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[4S_Vega]

A-7 Corsair II by Ranwers
F-8 Crusader by Gio963tto


V1.2 Log

- fixed FM/Java for cruise speed & fuel consumption
- Trainer pit for A-7K
- Fixed laser features in A-7D

air

A-7A   air.A_7A 1 NOINFO usa01 SUMMER
A-7B   air.A_7B 1 NOINFO usa01 SUMMER
A-7D   air.A_7D 1 NOINFO usa01 SUMMER
A-7E   air.A_7E 1 NOINFO usa01 SUMMER
A-7K   air.A_7K 1 NOINFO usa01 SUMMER
F-8A   air.F_8A 1 NOINFO  usa01 SUMMER
F-8C   air.F_8C 1 NOINFO  usa01 SUMMER
F-8D   air.F_8D 1 NOINFO  usa01 SUMMER
F-8E   air.F_8E 1 NOINFO  usa01 SUMMER
F-8FN   air.F_8FN 1 NOINFO  usa01 SUMMER
F-8H   air.F_8H 1 NOINFO  usa01 SUMMER
F-8J   air.F_8J 1 NOINFO  usa01 SUMMER
F-8K   air.F_8K 1 NOINFO  usa01 SUMMER
RF-8A   air.RF_8A 1 NOINFO  usa01 SUMMER
RF-8G   air.RF_8G 1 NOINFO  usa01 SUMMER

plane

A-7A      LT-Vought A-7A Corsair II, 1966
A-7B      LT-Vought A-7B Corsair II, 1968
A-7D      LT-Vought A-7D Corsair II, 1969
A-7E      LT-Vought A-7E Corsair II, 1969
A-7K      LT-Vought A-7K Corsair II, 1978
F-8A      LT-Vought F-8A Crusader, 1957
F-8C      LT-Vought F-8C Crusader, 1958
F-8D      LT-Vought F-8D Crusader, 1960
F-8E      LT-Vought F-8E Crusader, 1961
F-8FN        LT-Vought F-8E(FN) Crusader, 1964
F-8H      LT-Vought F-8H Crusader, 1965
F-8J      LT-Vought F-8J Crusader, 1965
F-8K      LT-Vought F-8K Crusader, 1965
RF-8A      LT-Vought RF-8A Crusader, 1960
RF-8G      LT-Vought RF-8G Crusader, 1966

F-8 CRUSADER

In September 1952, the United States Navy announced a requirement for a new fighter. It was to have a top speed of Mach 1.2 at 30,000 ft (9,144.0 m) with a climb rate of 25,000 ft/min (127.0 m/s), and a landing speed of no more than 100 mph (160 km/h). Korean War experience had demonstrated that 0.50 inch (12.7 mm) machine guns were no longer sufficient and as the result the new fighter was to carry a 20 mm (0.79 in) cannon. In response, the Vought team led by John Russell Clark, created the V-383. Unusual for a fighter, the aircraft had a high-mounted wing which necessitated the use of a fuselage-mounted short and light landing gear.
The Crusader was powered by a Pratt and Whitney J57 turbojet engine. The engine was equipped with an afterburner that, unlike on later engines, was either fully lit, or off (i.e. it did not have "zones"). The engine produced 18,000 lb of thrust at full power, enough to allow the F-8 to climb straight up in clean configuration. The Crusader was the first jet fighter in US service to reach 1,000 mph; U.S. Navy pilot R.W. Windsor reached 1,015 mph on a flight in 1956.
The most innovative aspect of the design was the variable-incidence wing which pivoted by 7° out of the fuselage on takeoff and landing (not to be confused with variable-sweep wing). This allowed a greater angle of attack, increasing lift without compromising forward visibility. This innovation helped the F-8's development team win the Collier Trophy in 1956. Simultaneously, the lift was augmented by leading-edge slats drooping by 25° and inboard flaps extending to 30°. The rest of the aircraft took advantage of contemporary aerodynamic innovations with area-ruled fuselage, all-moving stabilators, dog-tooth notching at the wing folds for improved yaw stability, and liberal use of titanium in the airframe. The armament, as specified by the Navy, consisted primarily of four 20 mm (.79 in) autocannon; the Crusader happened to be the last U.S. fighter designed with guns as its primary weapon. They were supplemented with a retractable tray with 32 unguided Mk 4/Mk 40 Folding-Fin Aerial Rocket (Mighty Mouse FFARs), and cheek pylons for two guided AIM-9 Sidewinder air-to-air missiles. Vought also presented a tactical reconnaissance version of the aircraft called the V-392.
Major competition came from the Grumman F-11 Tiger, the upgraded twin-engine McDonnell F3H Demon (which would eventually become the McDonnell Douglas F-4 Phantom II), and lastly, the North American F-100 Super Sabre hastily adapted to carrier use and dubbed the "Super Fury".
In May 1953, the Vought design was declared a winner and in June, Vought received an order for three XF8U-1 prototypes (after adoption of the unified designation system in September 1962, the F8U became the F-8). The first prototype flew on 25 March 1955 with John Konrad at the controls. The aircraft exceeded the speed of sound during its maiden flight. The development was so trouble-free that the second prototype, along with the first production F8U-1, flew on the same day, 30 September 1955. On 4 April 1956, the F8U-1 performed its first catapult launch from Forrestal.


F8U-1 (F-8A)
First production version, J57-P-12 engine replaced with more powerful J57-P-4A starting with 31st production aircraft, 318 built.


F8U-2 (F-8C)
J57-P-16 engine with 16,900 lbf (75 kN) of afterburning thrust, ventral fins added under the rear fuselage in an attempt to rectify yaw instability, Y-shaped cheek pylons allowing two Sidewinder missiles on each side of the fuselage, AN/APQ-83 radar retrofitted during later upgrades. First flight: 20 August 1957, 187 built. This variant was sometimes referred to as Crusader II.


F8U-2N (F-8D)
All-weather version, unguided rocket pack replaced with an additional fuel tank, J57-P-20 engine with 18,000 lbf (80 kN) of afterburning thrust, landing system which automatically maintained present airspeed during approach, incorporation of AN/APQ-83 radar. First flight: 16 February 1960, 152 built.


F8U-2NE (F-8E)
J57-P-20A engine, AN/APQ-94 radar in a larger nose cone, dorsal hump between the wings containing electronics for the AGM-12 Bullpup missile, payload increased to 5,000 lb (2,270 kg), Martin-Baker ejection seat, AN/APQ-94 radar replaced AN/APQ-83 radar in earlier F-8D. IRST sensor blister (round ball) was added in front of the canopy. First flight: 30 June 1961, 286 built.


F-8E(FN)
air superiority fighter version for the French Navy, significantly increased wing lift due to greater slat and flap deflection and the addition of a boundary layer control system, enlarged stabilators, incorporated AN/APQ-104 radar, an upgraded version of AN/APQ-94. A total of 42 built.


F-8H
upgraded F-8D with strengthened airframe and landing gear, with AN/APQ-84 radar. A total of 89 rebuilt.


F-8J
upgraded F-8E, similar to F-8D but with wing modifications and BLC like on F-8E(FN), "wet" pylons for external fuel tanks, J57-P-20A engine, with AN/APQ-124 radar. A total of 136 rebuilt.


F-8K
upgraded F-8C with Bullpup capability and J57-P-20A engines, with AN/APQ-125 radar. A total of 87 rebuilt.


F8U-1P (RF-8A)
unarmed photo-reconnaissance version of F8U-1E, 144 built.


RF-8G
modernized RF-8As.




A-7 CORSAIR II

In 1962, the United States Navy (USN) began preliminary work on the VAX (Heavier-than-air, Attack, Experimental), a replacement for the A-4 Skyhawk with greater range and payload. Particular emphasis was placed on accurate delivery of weapons to reduce the cost per target. The requirements were finalized in 1963, announcing the VAL (Heavier-than-air, Attack, Light) competition.

To minimize costs, all proposals had to be based on existing designs. Vought, Douglas Aircraft, Grumman and North American Aviation responded. The Vought proposal was based on the successful Vought F-8 Crusader fighter, having a similar configuration, but shorter and more stubby, with a rounded nose. It was selected as the winner on 11 February 1964, and on 19 March the company received a contract for the initial batch of aircraft, designated A-7.
In 1965, the aircraft received the popular name Corsair II, after Vought's highly successful F4U Corsair of World War II. (There was also a Vought O2U Corsair biplane scout and observation aircraft in the 1920s.)
Compared to the F-8 fighter, the A-7 had a shorter, broader fuselage. The wing had a longer span, and the unique, variable incidence feature of the F-8 wing was omitted. To achieve the required range, the A-7 was powered by a Pratt & Whitney TF30-P-6 turbofan producing 11,345 lbf (50.5 kN) of thrust, the same innovative combat turbofan produced for the General Dynamics F-111 Aardvark and early Grumman F-14 Tomcats, but without the afterburner needed for supersonic speeds.
The aircraft was fitted with an AN/APQ-116 radar, later followed by the AN/APQ-126, which was integrated into the ILAAS digital navigation system. The radar also fed a digital weapons computer which made possible accurate delivery of bombs from a greater stand-off distance, greatly improving survivability compared with faster platforms such as the McDonnell Douglas F-4 Phantom II. It was the first U.S. aircraft to have a modern head-up display, (made by Marconi-Elliott), now a standard instrument which displayed information such as dive angle, airspeed, altitude, drift and aiming reticle. The integrated navigation system allowed for another innovation – the projected map display system (PMDS) which accurately showed aircraft position on two different map scales.

The A-7 had a fast and smooth development. The YA-7A made its first flight on 27 September 1965, and began to enter Navy squadron service late in 1966. The first Navy A-7 squadrons reached operational status on 1 February 1967, and began combat operations over Vietnam in December of that year.

The A-7 offered a plethora of cutting-edge avionics compared to contemporary aircraft. This included data link capabilities that, among other features, provided fully "hands-off" carrier landing capability when used in conjunction with its approach power compensator (APC) or auto throttle. Other notable and highly advanced equipment was a projected map display located just below the radar scope. The map display was slaved to the inertial navigation system and provided a high-resolution map image of the aircraft's position superimposed over TPC/JNC charts. Moreover, when slaved to the all-axis auto pilot, the inertial navigation system could fly the aircraft "hands off" to up to nine individual waypoints. Typical inertial drift was minimal for newly manufactured models and the inertial measurement system accepted fly over, radar, and TACAN updates.
Initial operational basing/homeporting for USN A-7 squadrons was at NAS Cecil Field, Florida for Atlantic Fleet units and NAS Lemoore, California for Pacific Fleet units. This was in keeping with the role of these bases in already hosting the A-4 Skyhawk attack squadrons that would eventually transition to the A-7.
From 1967 to 1971, a total of 27 US Navy squadrons took delivery of four different A-7A/B/C/E models. The Vought plant in Dallas, Texas employed up to 35,000 workers who turned out one aircraft a day for several years to support the navy's carrier-based needs for Vietnam and SE Asia and commitments to NATO in Europe. In 1974, when USS Midway became the first Forward Deployed Naval Force (FDNF) aircraft carrier to be homeported in Yokosuka, Japan, two A-7A squadrons assigned to Carrier Air Wing Five (CVW-5) were concurrently homeported at NAF Atsugi, Japan. In 1976, these squadrons (VA-93 and VA-56) finally transitioned to the much more advanced A-7E model.[citation needed] Six Naval Reserve attack squadrons would also eventually transition to the A-7, operating from NAS Cecil Field, Florida; NAS Atlanta/Dobbins ARB, Georgia; NAS New Orleans, Louisiana; NAS Alameda, California and NAS Point Mugu, California. An additional active duty squadron stood up in the 1980s, Tactical Electronic Warfare Squadron 34 (VAQ-34) at NAS Point Mugu, operating twin-seat TA-7C and EA-7L aircraft with both a pilot and a naval flight officer in an adversary electronic warfare role.
Pilots of the early A-7s lauded the aircraft for general ease of flying (with the exceptions of poor stability on crosswind landings and miserable stopping performance on wet runways with an inoperative anti-skid braking system) and excellent forward visibility but noted a lack of engine thrust. This was addressed with A-7B and more thoroughly with A-7D/E. The turbofan engine provided a dramatic increase in fuel efficiency compared with earlier turbojets – the A-7D was said to have specific fuel consumption one sixth that of an F-100 Super Sabre at equivalent thrust. An A-7D carrying 12 x 500 lb (227 kg) bombs at 480 mph (775 km/h) at 33,000 ft (10,000 m) used only 3,350 lb (1,500 kg) of fuel per hour. Typical fuel consumption at mission retrograde during aircraft carrier recovery was approximately 30 pounds per minute compared to 100+ pounds per minute for the Phantom F-4J/N series. The A-7 Corsair II was tagged with the nickname "SLUF" ("Short Little Ugly Fucker") by pilots.

A-7A
First production version. Early USN Corsair IIs had two 20 mm Colt Mk 12 cannons with 250 rounds per gun. Maximum ordnance, carried primarily on the wing pylons, was theoretically 15,000 lb (6,804 kg), but was limited by maximum takeoff weight, so the full weapon load could only be carried with greatly reduced internal fuel; Equipped with AN/APN-153 navigational radar, AN/APQ-115 terrain following radar, and a separate AN/APQ-99 attack radar; 199 built.


A-7B
Uprated TF30-P-8 engine with 12,190 lbf (54.2 kN) of thrust. In 1971, surviving A-7Bs were further upgraded to TF30-P-408 with 13,390 lbf (59.6 kN) of thrust; AN/APQ-115 terrain following radar in earlier A-7A is replaced by AN/APQ-116 terrain following radar; 196 built.


A-7D
Version built for the USAF, with one Allison TF41-A-1 turbofan, and a single M61 Vulcan 20 mm rotary cannon; AN/APN-153 navigational radar in earlier models is replaced by AN/APN-185 navigational radar, AN/APQ-116 terrain following radar in earlier A-7B/C is replaced by AN/APQ-126 terrain following radar; 459 built.


A-7E
Naval carrier-capable equivalent of the A-7D; AN/APN-185 navigational radar in earlier A-7D is replaced by AN/APN-190 navigational radar, AN/APQ-126 terrain following radar in earlier A-7D is replaced by AN/APQ-128 terrain following radar; 529 built.


A-7K
Two-seat trainer version for Air National Guard, 30 built.
TA-7H
Two-seat trainer version for Greece.

CREDITS

Ranwers: A-7 3d works & skins
Gio963tto: F-8 3d works
mm: F-8 skins
Western0221: weapons
Benitomuso (PAL) FM Debug tools
Vega: Slot, Java FM codes, FM, Loadouts

TO RUN THIS MOD YOU NEED:


JET ERA
https://www.sas1946.com/main/index.php/topic,15649.0.html

COMMON UTILS
https://www.sas1946.com/main/index.php?topic=40490.0

WEAPONS PACK VER. 1.3
https://www.sas1946.com/main/index.php/topic,48603.0.html

SAS Engine MOD 2.7.1 western Full-pack
https://www.sas1946.com/main/index.php/topic,52489.0.html

WESTERN WEAPONS PACK+Jet Pit Common Material
https://www.sas1946.com/main/index.php/topic,53426.0.html


Download link
https://www.mediafire.com/file/qv8yubj4pqj05k5/Vought+Pack_full_V1.2_20180928.rar

[4S_Vega]

reserved

[taskf53]

Very nice,very impressive,thank you very much

part#2 for Crusader ?

[steven197106]

Thank you ranwers and vega  excellent default skins

[cgagan]

Many thanks gentlemen, another great addition!!!!

[MarvinT]

Fantastic, its like a brand new mod. Great work. I'm going to make a Favorite aircraft folder. Thank you!

[Koty]

Nice work.

However.


Check the FM. You have put CyCritL_1 too low. It is now below the linear part. And from how violently it behaves, I would guess it is too low by a fair bit.

The minimum value would be: lineCyCoeff * AOACritL_1 + Cy0_1 (analogically for CyCritH - there it has to be below the linear part - and for both _1 and _0)
To fix this, change either the AOA, Cy0_1 or, well, the CyCritL_1 so that it fits.

[duffys tavern]

Lookin' forward to this one in BAT. Thanks a bunch!

[DU30]

thank you so much.

[Fresco23]

Sweet!

[duffys tavern]

Well, you swung for the fences with this one and you hit a homer. Beautiful job. Thanks for sharing.

[lefterisss]

AMAZING mod!!!!!Thanks alot .can i ask something... i know its not the proper post... but when i saw the LGB on A-7 i deside to learn after all this time how to use them... the thing is i followed the intructions of marines manual for use of LGB and i manage only to hit target with the F-18 ... then i tried a bridge-busting mission with a corsair with LGB-10 and nothing...the same with F-16 ,F-4E ... its another procedure that i have to follow or its something else???again sorry for asking this here. thanks in advance!!! I use the latest BAT mod.