other weapons systems it brings
to the party (underwing racks for 12 Small-Diameter Bombs and tubular wing racks
to carry ten Viper Strike or eight Griffin standoff missiles) obviated the need
for the 105mm Howitzer. However,
the troops on the ground wanted,, no, demanded, the return of the
105mm Howitzer to the gunship platform to the gunship, as the 105 could flatten,
destroy, and in general tackle problems that other weapons could not.
So the Bofors 40mm cannons were replaced by a single Bushmaster II
autocannon and the 105mm howitzer replaced on the AC-130W.
In Afghanistan, AC-130Ws have also been seen carrying a pair of 250-pound
bombs under each wing with what is apparently a specially-designed JDAM kit.
The Stinger II
has a vastly reduced crew – mostly due to automation and most weapons that do
not need hands-on for operation.
A nice feature
is that the Stinger II can refuel from just about any aircraft – it can use a
flying boom or a probe and drogue system.
AC-130J Ghostrider
Being the actual
aircraft that the Air Force wanted, and the AC-130W being a sort of stopgap, the
AC-130J has most of the features of the AC-130W.
The AC-130J is a modified form of the MC-130J Commando II, and will
eventually replace the AC-130H, AC-130U, and AC-130W. Like the AC-130W, the
AC-130J was not originally going to be armed with the 105mm Howitzer, since the
SDB and the Precision Strike Package (which includes the Viper Strike and
Griffon missiles) were felt to be enough firepower.
However, the troops did not want to lose their “artillery in the sky,”
and the howitzer was put back. The AC-130J can also carry eight underwing
Hellfire or Maverick missiles; they carry these instead of the 250-pound JDAMs
of the AC-130W. The 40mm Bofors is also deleted, replaced by two Bushmaster II
30mm autocannons. The AC-130J has two complete fire control suites in the
capsule, allowing better use of the two weapons use at once that the AC-130W
pioneered. The pilot and fire control officers wear helmets with helmet-mounted
cuing systems. However, while the
AC-130J can refuel like the AC-130W, it loses the space for buddy refueling
tanks. Armor again has been improved, with the cockpit and the capsule being
protected by composite armor tiles.
The AC-130J is
still considered as being in the testing phase, though it has been combat tested
in Afghanistan and Syria since 2019.
Reviews have been good, due to the increased array of weapons and greater
accuracy of the cannons.
A possible
replacement for one of the Bushmaster II autocannons (approximately 2025) is a
laser. Now, I’ve heard energy from
these lasers ranging from 60KW to 12 MW, so I took the difference and for
purposes of this entry, put a 1 MW laser on the so-equipped AC-130J.
Range is 10 km, and it can be used against light armored vehicles,
unarmored vehicles, or as a sniper-type weapon, which, at maximum range, could
literally sever limbs or heads, or just burn a smoking hole in someone.
The AC-130J carrying a laser is projected to also carry a 200 kW APU to
power the laser.
An even more
likely weapon replacement is a 120mm breech-loaded mortar instead of the 105mm
howitzer. (It may be based on
Patria’s NEMO system, now being tested by the US Army and Marines.) Replacement
parts and replacement barrels for the M102 are getting harder and harder to
find, with some parts having to be machined from scratch.
A change to a modern breech-loaded 120mm more has range and explosive
power on par with the 105mm howitzer shell, and also brings a greater variety of
shell types.
Aircraft |
Price |
Fuel Type |
Load |
Veh Wt |
Crew |
Mnt |
Night Vision |
Radiological |
AC-130A
Spectre (Early) |
$214,472,465 |
JP5 |
595 kg |
56.34 tons |
11 |
41 |
FLIR (15 km),
SLIR (15 km), Radar (200 km) |
Enclosed |
AC-130A
Spectre (Late) |
$289,635,500 |
JP5 |
630 kg |
57.7 tons |
11 |
41 |
FLIR (15 km),
SLIR (15 km), Radar (200 km), SLAR (40 km) |
Enclosed |
AC-130E Pave
Spectre (Early) |
$361,268,835 |
JP5 |
585 kg |
59.2 tons |
14 |
43 |
FLIR (20 km),
SLIR (20 km), Radar (225 km), SLAR (60 km), LLTV (20 km) |
Enclosed |
AC-130E Pave
Spectre (Late) |
$400,493,695 |
JP5 |
600 kg |
60.11 tons |
14 |
43 |
FLIR (30 km),
SLIR (30 km), Radar (225 km), SLAR (70 km), LLTV (30 km) |
Enclosed |
AC-130H Gray
Ghost |
$454,210,510 |
JP5 |
640 kg |
60.31 tons |
14 |
41 |
FLIR (35 km),
SLIR (35 km), Radar (240 km), SLAR (100 km), LLTV (35 km) |
Enclosed |
AC-130U
Spooky II |
$377,928,300 |
JP5 |
635 kg |
60.31 tons |
13 |
44 |
FLIR (40 km),
SLIR (40 km), Radar (275 km), SLAR (115 km), LLTV (50 km), SAR (40 km) |
Shielded |
AC-130 Spooky
II (Plus 4 1) |
$386,541,985 |
JP5 |
635 kg |
60.26 tons |
13 |
48 |
FLIR (40 km),
SLIR (40 km), Radar (275 km), SLAR (115 km), LLTV (50 km), SAR (40 km) |
Shielded |
AC-130 Spooky
II (Plus 4 2) |
$414,759,090 |
JP5 |
637 kg |
60.33 tons |
13 |
48 |
FLIR (40 km),
SLIR (40 km), Radar (275 km), SLAR (115 km), LLTV (50 km), SAR (40 km) |
Shielded |
AC-130W
Stinger II |
$413,535,240 |
JP5 |
514 kg |
70.31 tons |
7 |
42 |
FLIR (65 km),
SLIR (55 km), Radar (325 km), SLAR (135 km), LLTV (60 km), SAR (55 km) |
Shielded |
AC-130J
Ghostrider 1 |
$425,542,650 |
JP5 |
522 kg |
74.4 tons |
7 |
44 |
FLIR (65 km),
SLIR (55 km), Radar (325 km), SLAR (135 km), LLTV (60 km), SAR (60 km) |
Shielded |
AC-130J
Ghostrider 2 |
$543,903,495 |
JP5 |
526 kg |
74.83 tons |
7 |
47 |
FLIR (65 km),
SLIR (55 km), Radar (325 km), SLAR (135 km), LLTV (60 km), SAR (60 km) |
Shielded |
AC-130J
Ghostrider 3 |
$340,607,865 |
JP5 |
508 kg |
71.82 tons |
7 |
40 |
FLIR (65 km),
SLIR (55 km), Radar (325 km), SLAR (135 km), LLTV (60 km), SAR (60 km) |
Shielded |
Aircraft |
Tr Mov |
Com Mov |
Mnvr/Acc Agl/Turn |
Fuel Cap |
Fuel Cons |
Ceiling |
Armor |
AC-130A
Spectre (Early) |
1630 |
425 (90) |
NA
43 5/3
35/20 |
24000 |
3364 |
10058 |
FF6
CF4 RF4
W4 T3 |
AC-130A
Spectre (Late) |
1489 |
413 (90) |
NA
42 5/3
35/20 |
24000 |
3364 |
10058 |
FF6
CF4 RF4
W4 T3 |
AC-130E Pave
Spectre (Early) |
1617 |
452 (90) |
NA
46 5/3
35/20 |
24000 |
3757 |
9315 |
FF6
CF4 RF4
W4 T3 |
AC-130E Pave
Spectre (Late) |
1604 |
448 (90) |
NA
46 5/3
35/20 |
24000 |
3757 |
9315 |
FF6
CF4 RF4
W4 T3 |
AC-130H Gray
Ghost |
1843 |
510 (90) |
NA
53 5/3
35/20 |
24000 |
4239 |
7610 |
FF6
CF4 RF4
W4 T3 |
AC-130U
Spooky II |
1843 |
510 (90) |
NA
53 5/3
35/20 |
24000 |
4239 |
7610 |
FF7
CF5 RF5
W4 T4 |
AC-130 Spooky
II (Plus 4 1) |
1847 |
516 (90) |
NA
54 5/3
35/20 |
24000 |
4239 |
7610 |
FF7
CF5 RF5
W4 T4 |
AC-130 Spooky
II (Plus 4 2) |
1847 |
516 (90) |
NA
54 5/3
35/20 |
24000 |
4239 |
7610 |
FF7
CF5 RF5
W4 T4 |
AC-130W
Stinger II |
1604 |
446 (90) |
NA
47 5/3
35/20 |
24000 |
4392 |
8859 |
FF7
CF5 RF5
W4 T4 |
AC-130J
Ghostrider 1 |
1503 |
417 (90) |
NA
44 5/3
35/20 |
24000 |
4347 |
4535 |
FF8Cp
CF8Cp RF8Cp
W5 T4 |
AC-130J
Ghostrider 2 |
1494 |
415 (90) |
NA
44 5/3
35/20 |
24000 |
4347 |
4535 |
FF8Cp
CF8Cp RF8Cp
W5 T4 |
AC-130J
Ghostrider 3 |
1659 |
469 (90) |
NA
49 5/3
35/20 |
24000 |
4347 |
4535 |
FF8Cp
CF8Cp RF8Cp
W5 T4 |
Aircraft |
Combat Equipment |
Minimum Landing/Takeoff Zone |
RF |
Armament |
Ammo |
AC-130A
Spectre (Early) |
Laser
Designator (6 km), RWR, ECM/IRCM 1, Flare/Chaff (40/30), IR Suppression,
Secure Radios |
1105/800
Primitive Runway |
+1 |
2x GAU-4/A
Miniguns, 2xM61 Vulcan Cannons |
3000x20mm,
4500x7.62mm, 20xFlares |
AC-130A
Spectre (Late) |
Laser
Designator (6 km), RWR, ECM/IRCM 1, Flare/Chaff (40/30), IR Suppression,
Secure Radios |
1105/800
Primitive Runway |
+1 |
2x20mm M61
Vulcan Cannons, 2x40mm Bofors L/60 |
3600x20mm,
452x40mm, 20xFlares |
AC-130E Pave
Spectre (Early) |
Laser
Designator (9 km), RWR, ECM/IRCM 1, Flare/Chaff (55/45), IR Suppression,
Secure Radios, ELINT 1 |
1105/800
Primitive Runway |
+1 |
2xGAU-4/A
Miniguns, 2x20mm M61 Vulcan Cannons, 2x40mm Bofors L/60 |
7500x7.62mm,
3000x20mm, 452x40mm, 20xFlares |
AC-130E Pave
Spectre (Late) |
Laser
Designator (12 km), RWR, ECM/IRCM 2, Flare/Chaff (65/45), IR
Suppression, Secure Radios, ELINT 1 |
1105/800
Primitive Runway |
+1 |
2x20mm M61
Vulcan Cannons, 40mm Bofors L/60, M102 105mm Howitzer |
3000x20mm,
452x40mm, 100x105mm, 20xFlares |
AC-130H Gray
Ghost |
Laser
Designator (12 km), RWR, ECM/IRCM 2, Flare/Chaff (75/65), IR
Suppression, Secure Radios, ELINT 2 |
1105/800
Primitive Runway |
+2 |
2x20mm M61
Vulcan Cannons, 40mm Bofors L/60, M102 105mm Howitzer, 8xADSID Launchers |
3000x20mm,
452x40mm, 100x105mm, 20xFlares, 8xADSID Sensors |
AC-130U
Spectre II |
Laser
Designator (15 km), RWR, LWR, ECM/IRCM 2, Flare/Chaff (75/65), IR
Suppression, Secure Radios, Satcom Radios, GPS, ELINT 2, Multitarget (2) |
1105/800
Primitive Runway |
+3 |
2x25mm
GAU-12/A Rotary Cannons, 40mm Bofors L/60, M102 105mm Howitzer, 8xADSID
Launchers |
3000x25mm,
452x40mm, 100x105mm, 20xFlares, 8xADSID Sensors |
AC-130 Spooky
II (Plus 4 1) |
Laser
Designator (15 km), RWR, LWR, ECM 2, IRCM 3, Flare/Chaff (81/71), IR
Suppression, Secure Radios, Satcom Radios, GPS, ELINT 2, Multitarget (2) |
1105/800
Primitive Runway |
+3 |
2xMk44 30mm
Chain Guns, M102 105mm Howitzer, 8xADSID Launchers |
4000x30mm,
100x105mm, 20xFlares, 8xADSID Sensors |
AC-130 Spooky
II (Plus 4 2) |
Laser
Designator (15 km), RWR, LWR, ECM 2, IRCM 3, Flare/Chaff (81/71), IR
Suppression, Secure Radios, Satcom Radios, GPS, ELINT 2, Multitarget (2) |
1105/800
Primitive Runway |
+3 |
2x40mm Bofors
L/60, M102 105mm Howitzer, 8xADSID Launchers |
2994x40mm,
100x105mm, 20xFlares, 8xADSID Sensors |
AC-130W
Stinger II |
Laser
Designator (16 km), RWR, LWR, ECM 3, IRCM 3, Flare/Chaff (81/71), IR
Suppression, Secure Radios, Satcom Radios, GPS, ELINT 2, Multitarget
(2), Link 16 |
1105/800
Primitive Runway |
+4 |
2xMk44 30mm
Chain Guns, M102 105mm Howitzer, 12xGBU-29 SDB, 2xMissile Tubes, 4x250
lb JDAM Racks |
4000x30mm,
100x105mm, 12xGBU-29 SDB, 10xViper Strike or 8xGriffin Multipurpose ASMs
(or 5xViper Strike and 4xGriffin), 4x250 lb JDAMs, 20xFlares |
AC-130J
Ghostrider 1 |
Laser
Designator (16 km), RWR, LWR, ECM 3, IRCM 3, Flare/Chaff (81/71), IR
Suppression, Secure Radios, Satcom Radios, GPS, ELINT 2, Multitarget
(2), Link 16, Helmet-Sight Interface (Pilot, Gunners) |
1105/800
Primitive Runway |
+5 |
2xMk44 30mm
Chain Guns, M102 105mm Howitzer, 12xGBU-29 SDB Racks, 2xMissile Tubes,
4xHellfire or Maverick Launchers |
4000x30mm,
100x105mm, 12xGBU-29 SDB or GBU-53 SDB II, 10xViper Strike or 8xGriffin
Multipurpose ASMs (or 5xViper Strike and 4xGriffin), 4x250 lb JDAMs,
4xHellfire or Maverick (or 2xHellfire and 2xMaverick) 20xFlares |
AC-130J
Ghostrider 2 |
Laser
Designator (16 km), RWR, LWR, ECM 3, IRCM 3, Flare/Chaff (81/71), IR
Suppression, Secure Radios, Satcom Radios, GPS, ELINT 2, Multitarget
(2), Link 16, Helmet-Sight Interface (Pilot, Gunners) |
1105/800
Primitive Runway |
+5 |
Mk44 30mm
Chain Gun, 1MW Laser, M102 105mm Howitzer, 12xGBU-29 SDB Racks,
2xMissile Tubes, 4xHellfire or Maverick Launchers |
4000x30mm,
100x105mm, 12xGBU-29 SDB or GBU-53 SDB II, 10xViper Strike or 8xGriffin
Multipurpose ASMs (or 5xViper Strike and 4xGriffin), 4x250 lb JDAMs,
4xHellfire or Maverick (or 2xHellfire and 2xMaverick) 20xFlares |
AC-130J
Ghostrider 3 |
Laser
Designator (16 km), RWR, LWR, ECM 3, IRCM 3, Flare/Chaff (81/71), IR
Suppression, Secure Radios, Satcom Radios, GPS, ELINT 2, Multitarget
(2), Link 16, Helmet-Sight Interface (Pilot, Gunners) |
1105/800
Primitive Runway |
+5 |
2xMk44 30mm
Chain Gun, 120mm NEMO Mortar, 12xGBU-29 SDB Racks, 2xMissile Tubes,
4xHellfire or Maverick Launchers |
4000x30mm,
80x120mm, 12xGBU-29 SDB or GBU-53 SDB II, 10xViper Strike or 8xGriffin
Multipurpose ASMs (or 5xViper Strike and 4xGriffin), 4x250 lb JDAMs,
4xHellfire or Maverick (or 2xHellfire and 2xMaverick) 20xFlares |
EA-6B Prowler
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 22nd
Prowler built. Starting with the 29th
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
54th 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 99th 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 111th 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 134th 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 170th
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.
Vehicle |
Price |
Fuel Type |
Load |
Veh Wt |
Crew |
Mnt |
Night Vision |
Radiological |
EA-6B (Early) |
$125,263,050 |
AvG |
6.8 tons |
29.48 tons |
4 |
45 |
Radar (150
km) |
Shielded |
EA-6B |
$146,263,050 |
AvG |
6.8 tons |
29.48 tons |
4 |
45 |
Radar (150
km) |
Shielded |
EA-6B EXCAP |
$149,919,625 |
AvG |
6.8 tons |
29.48 tons |
4 |
45 |
Radar (150
km) |
Shielded |
EA-6B ICAP |
$151,734,025 |
AvG |
6.8 tons |
29.6 tons |
4 |
45 |
Radar (150
km) |
Shielded |
EA-6B ICAP II
(Early) |
$155,527,375 |
AvG |
6.8 tons |
29.6 tons |
4 |
45 |
Radar (150
km) |
Shielded |
EA-6B ICAP II
(Late) |
$157,082,650 |
AvG |
6.8 tons |
29.6 tons |
4 |
45 |
Radar (150
km) |
Shielded |
EA-6B Block
89A |
$164,090,250 |
AvG |
6.8 tons |
29.45 tons |
4 |
45 |
Radar (150
km) |
Shielded |
EA-6B ICAP
III |
$168,192,505 |
AvG |
6.8 tons |
29.45 tons |
4 |
45 |
Radar (150
km) |
Shielded |
Vehicle |
Tr Mov |
Com Mov |
Mnvr/Acc Agl/Turn |
Fuel Cap |
Fuel Cons |
Ceiling |
Armor |
EA-6B (Early) |
1904 |
1410 (185) |
NA
130 8/4
40/30 |
7230 |
5034 |
12619 |
FF 5
CF4 RF3
W4 T3 |
EA-6B
(Others) |
2326 |
1720 (185) |
NA
130 8/4
40/30 |
7230 |
6174 |
12619 |
FF 5
CF4 RF3
W4 T3 |
Vehicle |
Combat Equipment |
Minimum Landing/Takeoff Zone |
RF |
Armament |
Ammo |
EA-6B (Early) |
Flare/Chaff
(80/60) , ECM 2, RWR, All Weather Flight, Deception Jamming (20 km), EW
Suite 1 |
1400/785
Hardened Runway |
+1 |
5 Hardpoints |
None |
EA-6B/EA6B
EXCAP |
Flare/Chaff
(80/70), ECM 2, RWR, All Weather Flight, Deception Jamming (20 km), EW
Suite 1 |
1400/785
Hardened Runway |
+1 |
5 Hardpoints |
None |
EA-6B ICAP |
Flare/Chaff
(80/70), ECM 2, RWR, All Weather Flight, Deception Jamming (30 km), EW
Suite 1, Secure Radios |
1400/785
Hardened Runway |
+1 |
5 Hardpoints |
None |
EA-6B ICAP II
(Early) |
Flare/Chaff
(80/70), ECM 2, RWR, All Weather Flight, Deception Jamming (30 km), EW
Suite 1, Secure Radios |
1400/785
Hardened Runway |
+2 |
5 Hardpoints |
None |
EA-6B ICAP II
(Late) |
Flare/Chaff
(80/70), ECM 3, RWR, All Weather Flight, Deception Jamming (30
km), EW Suite 2, Secure Radios |
1400/785
Hardened Runway |
+2 |
7 Hardpoints |
None |
EA-6B Block
89A |
Flare/Chaff
(80/70), ECM 3, RWR, All Weather Flight, Deception Jamming (30
km), GPS, EW Suite 2, Secure Radios |
1400/785
Hardened Runway |
+3 |
7 Hardpoints |
None |
EA-6B ICAP
III |
Flare/Chaff
(80/80), ECM 4, RWR, All Weather Flight, Deception Jamming (35
km), GPS, EW Suite 3, Secure Radios |
1400/785
Hardened Runway |
+4 |
7 Hardpoints |
None |
S-3 Viking
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.
Vehicle |
Price |
Fuel Type |
Load |
Veh Wt |
Crew |
Mnt |
Night Vision |
Radiological |
S-3A |
$134,645,900 |
AvG |
1.78 tons |
23.83 tons |
4 |
40 |
Radar, FLIR |
Shielded |
S-3B |
$169,099,900 |
AvG |
1.78 tons |
24.08 tons |
4 |
40 |
Radar, FLIR |
Shielded |
S-3B (Late) |
$181,099,900 |
AvG |
1.78 tons |
24.09 tons |
4 |
40 |
Radar, FLIR |
Shielded |
US-3A |
$49,412,900 |
AvG |
6.04 tons |
22.57 tons |
3+6 |
32 |
Radar |
Shielded |
ES-3A |
$235,563,900 |
AvG |
1.36 tons |
24.65 tons |
4 |
50 |
Radar, FLIR |
Shielded |
Vehicle |
Tr Mov |
Com Mov |
Mnvr/Acc Agl/Turn |
Fuel Cap |
Fuel Cons |
Ceiling |
Armor |
S-3A/B/US-3A |
2315 |
1710 (135) |
NA
428 7/5
70/50 |
10983 |
4958 |
12190 |
FF4
CF4 RF4
W4 T3 |
ES-3A |
2085 |
1540 (135) |
NA
385 6/4
60/40 |
10983 |
4998 |
12190 |
FF4
CF4 RF4
W4 T3 |
Vehicle |
Combat Equipment |
Minimum Landing/Takeoff Zone |
RF |
Armament |
Ammo |
S-3A |
ASW
Equipment, MAD Boom, Sonobuoys (60), Secure Radios, Look-Down Radar,
Inertial Navigation |
1400m/785m
Hardened Runway |
+2 |
Bomb Bay, 2
Hardpoints |
None |
S-3B |
ASW
Equipment, MAD Boom, Sonobuoys (60), Secure Radios, Look-Down Radar,
Inertial Navigation, Flare/Chaff (60) |
1400m/785m
Hardened Runway |
+3 |
Bomb Bay, 2
Hardpoints |
None |
S-3B (Late) |
ASW
Equipment, MAD Boom, Sonobuoys (60), Secure Radios, Look-Down Radar,
Inertial Navigation, Flare/Chaff (60), GPS |
1400m/785m
Hardened Runway |
+4 |
Bomb Bay, 2
Hardpoints |
None |
US-3A |
Secure
Radios, Inertial Navigation |
1400m/785m
Hardened Runway |
None |
2 Hardpoints |
None |
ES-3A |
ELINT 4
Suite, Radio Detectors, Radar Detectors, Secure Radios, Inertial
Navigation |
1400m/785m
Hardened Runway |
None |
2 Hardpoints |
None |
Consolidated PBY
Catalina
Notes: Known to US Navy
personnel of World War 2 at “The Cat,” the Catalina was developed in response to
a 1932 US Navy tender for a long-range flying boat reconnaissance aircraft, to
replace the then-current P2Y flying boat. Testing began in February 1935.
Adoption came in 1937, with 60 being ordered.
The original designation was “P3Y;” however, the Catalina showed promise
as a light bomber (and in fact was used sometimes for this purpose in World War
2), and it was redesignated PBY (Patrol Bomber, with the Y being Consolidated’s
ID in the Navy numbering scheme of the time.
Some 28 or the original model were sold to foreign and civilian
interests, among them being the Cuban Navy and the National Geographic
magazine and the New York Museum of Natural History. Later in World War 2,
PBY-1s were built under license in Russia, Canada, and Britain.
Later models (mostly PBY-4s and 5s were sold to the RZNAF, RAAF, and the
Netherlands for use in the Dutch East Indies.
The moniker Catalina was actually coined by the British.
Consolidated company nomenclature was the Model 28.
The PBY was slow, but was a very accurate gun and air munition platform;
they were also quite tough. PBYs and their subtypes were responsible for the
sinkings of some 50 U-Boats, and an unknown number of Japanese shipping and
subs.
XP3Y-1: The Prototype
Though there
would be a lot of fixes and modifications to come, the XP3Y-1 set the tone for
what would become the PBY-1 (later called the Catalina).
The waist blisters, made primarily for observation (from one, one could
see almost under the aircraft and above the aircraft is one stretched into the
blisters), but they had a ball-and-socket mount for an ANM2, M2, or M3, though
in practice these were rarely used until the PBY-5A version. The XP3Y-1 was
exceptionally clean aerodynamically. Engines were Pratt & Whitney XR-1830-58
twin wasps with 825 horsepower; these were not supercharged like later PBY
engines were.
The biggest
problem was a problem test pilots noticed about insufficient directional
stability when the rudder was used.
It took several months of intensive modifications and testing to resolve this
problem. Eventually, a proper
rudder design was struck upon and was standardized.
After this and a few other modifications, the Navy put in an order for 50
PBY-2s in July 36 – this was two months before the first production PBY-1
example was delivered. The PBY-1
was essentially the same as the final iterations of the XP3Y-1 (redesignated
XPBY-1 late in testing). Armament
consisted of one ANM2 in a nose turret, and one in the tail; in the prototypes,
waist armament was tested, but not usually mounted.
PBY Catalina – Initial
Models
Before and after
acceptance, the Catalina went through a large series of great and small
modifications to make it more amenable to Navy wishes.
Most of these modifications centered around the PBY’s floats, but the
hull was also extended and the rudder given a large, rounded shape.
Perhaps the most important upgrade was the replacement of the original
825-horsepower piston engines with 900-horsepower Pratt & Whitney R-1830-64
engines with superchargers for high-altitude operation.
This became the PBY-1;
The PBY-2
changed some of the equipment, most notably the radios, to more modern and some
longer-ranged AM radios. The major
structural change in the PBY-2 is a change in the tail surfaces – on the PBY-1,
a slot was cut in the rudder for it to acuate over the elevators.
This brought complaints, as certain evasive maneuvers could not be done
on the PBY-1. The PBY-2 used cutaways in the elevators, allowing the rudder to
swing freely (within the preset limits).
The PBY-3 was
essentially the same as the PBY-2 but was powered by 1000-horsepower
supercharged engines; the PBY-4 is also the same as the PBY-2,but had
1050-horsepower engines. Armament consisted of wing stores, waist guns, and a
tail gun.
The GUBA was a
semi-luxury version of the PBY-1, and was in fact the first PBY-1 sold by the
Consolidated Corporation. It was
sold to Dr Richard Archbold to undertake an exploratory mission to New Guinea.
However, before that mission could take place, the Soviets asked for help from
the US to help find a missing aircrew who was trying to fly over the North Pole
in the shortest period of time (an incredible feat in that day and age). Dr
Archbold sold the GUBA to the Russians for cost, and though the Soviets did not
find their missing aircrew or any trace of their aircraft, they were impressed
with the PBY-1 and decided to keep it in service as a long-range
transportation/utility aircraft working in Siberia.
It remained a civilian aircraft.
The GUBA had a then-new gyroscope, and the rear had two bunks in addition
to the three bunks in the tail. The center of the cargo compartment had a large
square desk for use as a map table; this had a lamp on an armature and
cylindrical slots on the sides of the desk for holding maps. (It is not known if
the Russians left the desk in the aircraft after taking it over.)
It is otherwise like a 1940s version of the PBY Mobile Home listed below.
All PBYs had three bunks in
the extreme tail (in a surprisingly comfortable space), allowing crews to take
shifts in the operation of the aircraft. The normal crew consisted of a pilot,
co-pilot, radio operator/navigator, two waist gunners/observers, one turret
gunner, and one tail gunner/observer. Seats were provided for two passengers,
usually a downed aircrew.
PBY-5-6
The PBY-5 was
mostly an incremental upgrade – the use of 1200-horsepower engines, two wet
hardpoints for extra fuel tanks (the fuel tanks designed for use with the PBY-5
were self-sealing). Some of this
batch (of 683) was Lend-Leased to the RAF,(who called it the Catalina IVA) and
one went to the US Coast Guard. The
Russians also license produced the PBY-5, calling it the GST. (The GST was not
built to US Navy specifications – it used Soviet-made engines of 930
horsepower.) The PBY-5 (and the 5A)
were normally equipped with ANM2 waist guns, but were also often upgunned to M2
or M3 .40 machineguns.
The PBY-5A,
however, was a marked difference from both the PBY-5 and other Catalinas.
First, the PBY-5A was amphibious – it had retractable main wheels and a
retractable nosewheel, allowing it to use stretches of water and airstrips for
takeoff and landing. The first batch of 124 had one ANM2 mounted in the bow; the
remainder of the 803 built had two such guns, mounted in a nose turret.
Some diversions were made to the Army Air Force, the RAF (as Catalina
IIA) and again, one to the Coast Guard.
Some were built for the Army Air Forces, designated the OA-10. The PBY-5A
had separate brake pedals above the rudder pedals, as the large wings and rudder
might require some rudder action on the ground during landing.
The PBY-5R had
almost all of its combat gear removed (even some radios), and the interior
refurbished into a staff transport.
Its base was the PBY-5A, and it retained its amphibious capabilities.
The nose turret was removed, but additional windows were added. (And the
side blister windows were removed). The PBY-5A used a 3kW APU, powerful enough
to start the engines as well as power internal systems when the engines are off.
The PBY-6AG is a similar aircraft, but used by the Coast Guard.
The PBY-6A also
used the PBY-5A as a base, but had interior, external and wing-mounted equipment
for a radar installation, and a place for a radar operator behind the pilot and
co-pilot. Instead of the ANM2s, the
PBY-6A had a pair of M3 .50-caliber machineguns in the nose turret.
The waist blisters had ANM2s, one each. For better water mobility, a
tailer fin and rudder was added. Some 175 of this model were built; 21 were
transferred to the Soviet Navy. The
US Army Air Forces received a number of this version, designating them OA-10B.
Boeing
Canada built the PB2B-1 and PB2B-2 for the RAF and RCAF; these were essentially
the same as the PBY-5 version with the exception of having Canadian-manufactured
components. In addition, the PB2N-2 had the taller horizontal stabilizer of the
PBN-1 Nomad variant (below). Most PB2N-2s were given over to the RAF, who called
them the Catalina VI. The Canso was
a version of the PBY-6A built by Vickers in Canada; it differed from the PBY-6A
primarily in its high-efficiency superchargers, giving it a very high service
ceiling.
The PBV-1A was a
Canadian-built version of the PBV-5A.
150 went to the RCAF (and called the Canso-A) and the US Army Air Force
(designated the OA-10A – Not to be confused with the Warthog variant of the same
designation). The Canso-A retained
the high-efficiency superchargers of the Canso.
Black Cat PBYs
VP84 (Patrol
Squadron) and VP63 were designated for night attack/bombing role.
They flew at first PBY-5s and soon thereafter late-model PBY-5As.
One of the first alterations the crews made to their aircraft was to have
them painted matte black on almost all exterior surfaces; they then started to
call themselves the “Black Cats.”
(The interior was largely zinc chromite in color, but the top half of the
cockpit, canopy rails, and waist blister rails were also matte black. (Some
crews went as far as top paint the barrels of the guns matte black.) Though most
PBYs were engaged in patrolling and some light bombing raids or dropping mines,
the Black Cats took this to an art form, bombing with as much as 1000-pound
bombs, heavy clusters of mines, and even 2.75-inch rockets, in addition to their
normal armament. They were known
for their accuracy, and this is in part due to the upgraded bombsights they
used. They also installed M2
.50-caliber machineguns in the waist blisters, in addition to an ANM2
.30-caliber in the rear tunnel.
The Black Cats
were also known for use of an unconventional weapon – they kept empty beer
bottles, then urinated in them, corked them, and on attack runs dropping them
out of the side hatches and the rear tunnel hatch onto the hapless Japanese.
PBN-1 Nomad
The PBN-1 Nomad
was an advanced version of the PBY built by the Naval Aircraft Factory.
It had major modifications, including a lengthened bow to allow for a
better fit for the nose turret and radar unit.
The hull lines were modified with a redesigned step with a no-slip
surface, and larger wingtip floats and a revised electrical system, primarily to
properly supply power to the radar unit.
Some 155 were built, with some going into the Lend-Lease program to the
RAF (as the Catalina V) and to the Soviet Navy (as the KM-1).
The PBN-1 is otherwise similar to the PBY-5A.
The Naval
Aircraft Factory built the Nomad, since introducing the Nomad’s modifications to
existing production lines would have been too disruptive.
The Nomad had a clipper bow, and an “eyeball” turret for a single .50.
Two .50s were mounted in the waist blisters, and the nose turret had
another pair of .30s, with a third .30 at the ventral hatch at the rear. The
lower hull was extended almost 1.5 meters, allowing for greater fuel tankage and
better floatation. The wing floats were redesigned to be more aerodynamic; they
were longer and more streamlined.
It should be
noted that Nomads did not have a rear gun, though the position was retained for
observation,
Civilian Catalinas
After World War
2, Catalinas were sold in the US on the Civilian market.
Many of these
were converted to flying mobile homes, some able to land on runways.
These PBYs usually have small, compact APUs (0.5-2 kW) to power onboard
equipment ranging from GPS viewers and mappers to microwave ovens to interior
lights. A chilled drinking water tank of 60 liters is installed, sometimes more
than one. Amenities such as a toaster oven, separate freezer, and a bar are
often installed as well. (The version below is equipped with a 1kW APU.)
Small airlines
(such as island hoppers) employed and still employed in some cases, able to seat
as many as 10 passengers, the pilots, and a stewardess and a small galley.
These airlines are often equipped with GPS as well, along with survival
rafts and survival gear. They also tend to have instruments that record the last
30 minutes of voice data in the cockpit and the last 30 minutes of flight
information (often called “black boxes,” though they are actually bright orange
to aid in finding them), The hardpoints often get use to carry baggage pods for
the passengers’ and crews personal effects, and supplies to replenish the
galley.
The Coast Guard
and civilian SAR services continued using the PBY after the War, and again some
are still in use.
“Puddle jumpers”
in wilderness areas such Alaska and Siberia often employ PBYs. These are
generally equipped with inertial navigation, as GPS does not work so well in
wilderness areas such that they travel. They also have survival shelters and
gear, as well as high-efficiency heaters and a small, compact APU.
They have some of the longest-range conventional radios, including AM or
VLF setups. They will often also
have something like a hot plate (primarily for the coffee that such pilots seem
to live off) or camp stove (run off an APU instead of propane). The hardpoints
general contain pods with survival equipment and the larger baggage of the
passengers.
Perhaps the most
important use of the PBY are those modified for use as water bombers in
firefighting, using the belly fuel tanks to scoop up water, or having pumped in
before takeoff. Such PBYs use 3500 liters of their fuel space for water or fire
retardant. They use a high-precision version of GPS and mapping, and taxi along
a lake to gather water. These PBYs
are normally equipped with radios of several types, to communicate with their
base, to raise firefighters in the field, and to communicate with disaster
relief and firefighting headquarters.
Also typically have GPS for navigation and a transponder and transponders
so they can be found in the air. They have computers similar to bombsights so
they can deliver their load accurately.
Vehicle |
Price |
Fuel Type |
Load |
Veh Wt |
Crew |
Mnt |
Night Vision |
Radiological |
PBY-1 |
$4,880,862 |
AvG |
1.91 tons |
15.63 tons |
7+2 |
25 |
None |
Enclosed |
PBY-2 |
$4,927,530 |
AvG |
1.94 tons |
15.72 tons |
7+2 |
25 |
None |
Enclosed |
PBY-3 |
$4,989,712 |
AvG |
1.95 tons |
15.85 tons |
7+2 |
25 |
None |
Enclosed |
PBY-4 |
$4,895,876 |
AvG |
1.96 tons |
15.91 tons |
7+2 |
25 |
None |
Enclosed |
PBY-5 |
$5,114,326 |
AvG |
1.97 tons |
17.1 tons |
7+2 |
25 |
None |
Enclosed |
GST |
$4,822,433 |
AvG |
1.95 tons |
16.77 tons |
7+2 |
25 |
None |
Enclosed |
PBY-5A
(Early) |
$5,114,326 |
AvG |
1.97 tons |
17.2 tons |
7+2 |
25 |
None |
Enclosed |
PBY-5A (Late) |
$7,883,372 |
AvG |
1.98 tons |
17.28 tons |
7+2 |
25 |
None |
Enclosed |
PBY-5R |
$8,283,014 |
AvG |
1.99 tons |
20.39 tons |
2+4 |
28 |
None |
Enclosed |
Black Cat
PBY-5A |
$15,175,449 |
AvG |
1.95 tons |
17.44 tons |
7+2 |
25 |
None |
Enclosed |
PBY-6A |
$68,239,723 |
AvG |
1.98 tons |
17.66 tons |
7+2 |
34 |
Radar (45 km) |
Enclosed |
Canso |
$68,239,723 |
AvG |
1.98 tons |
17.66 tons |
7+2 |
34 |
Radar (45 km) |
Enclosed |
PBN-1 |
$95,001,071 |
AvG |
1.94 tons |
17.94 tons |
7+2 |
34 |
Radar (60 km) |
Enclosed |
Civilian PBY
Mobile Home |
$24,456,880 |
AvG |
988 kg |
20.84 tons |
2+4 |
33 |
Weather Radar
(60 km) |
Enclosed |
Small Airline
PBY |
$29,807,152 |
AvG |
1.56 tons |
18.19 tons |
3+10 |
32 |
Weather Radar
(60 km) |
Enclosed |
Puddle Jumper
PBY |
$41,687,881 |
AvG |
1.4 tons |
18.02 tons |
2+4 |
30 |
Weather Radar
(60 km) |
Enclosed |
Firefighting
PBY |
$56,761,798 |
AvG |
438 kg |
17.84 tons |
2 |
29 |
Radar (60
km), FLIR (30 km) |
Enclosed |
Vehicle |
Tr Mov |
Com Mov |
Mnvr/Acc Agl/Turn |
Fuel Cap |
Fuel Cons |
Ceiling |
Armor |
PBY-1 |
622 |
173 (30) |
NA
36 7/4
35/20 |
6624 |
245 |
3700 |
FF6
CF5 RF3
W4 T3 |
PBY-2 |
673 |
187 (30) |
NA
40 7/4
35/20 |
6624 |
267 |
4938 |
FF6
CF5 RF3
W4 T3 |
PBY-3 |
739 |
205 (30) |
NA
44 7/4
35/20 |
6624 |
297 |
4938 |
FF6
CF5 RF3
W4 T3 |
PBY-4 |
772 |
214 (30) |
NA
46 7/4
35/20 |
6624 |
312 |
4938 |
FF6
CF5 RF3
W4 T3 |
PBY-5 |
819 |
227 (30) |
NA
49 7/4
35/20 |
6624 |
367 |
4938 |
FF6
CF5 RF3
W4 T3 |
GST |
664 |
182 (30) |
NA
39 7/4
35/20 |
6624 |
277 |
4938 |
FF6
CF5 RF3
W4 T3 |
PBY-5A
(Early) |
814 |
226 (30) |
NA
49 7/4
35/20 |
6624 |
367 |
4938 |
FF6
CF5 RF3
W4 T3 |
PBY-5A (Late) |
811 |
224 (30) |
NA
49 7/4
35/20 |
6624 |
367 |
4938 |
FF6
CF5 RF3
W4 T3 |
PBY-5R |
692 |
192 (30) |
NA
42 7/4
35/20 |
6624 |
367 |
4938 |
FF6
CF5 RF3
W4 T3 |
Black Cat
PBY-5A |
804 |
222 (30) |
NA
48 7/4
35/20 |
6624 |
367 |
4938 |
FF6
CF5 RF3
W4 T3 |
PBY-6A |
794 |
221 (30) |
NA
48 7/4
35/20 |
6624 |
367 |
4938 |
FF6
CF5 RF3
W4 T3 |
Canso |
794 |
221 (30) |
NA
48 7/4
35/20 |
6624 |
367 |
6255 |
FF6
CF5 RF3
W4 T3 |
PBN-1 |
792 |
217 (30) |
NA
48 7/4
35/20 |
7624 |
367 |
4938 |
FF6
CF5 RF3
W4 T3 |
Civilian PBY
Mobile Home |
677 |
188 (30) |
NA
42 7/4
35/20 |
6624 |
367 |
4938 |
FF6
CF5 RF3
W4 T3 |
Small Airline
PBY |
772 |
224 (30) |
NA
46 7/4
35/20 |
6624 |
367 |
4938 |
FF6
CF5 RF3
W4 T3 |
Puddle Jumper
PBY |
779 |
216 (30) |
NA
47 7/4
35/20 |
6624 |
367 |
4938 |
FF6
CF5 RF3
W4 T3 |
Firefighting
PBY |
786 |
218 (30) |
NA
47 7/4
35/20 |
3124 |
367 |
4938 |
FF6
CF5 RF3
W4 T3 |
Vehicle |
Combat Equipment |
Minimum Landing/Takeoff Zone |
RF |
Armament |
Ammo |
PBY-1/2/3/4/5 |
None |
200m/200m
Water |
None |
2xANM2 or M3
(Waist), ANM2 (Tail), 4 Hardpoints |
5000x.30-06
or 2500x.30-06 and 1500x .50, 10 Hand Flares |
PBY-5A
(Early)/GST |
None |
200m/200m
Water – 400m/500m Primitive Runway |
None |
AN/M2
Machinegun (Turret). 4 Hardpoints |
12 Hand
Flares, 5000x.30-06 |
PBY-5A (Late) |
None |
200m/200m
Water – 400m/500m Primitive Runway |
None |
2xAN/M2
Machineguns (Turret). 4 Hardpoints |
15 Hand
Flares, 5000x.30-06 |
Black Cat
PBY-5A |
None |
200m/200m
Water – 400m/500m Primitive Runway |
+2 |
2xANM2
Machineguns (Turret), 2xM2 Machineguns (Waist), ANM2 Machinegun (Rear),
4 Hardpoints |
7500x.30-06,
4000x.50, 15 Hand Flares |
PBY-6A/Canso |
RWR |
200m/200m
Water – 400m/500m Primitive Runway |
+1 |
2xM3
Machineguns (Turret). 2xAN/M2 (Waist), 4 Hardpoints |
5000x.50,,2500x.30-06, 15 Hand Flares |
PBN-1 |
RWR |
200m/200m
Water – 400m/500m Primitive Runway |
+1 |
M3
Machinegun, 2xAM/M2 (Turret), 2xM3 (Waist), 4 Hardpoints |
7500x.50,
7500x.30-06, 15 Hand Flares |
Civilian PBY
Mobile Home/Small Airline/Puddle |
Transponder,
TACAN, GPS |
200m/200m
Water – 400m/500m Primitive Runway |
None |
4 Hardpoints |
None |
Small Airline
PBY |
Transponder,
TACAN, GPS |
200m/200m
Water – 400m/500m Primitive Runway |
None |
4 Hardpoints |
None |
Puddle Jumper
PBY |
Transponder,
TACAN, GPS |
200m/200m
Water – 400m/500m Primitive Runway |
None |
4 Hardpoints |
None |
Firefighting
PBY |
Transponder,
TACAN, GPS |
200m/200m
Water – 400m/500m Primitive Runway |
+2 |
4 Hardpoints |
3500 l Water
or Flame Retardant. |
Douglas AC-47 Spooky
Notes: The
aerial gunship aircraft was the brainchild of a USAAF LTC named GC McDonald, who
came up with idea late in World War 2.
McDonald felt that such a gunship could be useful in combating Japanese
soldiers when they were hiding in the terrain or when a base or base camp was
found. McDonald also came up with
the concept of the “pylon turn” now used by all such aircraft-based gunships.
However, he never came up with a satisfactory way to aim the weapons; his
idea was to have the pilot used the wing as a guideline to aim.
The idea was tested using a C-47 and found workable, but was World War 2
was ending and the project was dropped.
It was not picked up again until 1961, when the US Air Force found that
providing close air support needed not only overwhelming firepower, but a
relatively slow and stable gun platform.
This need was underscored by the difficulty in providing close air
support to the scattered Special Forces camps and fortified villages which
constituted US involvement in Vietnam at the time.
The wheels turned slowly, however, and limited funding for developing a
gunship was not received until 1963.
In 1964, after the Gulf of Tonkin Incident, the gunship project went on
the high burner. The aircraft was
still based on the C-47 (the D model, specifically).
At first, the AC-47D was to have the designation “FC-47D,” since there
was already an electronic warfare version of the C-47 called the AC-47; however,
after the Pentagon realized that the designation made no sense (and after loud
protects from the Fighter Mafia), the former AC-47 was redesignated and the new
gunship designated the AC-47D. More
popular names for the AC-47D included its official moniker of Spooky, and the
name it was given by the troops, “Puff the Magic Dragon,” or just “Puff.”
“Dragonship” is also a name that troops called the AC-47D, again from the
Puff the Magic Dragon name. The
Spooky was introduced in limited numbers in 1963 and officially deployed in
1965, but by 1969 the Air Force felt that they were too old and vulnerable, and
they were replaced for a short time by AC-119G and later by the various models
of the AC-130. Despite their large
shoes, only 20 AC-47Ds were actually employed by the US Air Force, though a
small amount of other countries around the world copied the concept, and some
are still flying now (most notably in the hands of the Columbian Air Force,
where they are called by the popular name of
Avion Fantasma, or “ghost ship.”)
The AC-47D was
heavily modified from the original C-47D for its role as a gunship.
The AC-47D was fitted with three M-134 Miniguns firing out of the port
side of the aircraft. The guns
could be fired so that they produced a single cone of fire, the apex of which
could be from 75 to 300 meters away from the aircraft; they could also be fired
in a spread about 50 meters across.
The Miniguns, as installed on the AC-47D, had a selectable rate of fire (either
3000 or 6000 rounds per minute); at the most extreme ROF fire from each Minigun,
the AC-47D could fire its full complement of ammunition in 1.5 seconds.
These Miniguns used improvised mounts made from SUU-11A/A Minigun pods;
these caused a lot of vibration of the AC-47D and fed from 200-round belts in
cans (which had to be constantly reloaded by the crew), but were good for a
first effort. Later, these were
replaced by GAU-2B/A Miniguns which were designed to be door guns on helicopters
and were more suited to the task.
The GAU-2B/A fed from 400-round bins, but were more easily aimed.
Finally, the AC-47Ds received the MXU-470/A Miniguns, which fed from
large 8000-round drums that used linkless feed.
After experimentation, the Miniguns were carried at a primary attitude of
12 degrees downward, so that the pilot did not have to fly the AC-47D so greatly
banked, and could maintain an attitude that allowed him to keep more lift on the
airplane. One Minigun fired out of
the widened rear door, and the other two out of the two windows in front of the
door, just behind the wing.
Crew consisted
of the pilot/gunner, copilot, and one tender for each gun.
The pilot fired the guns on a support mission by banking the aircraft
over to the port and flying in a circle above the target, a maneuver called a
“pylon turn,” a term borrowed from aircraft racing.
On the window on the pilots left side was mounted a Mk 20 gunsight, taken
from A-1 Skyraiders that had been taken out of service or too badly damaged to
be fixed. A trigger button (also
salvaged from A-1 Skyraiders) was added to the pilot’s control yoke.
(Pilots also found that even drawing a crude grease pencil mark on the
window could produce reasonably accurate fire if there wasn’t time to use the Mk
20 sight.) Early experience found the Spooky to be vulnerable when in their
pylon turns, so ballistic armor curtains (made from a more up-to date version of
the material of Vietnam-era flak jackets) was added to the left side of the
aircraft, from just behind the cargo door to under the pilot’s left window.
On AC-47s that mounted the MXU-470/A Miniguns used armored ammunition
bins. The AC-47D also carried a bin
of flares that were used to illuminate targets at night; soon, this bin received
armor plating as well. These flares
were simply hand-tossed out of the cargo door by one of the gun tenders after
setting the flare for the proper time/altitude of when it would start to burn.
(In game terms, one of these flares has the equivalent illumination
radius and burn time as an ILLUM round from a 105mm howitzer.)
Other new
equipment added to the Spooky included more precise navigation equipment and
extra radios allowing it to contact ground troops on 4 frequencies at once, FAC
aircraft in the vicinity, and a very long-range radio to give communications
with its home airfield or higher echelons of command.
Some AC-47Ds converted later by other countries have ballistic curtains
made from either flexible Kevlar or Kevlar plates, and have more modern radios
and up-to-date navigation equipment.
Though also
designated AC-47D, the first four AC-47Ds received temporary armament due to a
shortage of Miniguns in Vietnam.
Their armament consisted of ten .30-06-firing AN/M2 machineguns, including four
firing from the cargo door and others studded up and down the left side.
This was a temporary measure, and these Puffs were retrofitted with
Miniguns in late 1965, after the other 16 modified C-47s were converted into the
AC-47D configuration. This
configuration with the plethora of machineguns were very problematic – the guns
used were old and tended to jam with distressing regularity (though never all
ten at once) and they fed from ammo cans holding 100 rounds, keeping the gun
tenders busy. There was no
provision for aiming, and they did not have flexible mounts.
The mountings of the guns also required a steep left bank to get all of
them on target, and there was still a rather wide field of fire (as much as 200
meters across), defeating the Spooky’s purpose of delivering concentrated fire.
The US military’s supply chain (of any branch of service) were not set up
to supply the large amounts of .30-06 ammunition the gunships needed; sometimes,
these Spookies had to go out with partial ammunition loads.
The five
Columbian AC-47s in service today are based on the Basler BT-67 updated version
of the C-47. (See US Cargo
Aircraft.) These aircraft are
further modified by having Hartzell high-speed propellers driving the aircraft.
Instead of Miniguns, the Columbian ABT-67s are armed with three M-3M
heavy machineguns. The gunsight is
updated, including the addition of computer assistance, and the ABT-67 also has
a FLIR/Advanced Image Intensification dome under the nose that is slaved to the
gunsight. The guns are fed by three
linkless feed ammunition chutes traveling from armored ammunition bins.
The flare bin is removed, but the ABT-67s have anti-missile flare
launchers and chaff ejectors as well as flare ejectors for illumination. (Note:
“ABT-67” is not an official
designation.)
In 1970, the
Indonesian Air Force converted a single C-47D (which had formerly been a
civilian DC-3) to a gunship configuration.
This aircraft is armed with three M-2HBs with QCB kits that are fed using
a linkless feed setup as above.
This gunship was first used in 1975 during the Indonesian invasion of East
Timor, and is still operating CAS missions in East Timor.
The engines are said to have been so heavily refurbished that they are
almost like new-build engines.
From 1984-85, El
Salvador had the use of a pair of AC-47Ds, armed with advanced sighting systems
based on early models of the AC-130’s gunsights.
These AC-47Ds also had advanced light intensification and FLIR equipment.
Armament is three M-3M machineguns. Rumors say that these have been
replaced with ABT-67s. The El
Salvadoran crews of these ABT-67s were trained in the US by USAF pilots, gun
tenders, and mechanics, and are quite proficient in their jobs.
The rear Thermal Imager is used by crewmen in the rear to observe
possible new targets and threats. A
more powerful aiming computer was installed.
Flare countermeasures and chaff countermeasures are installed.
For a time in
the 1980s, the SANDF operated several versions of the ABT-67.
One was armed with three M-3M machineguns, one had the standard Miniguns,
and one had three 20mm autocannons (known as Dragon Daks in South Africa).
These aircraft have since been retired to museums.
They have FLIR and an image intensifier slaved to the gunsight.
They do not illumination flare capability, but flare and chaff missile
countermeasures are installed.
Other countries
have or still used the AC-47 or ABT-67; however, I am not certain of their
status in these countries. These
include Taiwan, Cambodia, Laos, the Philippines, Rhodesia, Vietnam, and
Thailand.
Twilight 2000 Notes:
Some of these aircraft have been spotted in the United States in the Twilight
2000 timeline in use against New America and Mexican troops, probably taken from
boneyards. The Columbians are
believed to still have two of their ABT-67 gunships, plus another used for spare
parts. The Columbians, however, do
not use them much due to lack of fuel.
El Salvador still has one of their ABT-67s; again, fuel is the problem.
Other rumors say that SANDF is trying to restore at least one gunship to
flying status, though again where flying fuel will come from is a problem.
Vehicle |
Price |
Fuel Type |
Load |
Veh Wt |
Crew |
Mnt |
Night Vision |
Radiological |
AC-47D (US
Version) |
$2,672,445 |
AvG |
900 kg |
8.3 tons |
5 |
14 |
Image
Intensification |
Enclosed |
AC-47D (US
Interim Version) |
$2,858,015 |
AvG |
925 kg |
8.25 tons |
5 |
18 |
Image
Intensification |
Enclosed |
ABT-67
(Columbian) |
$5,225,745 |
JP4/5/6 |
1.11 tons |
8.99 tons |
5 |
19 |
Radar (30km)
FLIR, Advanced Image Intensification |
Enclosed |
AC-47D
(Indonesian) |
$2,805,105 |
AvG |
750 kg |
8.45 tons |
5 |
14 |
Image
Intensification |
Enclosed |
ABT-67 (El
Salvadorean) |
$6,128,500 |
JP4/5/6 |
1.13 tons |
8.83 tons |
5 |
22 |
Radar (40km),
FLIR, Advanced Image Intensification, Thermal Vision (Rear) |
Enclosed |
ABT-67 (SANDF
1) |
$2,654,640 |
JP4/5/6 |
1.14 tons |
8.8 tons |
5 |
17 |
FLIR, Image
Intensification |
Enclosed |
ABT-67 (SANDF
2) |
$2,715,040 |
JP4/5/6 |
1.14 tons |
8.8 tons |
5 |
17 |
FLIR, Image
Intensification |
Enclosed |
ABT-67 (SANDF
3) |
$2,266,795 |
JP4/5/6 |
1.15 tons |
8.6 tons |
5 |
18 |
FLIR, Image
Intensification |
Enclosed |
Vehicle |
Tr Mov |
Com Mov |
Mnvr/Acc Agl/Turn |
Fuel Cap |
Fuel Cons |
Ceiling |
AC-47D (US
Version) |
552 |
138 (39) |
NA
34 5/3
40/30 |
1500 |
723 |
7070 |
AC-47D (US
Interim Version) |
555 |
139 (39) |
NA
34 5/3
40/30 |
1500 |
719 |
7070 |
ABT-67
(Columbian) |
575 |
144 (37) |
NA
35 5/3
40/30 |
3028 |
1615 |
5791 |
AC-47D
(Indonesian) |
542 |
136 (40) |
NA
35 5/4
40/30 |
1500 |
730 |
7070 |
ABT-67 (El
Salvadorean) |
585 |
147 (38) |
NA
36 5/4
40/30 |
3028 |
1601 |
5791 |
ABT-67 (SANDF
1/2) |
587 |
147 (38) |
NA
36 5/4
40/30 |
3028 |
1598 |
5791 |
ABT-67 (SANDF
3) |
594 |
149 (37) |
NA
37 5/4
40/30 |
3028 |
1579 |
5971 |
Vehicle |
Combat Equipment |
Minimum Landing/Takeoff Zone |
RF |
Armament |
Ammo |
AC-47D (US
Version) |
RWR |
600/500m
Primitive Runway |
+1 |
3xM-134 or
GAU-2B/A or MXU-470/A Miniguns |
24000x7.62mm,
45xHand Flares |
AC-47D (US
Interim Version) |
RWR |
600/500m
Primitive Runway |
+1 |
10xAN/M2
Machineguns |
24000x.30-06,
45xHand Flares |
ABT-67
(Columbian) |
RWR, Secure
Radios, Countermeasure Flare/Chaff Dispensers (10 Bundles Each) |
400/500m
Primitive Runway |
+2 |
3xM-3M
Machineguns |
29061x.50 |
AC-47D
(Indonesian) |
Secure
Radios, RWR, ILLUM Flare Dispenser (20 Flares) |
600/500m
Primitive Runway |
+1 |
3xM-2HB QCB
Machineguns |
17760x.50,
45xHand Flares |
ABT-67 (El
Salvadoran) |
RWR, Secure
Radios, Flare/Chaff Dispensers (10 Bundles Each), HUD, TACAN, Beacon
Tracking Radar |
400/500m
Primitive Runway |
+2 |
3xM-3M
Machineguns |
29061x.50 |
ABT-67 (SANDF
1) |
RWR,
Flare/Chaff Dispensers (10 Bundles Each), TACAN |
400/500m
Primitive Runway |
+1 |
3xM-3M
Machineguns |
29061x.50 |
ABT-67 (SANDF
2) |
RWR,
Flare/Chaff Dispensers (10 Bundles Each), TACAN |
400/500m
Primitive Runway |
+1 |
3xMXU-470/A Miniguns |
29600x7.62mm |
ABT-67 (SANDF
3) |
RWR,
Flare/Chaff Dispensers (10 Bundles Each), TACAN |
400/500m
Primitive Runway |
+1 |
3xMG-151/20 Autocannons |
3826x20mm |
Grumman E-2 Hawkeye
Notes: This
aircraft made its debut as the E-2A version in 1964.
The E-2 is a naval AWACS-type aircraft, small but powerful in its
assigned role. Though it caries no
offensive or defensive armament, it is greatly feared by enemy forces due to its
powerful search and tracking radars, able to pick up most aircraft, ships, and
even some ground forces within a three million cubic mile area in its latest
incarnations. The airframe is the
same as the C-2 Greyhound cargo aircraft, but the E-2 is distinguished by the
numerous aerials on the fuselage, wings and tail, and of course, the large
7.3-meter saucer-shaped radome above its fuselage.
(This radome is also airfoil-shaped, allowing it to help provide lift for
the aircraft.) The Hawkeye’s
primary role is that of an AWACS aircraft, but it has secondary functions as a
surveillance platform, strike and intercept controller aircraft, search and
rescue guidance, and communications relay aircraft.
In addition to the US Navy, the E-2 is used by Japan, Israel, Singapore,
Taiwan, and France. (It is rumored
that Israel has made some unspecified modifications to her Hawkeyes, but what
these modifications are is unknown.)
All these other countries fly E-2C versions.
The first
version to enter service was the E-2A, which arrived in the fleet in 1964, and
served until 1967, when it was replaced by the E-2B model.
59 were built in all. The
aircraft was sophisticated for the time, with small powerful computers to
coordinate all functions of the aircraft and its equipment.
The primary system of the E-2A was the ATDS (Airborne Tactical Data
System), consisting of automatic detection radar and a memory and datalink
system, as well as the aforementioned computers.
This was tied to the NTDS (Naval Tactical Data System, which transmits
the ATDS data to the flagship, task force, and even to the nearest Naval command
headquarters, if necessary and they are in range.
The E-2A has five crewmembers: a pilot and copilot, and three operators
for the ATDS system. The E-2A is
capable of in-flight refueling, but the crewmembers do not have ejection seats;
they must bail out manually. A
problem of the E-2A was lack of capability of its radar over land; it has a very
hard time detecting ground targets or even low-flying aircraft overland.
Though
successful in its role, further upgrades were deemed necessary, and work on the
E-2B version began quite soon after the E-2A entered service.
Upgrades began in 1969. Most
E-2Bs were simply modified E-2As, and 51 such modifications were made.
The E-2B is distinguished primarily by much more powerful computer with
more storage capacity, able to store the profiles of a large amount of enemy
aircraft in its memory, as well as control much more of the battle picture.
The radar was not given much of an upgrade, and still has the problems of
degraded coverage overland.
The E-2C was the
big upgrade for the Hawkeye; it resulted in internal changes as well as external
physical changes to the aircraft.
There were actually several versions of the E-2C, delineated by several upgrade
steps both minor and major. The
first E-2Cs were designated the Omnibus I Hawkeyes; these aircraft arrived in
the early 1970s, and had major upgrades to the radar, computers, IFF, and
passive listening/detection devices.
The nose had to be altered, as well as the boat tail; in addition, many
new antenna fairings appeared on the fuselage, wings, and tail surfaces.
Earlier Hawkeyes had a radome which could be raised and lowered about a
meter for easier storage of the aircraft on board ships; on the E-2C, the radome
was to be lowered for maintenance purposes only.
The E-2C is capable of tracking over 600 targets, and controlling over 40
intercepts or strikes. At first these E-2Cs were equipped with an AN/APS-120
radar, but these were replaced with the AN/APS-125 radar in 1978, which finally
gave the Hawkeye reliable overland radar detection and control capability.
In 1984, the Omnibus II Group 0 modifications arrived; chief among these
modifications was again in the radar (the AN/APS-138), which now had the
capability to operate in high-jamming and electromagnetic interference
environments. It was this model
that first attracted the attention of most of the foreign governments which now
operate the Hawkeye.
The Omnibus II
Group I upgrade, arriving in 1988, was primarily an engine upgrade; the former
twin 4600-horsepower turboprop engines were replaced by new 5100-horsepower
engines. This was necessary, as the
weight of the aircraft increased with every upgrade in electronic performance,
as did the power requirements of the electronics and the radar.
These engines also have a lower fuel consumption/power ratio.
Other improvements were antijam antennas for the radios and sensors,
improvements to the avionics cooling system, a better instrument panel for the
pilots, better cockpit lighting, and a new AN/APS-139 radar system was installed
which doubled the tracking capability of the aircraft.
Eighteen new E-2Cs were built to this standard, and the other Hawkeyes in
the fleet were later upgraded to this configuration.
The Omnibus II
Group II upgrade is a massive aircraft upgrade; not all Hawkeyes have yet been
modified to standard, though the goal is to have all E-2Cs up to this standard,
if not greater (see below) by 2010.
Chief among these upgrades are a new AN/APS-145 radar and associated equipment,
tracking systems, and computers.
This system gives the Hawkeye a fully automatic tracking and search capability,
even overland. The area of radar
scanning is increased by 96%, target recognition and tracking by 200%, and
targets able to be displayed at once by 1000%.
The equipment operators have largely “glass-cockpit”-type displays,
including color displays. GPS and
satellite communications have been added.
The aircraft has a new, more accurate IFF system, able to better detect
“false squawks” and pick out enemy aircraft which are the same model as friendly
aircraft. The system is also able
to detect jamming of the IFF band.
The Omnibus II Group II uses the new JTIDS (Joint Tactical Information Display
System); this allows the Hawkeye to interface directly with friendly aircraft,
ships, and ground units, including Air Force AWACS aircraft.
Group II(N) aircraft, a further upgrade of the Group II, adds an improved
navigation suite. The Group II(M)
aircraft further enhance the multifunction displays of the equipment operators
and add an even more powerful computer with more memory.
Group II(C) aircraft increase the Hawkeye’s ability to defend itself with
more powerful ECM capability; in addition, the pilots have direct access to the
satellite communications equipment in the cockpit, and the equipment cooling
system is further improved.
The E2C+ is a
minor upgrade of the E2C Omnibus II Group II aircraft, characterized primarily
by a change to 8-bladed propellers (previous models had four-bladed propellers).
These propellers increase engine performance and are quieter than the old
propellers, both inside and outside the aircraft.
Propellers made of a composite material are also being experimented with,
but whether these will be fitted to existing aircraft is unknown at this time.
They are, however, lighter and stronger than metal propellers.
Since the E-2 is
expected to be serving the US Navy well into the 21st century, more
upgrades are planned for the Hawkeye.
This program is currently known as Hawkeye 2000.
This upgrade calls for a greatly upgraded mission computer, which is also
smaller, lighter, and requires less power than earlier E-2C computers. The
interface between ships, aircraft in the area of operations, and ground units
will be near-total, using the new CEC (Cooperative Engagement Capability).
Operational testing began in 2001; whether any have been used in war
zones is unknown. France has also
expressed interest in Hawkeye 2000, and the administration says that France will
get them. Japan and Egypt will not
get new Hawkeye 2000s, but they will be given kits to upgrade their existing
Hawkeyes. It is believed that
Israel is already flying E-2Cs that are up to the Hawkeye 2000 standard, though
theirs are an independent development.
Beyond the
Hawkeye 2000 upgrades lies the E-2D Advanced Hawkeye.
Details on this aircraft are sketchy, but are said to include a
two-generation leap ahead in radar capability.
Upgrades to increase supportability, maintenance, and readiness are
planned. Though the E-2D will look
essentially like an E2C from the outside, inside it will be a new aircraft,
built from new production rather than modified from existing airframes.
The interior layout will be rearranged to reflect the more compact nature
of the new computers, ELINT and ECM gear, and associated equipment.
A fourth equipment operator will be added to help manage the increased
capability. Full “glass cockpit”
displays for the equipment operators as well as the pilots will be standard
aboard the E-2D. These aircraft are
reportedly already being built and tested, but not expected to be in fleet
service until 2011.
It should be noted that the stats below
for the E-2D are to a large extent educated guesses.
Twilight 2000
Notes: There are a precious few Omnibus I Group II Hawkeyes flying, but most are
Omnibus I Group I aircraft, with a few Omnibus I Group 0 aircraft still hanging
on. France and Egypt do not fly the
E-2. Israel’s Hawkeyes are already
up to Hawkeye 2000 standard by the Twilight War, but the US Navy’s Hawkeye 2000s
were never built, and of course neither were the E-2Ds.
Vehicle |
Price |
Fuel Type |
Load |
Veh Wt |
Crew |
Mnt |
Night Vision |
Radiological |
E-2A |
$144,865,500 |
AvG |
750 kg |
23.85 tons |
5 |
60 |
Radar |
Shielded |
E-2B |
$146,314,155 |
AvG |
750 kg |
23.85 tons |
5 |
60 |
Radar |
Shielded |
E-2C Omnibus I (Early) |
$147,777,295 |
AvG |
750 kg |
23.85 tons |
5 |
60 |
Radar |
Shielded |
E-2C Omnibus I (Late) |
$150,476,620 |
AvG |
750 kg |
23.85 tons |
5 |
52 |
Radar |
Shielded |
E-2C Omnibus I Group 0 |
$151,981,380 |
AvG |
750 kg |
23.85 tons |
5 |
52 |
Radar |
Shielded |
E-2C Omnibus I Group I |
$171,685,000 |
AvG |
750 kg |
23.85 tons |
5 |
52 |
Radar |
Shielded |
E-2C Omnibus I Group II |
$161,637,500 |
AvG |
750 kg |
23.85 tons |
5 |
52 |
Radar |
Shielded |
E-2C Omnibus I Group II(N) |
$169,310,000 |
AvG |
750 kg |
23.85 tons |
5 |
52 |
Radar |
Shielded |
E-2C Omnibus I Group II(M) |
$171,003,100 |
AvG |
750 kg |
23.85 tons |
5 |
52 |
Radar |
Shielded |
E-2C Omnibus I Group II(C) |
$189,573,750 |
AvG |
750 kg |
23.85 tons |
5 |
52 |
Radar |
Shielded |
E-2C+ (All) |
$190,203,750 |
AvG |
750 kg |
23.85 tons |
5 |
56 |
Radar |
Shielded |
Hawkeye 2000 |
$192,105,785 |
AvG |
750 kg |
23.85 tons |
5 |
56 |
Radar |
Shielded |
E-2D |
$214,715,600 |
AvG |
900 kg |
24 tons |
6 |
60 |
Radar |
Shielded |
.
Vehicle |
Tr Mov |
Com Mov |
Mnvr/Acc Agl/Turn |
Fuel Cap |
Fuel Cons |
Ceiling |
E-2A/B/C (Omnibus I Early) |
818 |
250 (90) |
NA
69 5/3
50/30 |
7450 |
4768 |
11275 |
E-2C (Omnibus I Late/Group 0) |
900 |
260 (90) |
NA
72 5/3
50/30 |
7450 |
4768 |
11275 |
E-2C Omnibus I Group I/Group II |
1230 |
355 (90) |
NA
98 5/3
50/30 |
7450 |
3255 |
11275 |
E-2C+ (All)/Hawkeye 2000 |
1285 |
371 (90) |
NA 102
5/3 50/30 |
7450 |
3404 |
11275 |
E-2D |
1344 |
388 (90) |
NA
107 5/3
50/30 |
7450 |
3578 |
11275 |
Vehicle |
Combat Equipment |
Minimum Landing/Takeoff
Zone |
RF |
Armament |
Ammo |
E-2A/B/C Omnibus I (Early) |
Advanced IFF, RWR, Short-Range ECM 2,
Short-Range Radio Jamming, Track While Scan, Target ID, ELINT 3 Gear |
440/795m Hardened Runway |
None |
None |
None |
E-2C Omnibus I (Late)/Group 0/Group I |
Advanced IFF, RWR, Short-Range ECM 2,
Short-Range Radio Jamming, Track While Scan, Target ID, ELINT 3 Gear,
Look-Down Radar, Secure Radios |
440/795m Hardened Runway |
None |
None |
None |
E-2C Omnibus I Group II/E-2C+ |
Advanced IFF, RWR, Short-Range ECM 2,
Short-Range Radio Jamming, Track While Scan, Target ID, ELINT 3 Gear,
Look-Down Radar, Secure Radios, Auto Track, GPS, Satcom Gear,
Flare/Chaff Dispensers |
440/795m Hardened Runway |
None |
None |
None |
Hawkeye 2000 |
Advanced IFF, RWR, ECM 3, Short-Range
Radio Jamming, Track While Scan, Target ID, ELINT 3 Gear, Look-Down
Radar, Secure Radios, Auto Track, GPS, Satcom Gear, Flare/Chaff
Dispensers (16), Deception Jamming |
440/795m Hardened Runway |
None |
None |
None |
E-2D |
Advanced IFF, RWR, ECM 4, Short-Range
Radio Jamming, Track While Scan, Target ID, ELINT 4 Gear, Look-Down
Radar, Secure Radios, Auto Track, GPS, Satcom Gear, Flare/Chaff
Dispensers (16), Deception Jamming |
440/795m Hardened Runway |
None |
None |
None |