MV-22B BuNo: 166747 The V-22 Osprey is a joint-service, medium-lift, multimission tilt-rotor aircraft developed by Boeing and Bell Helicopters. The Osprey takes off and lands like a helicopter, but once airborne, its engine nacelles can be rotated to convert the aircraft to a turboprop airplane capable of high-speed, high-altitude flight. With the speed and range of a turboprop, the maneuverability of a helicopter, and the ability to carry 24 Marine combat troops twice as fast and five times farther than previous helos the MV-22B greatly enhances the ability of the Marines to maneuver. The United States Marine Corps fielded the MV-22B in 2007, whilst the Osprey's other operator, the U.S. Air Force, fielded their version of the tiltrotor (the CV-22B) in 2009. Since entering service with the U.S. Marine Corps and Air Force, the Osprey has been deployed in both combat and rescue operations over Iraq, Afghanistan, and Libya. Missions that cover large distances and require vertical takeoffs and landings have challenged aeronautical pioneers since helicopters first proved their worth. The challenge has been to devise a vehicle that is faster, has more range, and is more cost effective than conventional helicopters. The impetus for the V-22 dates to 1981 when Secretary of the Navy John Lehman observed the Army/NASA/Bell XV-15 tiltrotor demonstration at the Paris Air Show and informed the Marine Corps he would support an advanced technology solution based on the tiltrotor concept for replacing their medium lift helicopter fleet. Subsequently, the U.S. Department of Defense began the Joint-service Vertical take-off/landing Experimental (JVX) aircraft program in 1981, under U.S. Army leadership, but the U.S. Navy and Marine Corps were given the lead in 1983 when the Army became distracted by other issues. The DoD pushed the contractors to form teams for the competition, so Bell partnered with Boeing Vertol and submitted a proposal for an enlarged version of their Bell XV-15 prototype. In 1985 the JVX aircraft was designated the V-22 Osprey, and on 3 May 1986 the Bell Boeing partnership was awarded the contract to produce MV-22 aircraft for the Marines and CV-22s for the Air Force. The first V-22 was rolled out with significant media attention in May 1988, the same year the Army left the program entirely citing a need to focus its budget on more immediate aviation priorities. The first of six MV-22 prototypes successfully flew on 19 March 1989 in the helicopter mode and on 14 September 1989 as a fixed-wing plane; however, the fourth and fifth prototypes crashed in 1990 and 1991. Flight tests were resumed in August 1993 after Bell and Boeing redesigned the V-22 to reduce empty weight, simplify manufacture, and reduce production costs; this redesigned version became the B-model. In 2000, there were two more fatal crashes and production was again halted, whilst the cause of these crashes was investigated and various parts were redesigned. In 2005 the V-22 successfully completed its final operational evaluation and received Pentagon approval for full-rate production; of the 458 total aircraft planned, 360 are for the Marine Corps, 48 for the Navy, and 50 for the Air Force. Like other programs, the design of the MV-22 has not been static, and modifications have been ongoing to improve performance and reliability. On 15 April 2010, the Naval Air Systems Command awarded Bell Boeing a contract to design a new integrated avionics processor to resolve electronics obsolescence issues and add new network capabilities for the Osprey, and by 2014 Raytheon will provide an avionics upgrade that includes Situational awareness and Blue Force Tracking. In February of 2012, the Marine Corps received the first Block C Ospreys with new radar, cockpit displays, and electronic warfare features. The U.S. Naval Air Systems Command also has worked on software upgrades to increase the maximum speed from 250 knots to 270 knots, increase

helicopter mode altitude limit from 10,000 feet to 12,000 or 14,000 feet, and increase lift performance. The implementation of these upgrades began in September 2011 and has proved to be largely effective. There have been setbacks in this process too; between 2008 and 2011, the estimated lifetime cost for maintaining the V-22 fleet grew by 61 percent, mostly from increased maintenance and support costs. The Osprey has been replacing the CH-46 Sea Knight in Marine service on a squadron-by-squadron basis since 2007, a process which is to be completed by 2019. Following their service introduction they were quickly rushed into combat operations to help silence criticism of the program. In September of 2007 ten MV-22Bs of VMM-263 left for Iraq aboard the U.S.S. Wasp which began 18 months of continuous combat deployment to Iraq. The Ospreys in Iraq were primarily used for routine cargo and troop movements, and also for riskier "aero-scout" missions. In May 2009, the first MV- 22B ship based MEU deployment began, and later that year in November, the MV-22B deployed to Operation Enduring Freedom with VMM-261, seeing its first offensive combat mission there on 4 December 2009. Five of the twelve VMM-261 aircraft were fitted with the brand new BAE Systems-made Remote Guardian machine gun system, known in the Corps as the Interim Defensive Weapon System, or “belly gun”; this marked the first real-world test of this weapon. The IDWS uses a 7.62mm rotary cannon in a retractable mount on the Osprey’s belly with the targeting and control system inside the aircraft providing 360-degree optical and gun coverage of the Landing Zone. Use of these guns was limited in Afghanistan though due to their high rate of fire and resulting concern over inadvertent civilian casualties. Opinions of the system were mixed amongst the users, since the controller/targeting station takes up so much room in the cabin (three seats) and requires that one of the crew chiefs devote their entire attention to running the system. It also tends to induce nausea in the operators because they have to sit sideways whilst hunched over focusing on the targeting displays. In January 2010 the MV-22 Osprey was sent to Haiti on their first humanitarian mission as part of Operation Unified Response after the earthquake there. In March 2011, two MV-22s from the U.S.S. Kearsarge participated in a mission to rescue a downed USAF F-15E crew in Libya during Operation Odyssey Dawn. This was the first time that a USMC Osprey was used in a Tactical Recovery of Aircraft and Personnel (TRAP). Our subject is part of Marine Medium Tiltrotor Squadron 365 (VMM-365) which was established on 1 July 1963 at Marine Corps Air Facility (MCAF) Santa Ana in California and was assigned to Marine Aircraft Group (MAG) 36, 3rd Marine Aircraft Wing (MAW). Flying UH-34Ds, the squadron’s mission was to provide assault transport of troops and cargo of Fleet Marine Forces during ship-to-shore movements. The squadron deployed on 7 October 1964 to Da Nang and immediately began performing resupply missions. In addition to troop transport the unit’s UH-34s also served as gunships in Vietnam carrying rockets and 7.62mm machine guns. In September 1965 HMM-365 left Southeast Asia and was reassigned to MAG-26 at New River in North Carolina. HMM-365 received its first CH-46D on 28 March 1967 and finished their transition to the new type in late June. This began a period of exercises and deployments in the Caribbean that lasted several years. In January 1970, the squadron received eight new CH-46F aircraft in preparation for its upcoming deployment to the Caribbean in support of Carib 2-70, and then in March, the squadron went composite with the addition of four CH-53Ds and two UH-1Es. HMM-365(REIN) embarked aboard the U.S.S. Guam on 13 May, and flew disaster relief operations in Peru following an

earthquake in June. The following year, on 1 March 1971, HMM-365 was deactivated as the U.S. defense budget shrank as America’s involvement in the war in Vietnam declined.  HMM-365 was reactivated on 13 June 1980, and was again assigned to MAG-26. The “Blue Knights” were now equipped with the CH-46E though. During the next several years, the squadron regularly supported operations at MCAS Yuma, Arizona, combined arms exercises in Twentynine Palms, California, amphibious operations in the Caribbean and Mediterranean, mountain warfare training at Camp Merrill in Georgia, and cold weather exercises in northern Norway. Following the Iraqi invasion of Kuwait, HMM-365 embarked aboard the U.S.S. Guam on 19 August 1990 for Operation Desert Shield. Once the ground portion of Operation Desert Storm began on 17 February, the Blue Knights conducted Night Vision Goggle (NVG) long range assault support in support of the amphibious demonstration against Bubiyan Island on 26 February. After the cease-fire went into effect on 28 February the Blue Knights returned to New River on 18 April 1991. Following their homecoming they once again supported exercises and contingency operations in the Mediterranean, Africa, and Europe, including support of Operations Noble Anvil and Shining Hope in the Kosovo/Serbian arena. After the terrorist attacks on 11 September, 2001, the Blue Knights deployed on 20 September and transited to a position off the coast of Pakistan to begin combat operations in support of Operation Enduring Freedom. From there, HMM-365, in concert with HMM-163, launched helicopters to secure FOB Rhino, nearly 800 nautical miles inland.  After securing Camp Rhino and Kandahar Airport in Afghanistan, the Blue Knights supported coalition raids against the Taliban from December 2001 to February 2002. On 19 April 2002, the Blue Knights returned to New River, but in January of 2003 prepared for deployment to Ali Al Salem Airbase in Kuwait to support Operation Iraqi Freedom. This began on 20 March with HMM-365 leading the TRAP Team effort for the initial heliborne raids on the crucial Al Faw Peninsula. From 20 March until 1 May, the squadron provided medical evacuation and assault support for the coalition forces before returning to New River later in 2003. They subsequently returned to Iraq in August 2004 and Afghanistan in the summer of 2007; sandwiched between these deployments were their domestic relief operations following Hurricane Katrina. On 15 January, 2009 the squadron changed from helicopters to the MV-22, marking the end of their CH-46 era. In April of 2009 the Blue Knights received their first MV-22 and by November 2009 had received its full complement of aircraft and personnel. In July of 2010, VMM-365 replaced the “Raging Bulls” of VMM-261 at Camp Bastion in Afghanistan; VMM-365 left their V-22s at MCAS New River though, using the equipment and aircraft already left in place by VMM-261. The Blue Knights launched several sections each day executing general support (GS) missions ranging to all corners of the battle space. In addition to the GS missions the squadron supported over a dozen named operations, which consisted of traditional medium-lift inserts under low light level conditions, aerial delivery operations to re-supply troops on the ground, and longer-range missions to the borders of Afghanistan. The squadron returned home to MCAS New River in January 2011 after their successful first deployment as a tiltrotor squadron. Our markings show it as it appeared in May of 2011.

Notes for modelers: Currently available kits of the Osprey will need work to bring them up to configuration standards, particularly in regards to the extra radio antennas and the self protection features, such as the RWR antennas, plume

detectors, and chaff/flare dispensers carried on operational MV-22s. This aircraft was also fitted with the retractable refueling probe in the nose. When the tilt rotors are in the vertical position, the wing trailing edge flaps are typically seen deployed. A comprehensive MV-22B “walkaround” is available online at www.primeportal.net.

Armament options: The Osprey is armed with an M240G 7.62mm machine gun mounted on the back ramp and fed by a side mounted ammunition can; it is mounted on the port, aft corner of the ramp. The GAU-15/A .50 caliber weapon can also be mounted in its stead, but that has been rare so far in operations and is left to the discretion of the squadron.

Color Notes: The exterior colors used on Marine MV-22s are Light Ghost Gray FS #36375 on the lower surfaces, Dark Ghost Gray FS #36320 on the sides, and Gray-Blue FS #35237 on upper surfaces. The AN/AAQ-27A FLIR turret under the nose is Dark Ghost Gray, and the tip of the retractable refueling probe housing is matte black. The exterior finish showed medium amounts of weathering and grime. The basic color of the CV-22 cockpit, instrument panel, coaming, overhead consoles, and control sticks (and their “boots”) is matte black for NVG purposes. The pilot and copilot’s armored seats are matte black with a brownish tinge, whilst seat cushions, headrest, and back pads are also matte black mesh material, typically faded to a very dark gray; the lap belts and shoulder harnesses are also black. The cabin floor, walls, and ceiling are matte black with Dark Gull Gray (FS#36231) structural frames and stringers. The lower half of the cabin walls are covered by foldable troop seats with Dark Gull Gray frames and covered in material close to Light Ghost Gray (FS #36320). The cabin aft of the troop seats (from the cargo door back) is entirely matte black, including the structural frames and stringers. The wing leading edges are matte black, and areas of the engine nacelles that are exposed, when the engines rotate up are the same color as aircraft upper surfaces. The props and hubs are semi-gloss black with a pair of white stripes at mid span on each blade, no prop tip markings are used. The outer two thirds of the prop’s leading edge is unpainted, dull NMF. Wheel wells, landing gear, and wheels are the same light gray as the aircraft undersurfaces. The mount and shell ejection chute for the M240G 7.62mm machine gun are all matte black, while their ammo can is Field Green FS #34095.

F/A-18F BuNo: 166618 The F/A-18E/F Super Hornet is a combat-proven strike fighter with built-in versatility. The Super Hornet's suite of integrated and networked systems provides enhanced interoperability and total force support for the combatant commander and troops on the ground. Both the single seat E and two-seat F models convert quickly from one mission type to the next with the flip of a switch to provide consistent air dominance. Designed and initially produced by McDonnell Douglas, the Super Hornet first flew in 1995. Full-rate production began in September 1997, after the merger of McDonnell Douglas and Boeing the previous month. The Super Hornet entered service with the United States Navy in 1999 and serves alongside the original Hornet. The Royal Australian Air Force (RAAF), which has operated the F/A-18A as its main fighter since 1984, ordered the F/A-18F in 2007 to replace its aging F-111 fleet. RAAF Super Hornets entered service in December 2010. The Super Hornet traces its history back to the 1980s, when an early version was marketed by McDonnell Douglas as the Hornet 2000. The Hornet 2000 concept was an advanced version of the F/A-18 with a larger wing and a longer fuselage to carry more fuel and more powerful engines. The study for the Hornet 2000 was officially announced by McDonnell Douglas on 11 January 1988.

During this time, the end of the Cold War resulted in military restructuring and budget cuts, and with no brand new program in the works, the Navy looked instead at updating an existing design to replace its aging aircraft. McDonnell Douglas proposed the "Super Hornet" as a replacement for the A-6 Intruder and A-7 Corsair II. At the same time, the Navy needed a fleet defense fighter to replace the canceled NATF, which was a proposed navalized variant of the Lockheed Martin F-22 Raptor. The F/A-18E/F also had the advantage of being seen by Congress as a low-risk "derivative" of the legacy Hornet; even though, the Super Hornet is largely a new aircraft with a lengthened fuselage, 25% larger wing with room for two additional pylons, bigger tail surfaces, and enlarged leading-edge root extensions (LERXs) for better high angle-of-attack performance. The new fuselage and wing also provide space for 33% more fuel capacity to increase range and endurance as well as payload. The Super Hornet is fitted with more powerful General Electric F414 engines to maintain the same thrust-to-weight ratio as the earlier models. Additional modifications compared to the original F-18 include a new APG-73 radar, simplified landing gear, and trapezoidal inlets that provide increased airflow to the engines while lowering radar cross-section (RCS). Initially, the Super Hornet's avionics and software had a 90% commonality with that of the F/A-18C/D fleet at the time. Differences include a touch-sensitive, up-front control display; a large liquid-crystal multipurpose color display, and a fuel display. Later production versions featured the Advanced Crew Station (ACS) rear cockpit, characterized by a large central display screen. Initial production models used the APG-73 radar, but this was later replaced by the APG-79 Active Electronically Scanned Array (AESA) that enables its crew to execute simultaneous air-to-air and air-to-ground attacks. The APG-79 also provides higher quality high-resolution ground mapping at long standoff ranges and can also detect smaller targets, such as inbound missiles. In the electro-optical spectrum the AN/ASQ-228 ATFLIR (Advanced Targeting Forward Looking InfraRed), is the main sensor and laser designator pod for the Super Hornet. Another improvement is the addition of the ALQ-124 integrated defensive countermeasures (IDECM) system that controls an ALE-47 countermeasures dispenser, ALE-50 towed decoy, and ALR-67 radar warning receiver for comprehensive protection against air defenses. As part of the Block II configuration, new-build aircraft received the previously mentioned AESA radar beginning in 2005. Newer Block II aircraft also replaced the ALQ-165 with the AN/ALQ-214 Integrated Defensive Countermeasures (IDECM) system discussed above. The interior and exterior lighting on the Block II has also been changed to allow the air crew to use night vision goggles (NVG). The older ALE-50 decoys are being replaced by ALE-55 towed decoys, which can transmit jamming signals based on data received from the IDECM. Other advanced items being installed during upgrades are the Multifunctional Information Distribution System (MIDS) and the Joint Helmet Mounted Cueing System (JHMCS). This new helmet is used to cue both air to ground and air to air weapons thus providing much faster targeting of threats. The Navy built both single seat and dual seat versions of the Super Hornet, theoretically allowing the two-seater F's to do Recce, FAC and Rescue Mission Commander due to the extra workload. In practice, the single seaters and two seaters have both done the same missions depending on time frame and air wing with varying degrees of success. The Super Hornet achieved initial operating capability (IOC) in September 2001 with the U.S. Navy's Strike Fighter Squadron 115 (VFA-115) at Naval Air Station Lemoore, California. VFA-115 was also the first unit to take their F/A-

18 Super Hornets into combat. On 6 November 2002, two F/A-18Es conducted a "Response Option" strike in support of Operation Southern Watch on two Surface-to-Air Missile (SAM) launchers at Al Kut, Iraq and an air defense command and control bunker at Tallil Air Base. The Super Hornet has subsequently taken part in numerous combat missions over both Afghanistan and Iraq. The Navy originally hoped to acquire about 1,000 F/A-18E/F and EA-18G aircraft. However, growth in development costs and the Navy's commitment to the F-35C Joint Strike Fighter will likely limit production to less than 600 planes. On 14 May 2010, it was reported that Boeing and the US Department of Defense reached an agreement for a multi-year contract for additional F/A-18E/Fs and EA-18Gs over the next four years. This latest order will raise the total fleet count to 515 F/A-18E/Fs and 114 EA-18Gs; however, the Navy is already 60 fighters below its validated requirement for fighter aircraft and this purchase will not close the gap, so the situation may change. Our subject aircraft is part of Strike Fighter Squadron 103 (VFA-103), the “Jolly Rogers”. Three distinct U.S. Naval Aviation squadrons have used the name and insignia of the Jolly Roger: VF-61 (originally VF-17), VF-84, and VFA-103. The Skull and Crossbones insignia was first used in January 1943 on the F4U Corsairs assigned to VF-17, and flown by such famous pilots as Ira Kepford and Tommy Blackburn. In 1946 VF-17 was redesignated VF-5B and then in 1948 to VF-61, as the Jolly Rogers transitioned from the F4U to the F8F Bearcat. VF-61 subsequently transitioned to the Navy's first jet fighters, the F9F Panther, then the FJ-3 Fury and finally the F-3H Demon, prior to the squadron's decommissioning in March 1959. Following the stand down of VF-61, the VF-84 Vagabonds were redesignated as the Jolly Rogers in June 1959 in order to preserve the squadron’s tradition and history. At the time VF-84 was flying the F-8 Crusader, eventually transitioning to the F-4 Phantom and finally to the F-14A Tomcat in 1975. Following VF-84's decommissioning in October of 1995, the decision was made to retire the "Club and Cloverleaf" insignia of the VF-103 "Sluggers" and have Fighting 103 adopt the Jolly Roger insignia. VF-103 made its last deployment flying the F-14B Tomcat in 2004 aboard the U.S.S. John F. Kennedy, conducting missions in support of Operation Iraqi Freedom before transitioning to the F/A-18F Super Hornet in February of 2005 and changing their designation to VFA-103. Subsequently VFA-103 deployed in October of 2006 in support of Operations Enduring Freedom and Iraqi Freedom, and Horn of Africa Operations off the coast of Somalia. They returned to Southwest Asia (SWA) again in February 2009 and January of 2010 in support of Operation Enduring Freedom. Our markings date from 2007.

Notes for modelers: Our subject was fitted with the ACS rear cockpit. The ACS cockpit was fitted starting with Lot 26 jets, which start with BuNo 166449. This particular aircraft has the later style ECS Heat Exchanger Exhausts on the upper, aft fuselage. These are called "Bard" Stacks, and named after the engineer who designed them. The “Bard” Stacks were introduced on E model BuNo. 166607 and F model BuNo. 166635 and were refitted to earlier jets starting in July 2006, under a program that lasted till 2012. The Super Hornet’s wing pylons are toed 4 degrees outboard, meaning the nose of the pylon is farther away from the aircraft centerline than the tail of the pylon. This was done because wind tunnel analyses predicted store-to-aircraft contact for certain stores at certain release conditions. Additionally, the outboard pylons, stations 2 and 10, are canted at 3.5 degrees, meaning that the bottom edge of the pylon is farther from the aircraft centerline than the top of the pylon; this was done for store clearance to the adjacent station.

Typical weapons load: Asymmetric external fuel tank configurations (“goofy gas”) are often used to give the ATFLIR a better field of view, so it will not be blocked by an external tank.

Option 1 (Air to ground high threat)Left wingtip - AIM-9XLeft wing outboard pylon - AIM-120B on pylon mounted LAU-127 rail Left wing middle pylon - GBU-38 Left wing inboard pylon - GBU-38Left fuselage station - AN/ASQ-228 ATFLIRCenterline fuselage station - External fuel tankRight fuselage station - AIM-120CRight wing inboard pylon - External fuel tankRight wing middle pylon - GBU-38Right wing outboard pylon - AIM-120B on pylon mounted LAU-127 railRight wingtip - AIM-9X

Option 2 (Air to ground low threat)Left wingtip - CleanLeft wing outboard pylon - Clean Left wing middle pylon - GBU-12 Left wing inboard pylon - GBU-12Left fuselage station - AN/ASQ-228 ATFLIRCenterline fuselage station - External fuel tankRight fuselage station - AIM-120B or EmptyRight wing inboard pylon - External fuel tankRight wing middle pylon - AGM-65E on LAU-117/ARight wing outboard pylon - CleanRight wingtip - AIM-9X

Option 3 (Air to ground stand-off):Left wingtip - AIM-9MLeft wing outboard pylon - CleanLeft wing middle pylon - AGM-154 JSOW Left wing inboard pylon - AGM-154 JSOWLeft fuselage station - AIM-120BCenterline fuselage station - External fuel tankRight fuselage station - AN/ASQ-228 ATFLIRRight wing inboard pylon - AGM-154 JSOWRight wing middle pylon - AGM-154 JSOWRight wing outboard pylon - CleanRight wingtip - AIM-9M

Color Keys: The exterior color scheme uses Light Ghost Gray FS #36375 and Dark Ghost Gray FS #36320. The vertical tails were matte black on both sides. The anti-skid areas on TPS jets can be one of two colors: either Charcoal Gray (often mistaken for pure black) or Dark Gull Gray; this jet had the Charcoal Gray walkway on the left LEX. The basic color of the cockpit, instrument panel, and control stick is Dark Gull Gray FS #36231, with instrumentation on the main instrument panel and side consoles in black, and the cockpit sidewalls above the consoles in matte black for NVG purposes. The control stick has the usual semi-gloss black grip. The Martin Baker SJU-17/A NACES ejection seat is semi-gloss black with olive drab back pad and seat cushion; the shoulder harness straps are medium green close to FS #34108 with gray-green parachute risers, survival kit straps, and lap belts. Leg restraints are blue (near FS #35123) with ejection handles and survival kit release handle being painted in the usual yellow and black striped manner. The canopy interior, instrument panel coaming, rear decking, and canopy sills are all matte black. Wheel wells, gear door interiors, landing gear, and wheels are gloss white; gear doors were edged in Insignia red FS#31138. Intake interiors are Light

Ghost Gray FS #36375 for the first two feet then semi-gloss white from that point back to the engine compressor faces External stores: The external fuel tanks, AGM-154, AIM-9M, AIM-9X, AIM-120, AGM-65E, LAU-127 rails, and LAU-117/A Maverick rails are all Light Ghost Gray. The AN/ASQ-228 ATFLIR pod is Light Ghost Gray too. The fins and wings on the AIM-120 are not matte black, but dark, matte unpainted metal, whilst the seeker section of the AIM-9X is unpainted, anodized metal, closely matched by the color “graphite” and with a matte finish. The same is true of the AIM-9M; although, the seeker section often has an olive tint to it and has a distinct sheen. The radome on the AIM-120 is unpainted ceramic which is an off-white color that darkens with age as it picks up dirt. The AIM-9, AIM-120, and AGM-65 missiles carry a brown band around the rocket motor and a yellow band around the warhead on live rounds, whilst the AGM-154 only has a yellow stripe, since it is an unpowered (glide) weapon. The red ring around the seeker window on the AGM-65 Maverick’s nose is actually a rubber seat for the clear cover that protects the seeker window till use. The bombs carried by U.S. forces have been transitioning from Olive Drab to Light Ghost Gray, at present it is possible to see GPS and laser guided bombs with olive drab bodies but Light Ghost gray guidance and tail kits, or alternatively Light Ghost Gray bodies and (in the case of laser guided bombs only) Olive Drab guidance and tail kits. The GPS guidance and tail kits for the GBU-38 are invariably Light Ghost gray though. Finally it is also possible to see them in varying shades (due to weathering) of a single color: either Olive Drab or Light Ghost Gray. Typically the bomb bodies are stored in much a harsher (outdoor) environment than the sensitive conversion kits, so the bomb bodies are often dirty, rusted, and weathered, whilst the guidance and tail kits are pristine.

EA-7L BuNo: 156757 The A-7 Corsair II is a single-seat, tactical close air support aircraft derived from the F-8 Crusader that replaced the A-4 Skyhawk in U.S. Navy service. Although designed primarily as a ground attack aircraft, it also has a limited air-to-air combat capability, which led Portugal to use their Corsairs for the air defense mission. The first A-7 made its initial flight on 27 September, 1965 and could carry up to 15,000 pounds of externally mounted bombs, rockets and missiles on six underwing pylons and two stations on the fuselage sides. The aircraft also has an internally mounted 20mm cannon: originally this was a pair of single barrel cannons on each side of the nose which were replaced in later versions by a single six barrel Vulcan cannon. The Corsair II was later adopted by the United States Air Force, including the Air National Guard, to replace the Douglas A-1 Skyraider, North American F-100 Super Sabre, and Republic F-105 Thunderchief. The aircraft was also exported to Greece in the 1970s, and Portugal and Thailand in the late 1980s. Carrying heavy loads of Air-to-Ground munitions and delivering them in more than 120,000 combat sorties with extreme accuracy, the A-7 Corsair II proved to be one of the most valuable strike aircraft in the U.S. inventory, attacking targets in a variety of theatres, from Vietnam to Operation Desert Storm until they were replaced in U.S. service by McDonnell Douglas F/A-18s and Fairchild A-10s. In 1972 Ling Temco Vought (LTV) modified an A-7E to produce a tandem two seat trainer variant of the basic attack aircraft. The resulting airframe was some 34 inches longer and the second cockpit was raised to provide the instructor with the ability to see forward, producing an aircraft that was humpbacked in appearance. This airframe was initially designated the YA-7H, but this was changed because the “H” designation was being used for export aircraft being sold to Greece. After numerous demonstrations for the Navy, LTV

was finally awarded a contract to modify 24 A-7B’s and 36 A-7C’s into the TA-7C trainer, which arrived at the Replacement Air Group (RAG) eleven years after the Corsair II first entered service. Eight of the TF-30 powered TA-7C’s were eventually modified to carry electronic warfare pods and missile simulators to act as electronic aggressors and were issued to VAQ-34, based at NAS Point Mugu, California in 1983. These aircraft were redesignated as EA-7L’s and were used to simulate Soviet/Warsaw Pact anti-ship missiles and aircraft emitters in order to train U.S. Navy ships in anti-air and electronic warfare. In 1984 some of these aircraft were further modified by replacing the Escapac ejection seats with Stencel units, the incorporation of maneuvering flaps, and the fitment of TF-41-A-402 engines. Our subject is shown in the November 1987 markings of VAQ-34 “Flashbacks”, whilst taking part in the 3rd Fleet North Pacific Exercise (NORPACEX) exercise. VAQ-34 was one of the squadrons used by the U.S. Navy to simulate threats for ships at sea. In the late 1970s the requirement for a dedicated West Coast tactical electronic warfare capability to provide support for fleet electronic warfare training exceeded the available resources, so in February of 1980 the Chief of Naval Operations (CNO) directed the expansion of west coast fleet electronic warfare support group capability. Included in the expansion was the establishment of a new squadron: Tactical Electronic Warfare Squadron Three-Four (VAQ-34). In June 1981, the CNO directed that VAQ-34 would be an active Navy Squadron with an initial operational capability by March 1983. The squadron’s primary mission was to play an adversary role in Fleet exercises, employing equipment and tactics which simulated those of potential enemies. The squadron was also tasked to provide support for individual unit training and for research, development, test, and evaluation projects assigned by the CNO. When at full strength, the squadron had a complement of six EA-7Ls, four ERA-3Bs, and one KA-3B aircraft. Its home station was NAS Point Mugu, California, with operating detachments as required. Their primary role as an electronic aggressor squadron was to fly the profiles of Soviet bombers and missiles in order to train radar and defensive systems operators on U.S. Navy ships in countering threat aircraft and missile systems. During the 1980’s, since the mission of VAQ-34 was not actual combat, it was one of only a few squadrons in which female pilots received the opportunity to fly high performance fighter and attack type aircraft. In fact, Commander Rosemary Mariner took over VAQ-34 in July of 1990 becoming the first U.S. Navy female squadron commander; she had also been its first female jet pilot. Following the retirement of their EA-3 and EA-7 aircraft the squadron transitioned to the F/A-18 Hornet still performing the same mission. The Flashbacks were disestablished following the end of the Cold War on 5 October 1993 having operated Hornets out of NAS Lemoore for barely a year and a half. Our subject was retired to AMARC at Davis-Monthan AFB on 22 August, 1991.

Notes for modelers: The EA-7 used two different types of ejection seats in its career. It was initially fitted with the Douglas Escapac seat; these seats were replaced by the Stencel (later Universal Propulsion Company) SJU-8. Our subject was fitted with the earlier Escapac seats at this point, and the seat in the front cockpit had a pair of prominent canopy piercers mounted on the headrest. In addition, the fuselage AIM-9 rails could frequently be seen on these jets; although, the majority of photos show them without the rails. The aft fuselage interior, around the exhaust pipe, is left exposed and visible on single seat Corsairs, but had a fairing around the exhaust pipe, closing off this area on two seat Corsairs. Our subject used the later style main landing gear wheels, and the carrier launch bar was not fitted to the nose

gear. The EA-7L mounted pitot probes on both sides of the nose, unlike the earlier versions of the Corsair II. The only two seat Corsair kit available kit is the Hobbyboss TA-7C, which has a number of documented shape errors. The most prominent one is the engine intake, which is too flat, giving a “squashed” appearance and a too wide forward fuselage that tapers drastically leading to the nose radome being too small and pointed as compared to the real thing. The parabrake housing is too narrow, but there is a replacement available for it from Quickboost. The external fuel tanks in the Hobbyboss kit are also very poorly done. Other options for a two seat Corsair are the Maintrack Models TA-7 conversion kit. This consists of a resin plug to lengthen the fuselage as well as an extra seat and an overly thick and yellow canopy. A third option is to use the Falcon TA-7 conversion, which supplies the entire fuselage in vac-form (albeit with no panel lines) and a replacement canopy. For further information on these unique aircraft the modeler is advised to check at www.vaq-34.com.

Typical stores combinations: The underwing stores were limited to only jammers, threat simulators and chaff dispensers. A typical load would be 300 gallon fuel tanks on the inboard pylons, an AN/ALQ-167 jamming pod on the right intermediate pylon and an ALQ-170 Airborne Missile Simulator pod or AN/AST-4 pod on the left intermediate pylon. The outboard pylons would usually be left empty. An alternate load would keep the fuel tanks on the inboards and empty outboards with AN/ALE-43 high capacity chaff pods on both left and right intermediate pylons. A resin AN/ALQ-176 pod is now available from the aftermarket manufacturer Wolfpack.

Color Keys: Our subject was finished in overall Dark Ghost Gray FS #36320. The finish was quite faded and blotchy from paint touchups. The underwing pylons remained in Light Ghost Gray (FS #36375) though. The scuff plates in front of the horizontal tails were natural metal, whilst the walkways on the fuselage and horizontal tails were Dark Gull Gray FS #36231. The interior of the wells for the retractable steps were also Dark Ghost Gray, while the extendable ladder was matte black. The basic cockpit interior color was Dark Gull Grey. The main instrument panels, side console instrumentation, and instrument panel coamings were matte black along with the canopy interior, cockpit sills, and the decking aft of the rear seat. The Douglas Escapac seats were painted semi-gloss black with an Olive Drab seat cushion and sage green back pad. Ejection handles, survival kit release handle, and the seat arming handle (“head knocker”) in the middle of the headrest were painted in the usual yellow and black striped manner. The seat lap belt was a medium gray color, while shoulder harness and survival kit straps were a medium greenish-gray color. The wheel wells, landing gear, nose wheels and gear door interiors were gloss white with landing gear doors edged in Insignia Red FS #31136. The main landing gear wheels were matte aluminum and generally covered in red-brown brake dust. The intake was Dark Ghost Gray for the first six inches then gloss white for its remainder; the gloss white portion was usually covered with black scuff marks from maintenance personnel doing intake inspections. External stores: The external tanks were Light Ghost Gray. The AN/ALQ-167 pod is typically painted blue FS #35109 on the main body and has semi-gloss white or black radomes. The AN/ALQ-170 pod was semi-gloss white with a semi-gloss black radome. The AN/AST-4 pod had a semi-gloss black radome with either a gloss white or matte Dark Ghost Gray body; at this time the gray body was more common. The AN/ALE-43 pods could be either white or Light Ghost Gray too.

F-16C Block 30A Serial No: 85-1477 The F-16 Fighting Falcon (usually called the “Viper” by its pilots and maintainers) is a compact, multi-role fighter aircraft that was originally designed as a lightweight, day air superiority fighter, but which evolved into a successful all-weather multirole aircraft. The Viper has been exported to twenty five nations with over 4,400 aircraft produced; it’s been updated through numerous versions and remains the primary fighter-bomber for many nations worldwide. By 2015 a large percentage of in service F-16s will be 30 years old, and due to intensive combat service, they’re reaching the expiration of their service life earlier than expected; furthermore, the US Air Force is withdrawing some F-16s in order to save funds for F-35 Lightning II procurement. As a result the final US Air Force F-16s are expected to be retired around 2026 and replaced by the F-35. The first of the F-16C models, the Block 25, initially flew in June 1984 and entered USAF service in September. The aircraft was fitted with the Westinghouse AN/APG-68 radar and had an improved night-attack capability. The Block 25 introduced a very substantial improvement in cockpit avionics, including improved fire-control and stores management computers, an Up-Front Controls (UFC) integrated data control panel, and many other changes. This was followed by the Block 30 which was the first block of F-16s affected by the Alternative Fighter Engine (AFE) project under which airframes were fitted with either the traditional Pratt & Whitney engines or General Electric engines. From this point on, F-16 blocks ending in "0" (e.g., Block 30) are powered by a GE engine, whilst blocks ending in "2" (e.g., Block 32) are fitted with Pratt & Whitney engines. Under the AFE program the USAF had decided to split engine orders between General Electric and Pratt & Whitney to keep prices down, and ensure a steady supply of engines. The two engines selected were the General Electric F110 and a revised Pratt & Whitney F100 motor. The F110 provided more thrust than the F100, but the P&W engine was more reliable and less prone to stagnation stalling. The General Electric engine requires a larger amount of air which meant that the size of the engine intake was increased; however, this change was not made at first, and early F-16C/D Block 30's used the original, smaller Normal Shock Inlet (NSI) "small mouth" intakes. The larger inlet, referred to as the "Modular Common Intake Duct” (MCID) became the standard for F110 powered aircraft from F-16C Block 30D (Ser No; 86-0262 and later), and these intakes are typically referred to as "big-mouths" by the crews. The Pratt & Whitney equipped aircraft have always been fitted with the smaller NSI inlet. The first Block 30/32 jets entered service in 1987 allowing the carriage of the AGM-45 Shrike, AGM-88 HARM, and AIM-120 missiles. Next to enter service was the Block 40/42 in 1988; this was an improved all-weather strike variant equipped with the LANTIRN pod, also designated as the F-16CG/DG. This block featured strengthened and lengthened undercarriage, improved radar, the Wide Angle Raster HUD (WARHUD), and a GPS receiver. The next variant was the F-16CJ/DJ (Block 50/52) which was first delivered in late 1991; these aircraft can carry a further batch of advanced weapons including later versions of the AGM-88 HARM missile, JDAM, JSOW and WCMD. The Block 50/52 aircraft were the last ones manufactured for U.S. use and were followed by export variants called the Block 50/52+ and the Block 60. The main differences in these export versions are the addition of support for conformal fuel tanks (CFTs), a dorsal spine compartment on two seat models, the APG-68(V9) radar, an On-Board Oxygen Generation (OBOGS) system and a JHMCS helmet. In USAF service late model F-16s (Blocks 40/42 and 50/52) are being modified under the Common Configuration Implementation Program, or CCIP (pronounced “see-sip”). This program is

an extensive upgrade which significantly enhances their cockpits, avionics, and combat capability, and merges many of the features that formerly distinguished the Blocks from each other. With all late model F-16s essentially brought to the same configuration a new designation was needed, so instead of using CG for the Block 40s and CJ for the Block 50s, they are all now collectively referred to as the F-16CM (or F-16DM for the two seaters). Upgrade programs for the older C model “Vipers” are somewhat convoluted, since they varied by unit and command. Originally some upgraded older C models used the unofficial C+ or C++ designations for those aircraft that could utilize targeting pods and JDAM's after the Mil spec 1553 Bus was fitted in Block 25/30/32's. Eventually this capability was standardized under the Combat Upgrade Plan Integration Details (CUPID) program beginning around 2001. CUPID was an effort to bring six hundred and twenty older ANG and Air Force Reserve Command (AFRC) Block 25/30/32 F-16s closer to Block 50/52 specifications and to consolidate the multiple modification programs that the Guard and Reserve were running in parallel for their F-16s, eliminating the duplication of effort and incompatibility amongst the programs. CUPID includes LANTIRN & LITENING II capability, GPS/INS upgrades, NVG compatible cockpit lighting, Situational Awareness Data Link (SADL), the AN/ALQ-213 EW Management System, and improved video tape recorder with a color camera; together these modifications give these aircraft a dramatically improved precision attack capability by allowing the employment of both laser and GPS guided weapons. Additionally the last few years have seen the addition of “bird slicer” AIFF antennas on some airframes and the relocation of the landing lights to the nose gear door, so they are not blocked by the targeting pod. Our subject is shown in its March of 2008 markings as part of the 121st FS at Andrews AFB in Maryland, serving with the District of Columbia Air National Guard. It was originally delivered to the 526th TFS at Ramstein Air Base in 1987 and stayed there till it was transferred to the D.C. Guard in March of 1994. It was retired to AMARC on 31 August, 2010. The 121st Fighter Squadron dates from the 1930s, when it was established as the 121st Liaison Squadron. It converted from the F-4D to the F16C in January of 1990.

Notes for modelers: As an early Block 30 aircraft this jet had the “small mouth” Normal Shock Inlet/GE F110 engine combination and still had the landing lights mounted on the main landing gears. That means in order to model this aircraft accurately some kit bashing between late and early C model kits will be required to get the appropriate combination of GE engine, small engine inlet, and unbulged landing gear doors, or the use of resin parts, depending upon which kit the modeler starts with. By this point the wingtip and underwing stations used the LAU-129 rails, which are capable of carrying either the AIM-9 or AIM-120. The “beer can” shaped Radar Warning Antennas mounted on the wing leading edge flaps will have to be scratch built for most kits. This jet also had the small vents at the base of the vertical stab and one on the right side of the fuselage under the cockpit and was retrofitted with fuselage stiffener plates at the base of the vertical tail and wing stiffeners at the wingroots. While the F-16 could carry two PIDS (Pylon Integrated Dispenser Station) pylons, the usual practice was to just carry one. On a related note it only had two chaff/flare buckets fitted internally on the underside of the aft fuselage “shelves.” When equipped with targeting pods the AN/AAQ-28 LITENING AT pod was the type carried. Finally, this jet did not use the “gold” tint on its canopy, and by this time the gray “walkway” lines on the fuselage spine

were painted over; although the appropriate “NO STEP” and “WALKWAY” markings accompanying them remained. Weapons load options: On the F-16 the station numbers start with number 1 as the outer most station on the left wing and proceed to number 5 on the centerline and number 9 on the outer most station on the right wing. Stations 5L and 5R are the intake cheek mounts, whilst underwing stations 3 and 7 can both mount the PIDS pylon. The TERs used are the F-16 specific, more angular type designated the TER-9/A. The Air Guard uses both the AN/ALQ-131 and AN/ALQ-184 pods, and units will swap out their ECM pods (and targeting pods too), so either could be seen at various times on the same unit’s jets. It is more common to see the AN/ALQ-184 pod on this unit’s aircraft. The AN/ALQ-184 pod uses the standard F-16 centerline pylon, unlike the AN/ALQ-131 pod which requires its own special pylon.

Air to Ground Option 1 Station 1 - AIM-120CStation 2 - Not carriedStation 3 - 2 x GBU-12 on TER-9/A (“Slant Two”)Station 4 - 370 Gal. Fuel TankStation 5L -Not carriedStation 5 - AN/ALQ-184 “long” podStation 5R -AN/AAQ-28 LITENING AT Station 6 - 370 Gal. Fuel TankStation 7 - 1 x GBU-31(V)3/B on PIDS pylonStation 8 - Not carriedStation 9 - AIM-120C Air to Ground Option 2Station 1 - AIM-120BStation 2 - AIM-9MStation 3 - 2 x GBU-12 on TER-9/A (“Slant Two”)Station 4 - 370 Gal. Fuel TankStation 5L -Not carriedStation 5 - AN/ALQ-184 “long” podStation 5R -AN/AAQ-28 LITENING ATStation 6 - 370 Gal. Fuel TankStation 7 - 2 x GBU-12 on TER-9/A (“Slant Two”) on PIDS pylonStation 8 - AIM-9MStation 9 - AIM-120B

Air to Air Option (Noble Eagle)Station 1 - AIM-120BStation 2 - AIM-9MStation 3 - CleanStation 4 - 370 Gal. Fuel TankStation 5L -Not carriedStation 5 - 300 Gal. Fuel TankStation 5R -Not carried Station 6 - 370 Gal. Fuel TankStation 7 - CleanStation 8 - AIM-9M Station 9 - AIM-120B

Color keys: This aircraft had been repainted in the two tone scheme of Gunship Gray FS #36118 and Neutral Gray FS #36270, and displayed a medium amount of weathering and fading. This unit is unusual in that the black sealant typically visible at the base of the main and aft canopies on the F-16 were painted over using the surrounding grays. In the case of the F-16 it is important to remember the radome is unpainted and its color varied widely, depending on the build-up of dirt on its surface, from its original Neutral Grey to a color close to Gunship Grey FS #36118. The radome on this aircraft had darkened to a color close to gray FS #36173. The cockpit and instrument panel were Dark Gull Grey FS #36231 as was the

ACES II ejection seat; although, the “shoulders” and sides of the seat headrests were matte black. The F-16 ACES II seat uses the center pull ejection handle and this one had a black “lambswool” seat cushion and Sage Green backpad. The lap belts were light gray while the survival kit straps and shoulder harnesses were gray-green The canopy interior, canopy sills, aft decking, cockpit coaming, and instrument panel and side console instrumentation were all matte black. Wheel well interiors, gear door interiors, intake interior, landing gear, and wheels were all gloss white FS #17875, while the speedbrake interiors were Neutral Grey FS #36270. External stores: The external fuel tanks were usually Neutral Gray FS #36270; however some tanks could still be seen in Light Ghost Gray FS #36375, while others used both colors on different sections of the same tank. The underwing pylons and the intake pylon for the targeting pod were Neutral Gray, but the TER-9/As and the LAU-129 missile rails under the wings and on the wingtips were Light Ghost Gray. The base color of the AN/ALQ-184 is FS #36492 with semi-gloss black radomes. The base color for the AIM-120 and AIM-9M is Light Ghost Gray; the fins and wings on the AIM-120 are not matte black, but dark, matte unpainted metal, whilst the seeker section of the AIM-9M is unpainted, anodized metal, closely matched by the color “graphite” and often showing an olive colored tinge. The radome on the AIM-120 is unpainted ceramic which is an off-white color that darkens with age as it picks up dirt. Live missiles carry a brown band around the rocket motor and a yellow band around the warhead. For options 1 and 2, the bomb bodies for USAF GBU-12s remained Olive Drab at this point, as did the nose and tail kits on the GBU-12. The LITENING targeting pod was painted Gunship Gray.

MH-60S BuNo: 167870 and BuNo: 166317 The Sikorsky SH-60/MH-60 Seahawk is a twin turboshaft engine, multi-mission United States Navy helicopter based on the United States Army UH-60 Black Hawk and a member of the Sikorsky S-70 family. The most significant airframe modification is a hinged tail to reduce its footprint aboard ships.The U.S. Navy uses the H-60 airframe under the model designations SH-60B, SH-60F, HH-60H, MH-60R, and MH-60S. The MH-60S Seahawk, often called the “Knighthawk” because it replaced the Sea Knight in naval service, performs the vertical replenishment (VERTREP), combat search and rescue, special warfare support and Airborne Mine-CounterMeasures (AMCM) missions. Additionally, in its armed configuration, it can conduct anti-surface warfare (ASUW). The MH-60S Knighthawk was developed to replace the Navy's fleet of CH-46D Sea Knights, SH-3 Sea Kings, and HH-60H Seahawk helicopters. A hybrid prototype, consisting of an Army UH-60L airframe and Navy SH-60F engines and avionics, it was produced and tested between 1997 and 1998. Then, in 1999 and 2000 the Navy conducted additional testing with the prototype (designated YCH-60S) to evaluate its ability to take on an additional role as an AMCM platform, which would allow the Navy to retire the aging MH-53E Sea Dragon as well. The first production Knighthawk flew in January of 2000 and was delivered to the Navy’s HC-2 squadron in 2001. Originally designated the CH-60S, the Knighthawk was redesignated the MH-60S in February of 2001, with the first production AMCM capable MH-60S flying in July of 2003. Full rate production of the MH-60S was initiated in 2002 with a total production run of 271 planned (of which 66 will be dedicated to the AMCM mission). The Navy’s plan is to use the MH-60R to replace the SH-60B/F series in the ASW and ASUW roles and the MH-60S to fulfill all other missions, leaving only two types

of helicopters in service with the Navy; as of January 2011 52 MH-60R and 154 MH-60S helicopters were in the service with the US Navy.  Externally, the MH-60S is based on the Army UH-60L Blackhawk cargo/transport helicopter. It retains the twin cargo compartment doors, one located on each side of the cargo compartment, of the Army helicopter, as well as the enlarged internal cargo area and internal fuel layout. In addition, the Knighthawk retains the extended reverse tricycle landing gear arrangement of the land-based helicopter, the Hover IR Suppression System (HIRSS) for the engines, the high capacity external cargo hook (9,000 pounds), gunner’s stations mounted on each side of the aircraft, and is ESSS (External Stores Support System) capable, which will enable the Knighthawk to mount additional fuel tanks or weapon systems. Incorporated into the UH-60L airframe are the SH-60F style doors for the pilot and co-pilot, the navalized variants of the T700-GE-401C turboshaft engines, the folding tailplane, the automatic rotor folding mechanism and rotor brake, the 600 pound capacity rescue hoist mounted on the right-hand side of the aircraft, the hover in-flight refueling system (HIFR) and fuel dumping capability, as well as heavy duty transmission and drive train. The basic crew compliment for the MH-60S consists of a pilot, co-pilot, crew chief and gunner. In the cargo/ personnel transport role, the MH-60S can accommodate up to 13 passengers (excluding the crew) 6 medical litters or two cargo pallets totaling a maximum of 4,000 pounds internally. The Knighthawk can carry up to 9,000 pounds externally via its cargo hook, with a total payload capacity (internal and external) of 10,000 pounds. For those MH-60S aircraft performing the AMCM mission, the airframe has been strengthened and modifications have been made to allow for the installation of the operating winch for the AN/AQS-20A mine detection sonar. The MH-60S is the first naval helicopter to be built from the frame up incorporating the MH-60 common "glass cockpit" design; this system replaces most of the analog aircraft instruments with four active matrix liquid crystal color displays and dual programmable operator keysets. In addition, the cockpit is fully NVG compatible. The maximum level speed of the MH-60S is 145 knots while the cruising speed is 139 knots. The maximum range of the MH-60S on internal fuel and at maximum take-off weight is 245 nautical miles. The MH-60S is necessarily equipped with a comprehensive radio kit. Other mission electronics include the AN/AAS-44 IR ranging and tracking system and the MTS-A multi-spectrum targeting system. For navigation the Knighthawk relies on the Litton LN-100G dual embedded global positioning system and inertial navigation system. For self-defense the Knighthawk is equipped with the AN/APR-39(V)1 radar-warning receiver, the AN/ALQ-144(V)6 IR countermeasures set, and the AN/AAR-47(V)2 missile launch detector set. AMCM capable Knighthawks are equipped with the AN/AQS-20A towed mine identification sonar, the Airborne Mine Neutralization System (AMNS), the 30mm AN/AWS-1 Rapid Airborne Mine Clearance System (RAMICS) and the AN/AES-1 airborne laser mine detection system (ALMDS.) The MH-60S can be armed with two 7.62mm machine guns (one per pintle mount at the gunner’s stations) and two .50 caliber machine guns (mounted at weapon stations in the crew compartment.)  With the ESSS mounted, the MH-60S can also accommodate AGM-114 Hellfire missiles or 2.75" rocket pods in their place. The MH-60S is also AGM 119 Penguin capable. Our primary subject is part of Helicopter Sea Combat Squadron Two Six (HSC-26) and is shown as it appeared in May of 2011. The squadron traces its history to Naval Station Lakehurst, New Jersey, where Helicopter Utility Squadron Two (HU-2) was formed in 1948. HU-2 was the second

United States Naval helicopter squadron to fly the tandem rotor Piasecki H-25/HUP Retriever, performing search and rescue operations.  On 1 July, 1960, the squadron split to form HU-4, and then in September of 1967, the HU-4 detachment at NAS Norfolk had grown so large that it was designated its own squadron, Helicopter Support Squadron Six (HC-6), the "Chargers".  Originally a search and rescue squadron, HC-6 soon added VERTREP as a primary mission. By 1987, after having flown the H-25 HUP, H-43C HUK, H-34 Sea Horse, H-2B Sea Sprite, H-3 Sea King, and H-53 Sea Dragon, HC-6 was completely transitioned to the H-46D Sea Knight, which they would fly exclusively for the next 15 years. In 2002, the squadron transitioned aircraft once again, introducing the MH-60S Knighthawk to the Atlantic Fleet, conducting the first operational deployment and first at-sea rescue with the new helicopter. On 1 April, 2005, in accordance with the Navy's Helicopter Master Plan, the squadron was re-designated as HSC-26. The Sailors of HSC-26 have served across the globe, from support of shipboard logistics, special operations training, and mine countermeasures in the 1970's to Operations Desert Shield and Desert Storm in the 1990's, and their current participation in Operations Enduring Freedom and Iraqi Freedom. The squadron has also provided detachments to support Special Operations training across the US, and leads the fleet in preparing to operate with the AMCM systems. Our alternate subject is based at NAS Whidbey Island, which is at the core of the Navy’s electronic warfare community, and the markings date from June of 2006. All but two of the Navy's 15 electronic attack (VAQ) squadrons are based at Whidbey flying the Grumman EA-6B Prowlers and Boeing EA-18G Growlers. Whidbey is also home to both of the Navy’s two SIGINT (signals intelligence gathering) squadrons, flying the Lockheed EP-3E Aries II. Four squadrons of standard P-3C Orions are used for maritime patrol and overland surveillance and there is one Naval Air Reserve squadron of Douglas C-9B Skytrain II transports. Our subject is part of a base flight used for search and rescue. The flight has two MH-60S Knighthawks which replaced the three UH-3H Sea King helicopters that had served as NAS Whidbey Island SAR team's work horses for over 30 years. The flight uses the FIREWOOD call sign and provides 24 hour a day maritime, inland, and mountainous rescue support for Department of Defense personnel and the greater Pacific Northwest community. The unit’s manning is 10 pilots, 10 SAR aircrewmen, 2 SAR Medical Technicians (SMT's), & the maintenance crews. Notes for modelers: Our primary subject (BuNo 167870 from HSC-26) was fitted with a AN/AAS-44C Infrared Multispectral Targeting System Detecting Set turret on the nose, ESSS wings, large fairings for chaff/flares on the tail boom, and Missile Approach Warning (MAW) sensors on the nose and AN/AVR-2 laser warning receivers and MAW sensors on both sides of the vertical tail. Our alternate subject (BuNo 166317 from Whidbey Island) had the rectangular fairing under the nose, does not have fairings over the main landing gear strut, and lacks the chaff/flare dispensers and MAW and laser warning sensors. The best current starting point for an MH-60S is kitbashing UH-60A and HH-60 kits. The Italeri UH-60A, which has also been issued as an HH-60, under the Revell label, replicates the Hover Infrared Suppression System on the exhausts; these will have to be added to other kits, either through scratchbuilding or using one of the ArmyCast M&M resin sets which contain the HIRSS exhausts. The UH-60A will provide the fuselage with longer cargo doors; single tail wheel; ESSS wings or covers; cockpit and cabin interior; tail rotor; etc... whilst an HH-60H kit will supply the external rescue hoist; square, folding stabilator for the tail; full navalized, folding main rotor

system; rear view side mirrors; easy egress (naval) pilots' door windows;  naval (glass) instrument panel; and some of the other navalized bits. Additional details which can be added to the Italeri kit are cockpit entry steps, armour plating for the pilot seats, radar warning and Missile Approach Warning (MAW) sensors and AN/AVR-2 laser warning receivers on the nose and tail (as appropriate), chaff/flare launchers, and the GAU-21 .50 cal machine guns and their ammunition boxes with ammo-belts, again, where appropriate. The cabin ceiling, from the FE/gunner’s positions to the rear cabin wall on the MH-60S, are covered in padding, as are the vertical pillars which house the struts for the main landing gear. In the spring of 2012 Olimp Models announced a forthcoming conversion set, first in 1/48 scale then in 1/72 scale for the MH-60S. They have not yet announced a firm date for the 1/72 scale release as of this writing. Pictures of both of these aircraft are available at the website www.airliners.net.

Armament options: The MH-60S is cleared for M240 7.62mm machine guns in the windows, similar to the Blackhawk window mount, and for GAU-21 .50 caliber weapons on mounts inside the cabin doors. Up to 8 AGM-114 Hellfire missiles can be carried on the ESSS mounts (four on each); a typical armament is two on each launcher for 4 total. The Whidbey Island helo would not be armed.

Color Keys: The overall finish of these two helicopters was Gray-Blue (FS #35237) on the top of the aircraft, with Dark Ghost Gray (FS #36320) for the sides, and Light Gray FS # 36495 on the bottom. Their finish was generally clean with only light exhaust staining and weathering. On both aircraft the two gray paints used on the upper and side surfaces (Gray FS #35237 and Gray FS #36320) had faded to the point that they were hard to distinguish from the other. Our alternate subject, from NAS Whidbey had portions of the nose, engine cowlings, cabin doors, and horizontal tails painted gloss International Orange (FS #12197). The basic cockpit color is matte black for NVG purposes; this includes the seats, seat armor, floor, overhead console and circuit breaker panels, door interiors, cyclic stick and even the canvas boot for the cyclic. The pilot and copilot seats have matte black “lambswool” covers on the seat cushions and back pads with black headrest padding. The lap belts and shoulder harnesses are black. Starting just aft of the pilot and copilot seats the cargo compartment is Dark Gull Gray FS #36231, including the floor, walls, and roof. The padding on the aforementioned vertical pillars, the cabin roof, and portions of the rear wall is Olive Drab FS #34087. The tubular frames for the removable troop and gunner seats in the main cabin are also Dark Gull Gray, while the seat padding is a silver-medium gray colored nylon material with black lap belts and shoulder harnesses. The mounts for the M240 7.62mm machine gun and GAU-21 are matte black. The guns themselves are black and the ammunition feed link is dark, dull natural metal. Ammo cans are matte black for the GAU-21 but Olive Drab for the M240. The M240s have a semi-gloss black shell ejection chute attached on their right side. The main and tail rotor hubs are Light Ghost Gray, whilst the main rotor shaft is dull aluminum. The main rotor blades are Light Ghost Gray as are the tail rotors. The tail rotors have a matte black strip on the inner half of their leading edges. The FLIR turret and mount are Light Ghost Gray as are the ESSS pylons. External stores: The mounts and rails for the AGM-114 are Chemical Agent Resistant Coating (CARC) Aircraft Green (matched by FS #34031). The AGM-114s are painted matte black. Current Hellfires (AGM-114K/K2/K2A/L) usually have three full length, yellow bands around them; the exception are the AGM-114M and N models which only have two yellow stripes, one at mid-body and one on the aft

end. Hellfires have their model type painted just aft of the seeker head, but the service branch is no longer stenciled on the side.

AH-64A Serial No: 94-0332 and 94-0329   The Boeing AH-64 Apache is the U.S. Army's heavy division/corps attack helicopter. It is an all-weather day-night military attack helicopter with four-bladed main and tail rotors and a crew of two that sit in tandem. It conducts rear, close, and battlefield shaping missions including deep precision strike along with providing distributed operations, precision strikes against relocatable targets, and armed reconnaissance in day, night, obscured, and adverse weather conditions. Between 1984 and 1997, Boeing produced 937 AH-64As for the U.S. Army, Egypt, Greece, Israel, Saudi Arabia, and the United Arab Emirates. The Apache was designed by Hughes Helicopters in response to the Army's Advanced Attack Helicopter program following the cancellation of the AH-56 Cheyenne. The Army wanted an aircraft better than the AH-1 Cobra that they were currently using in firepower, performance and range that would also have the maneuverability to fly nap-of-the-earth (NoE) missions. In 1981 three pre-production AH-64As were handed over to the US Army for Operational Testing; the testing was successful, but afterwards it was decided to upgrade to the more powerful T700-GE-701 engine. In late 1981, the AH-64 was named the "Apache" in keeping with the Army's traditional use of Native American tribal names for its helicopters and approved for full scale production in 1982. This was followed by the delivery of the first production helicopter from Hughes Helicopter's facility at Mesa, Arizona in 1983. In 1984, Hughes Helicopters was purchased by McDonnell Douglas which itself would later become part of The Boeing Company with the merger of Boeing and McDonnell Douglas in August 1997. The AH-64A can carry up to sixteen AGM-114 Hellfire laser guided missiles. With a range of over eight thousand meters, the Hellfire is used primarily for the destruction of tanks, armored vehicles, and other hard targets. The Apache can also deliver a maximum of seventy six 2.75" wrap-around fin aerial rockets (WAFAR) for use against enemy personnel, light armor vehicles, and other soft-skinned targets. Rounding out the Apache's deadly punch are one thousand, two hundred rounds of ammunition for its M230 30mm cannon. The Apache has four articulating weapons pylons, two on either side of the aircraft, on which weapons or external fuel tanks can be mounted. The aircraft uses a Laser Range Finder/Designator (LRF/D) to designate for the Hellfire missile system as well as provide range to target information for the fire control computer's calculations of ballistic solutions. An on-board video recorder has the capability of recording up to seventy two minutes of selected video, which is an invaluable tool for damage assessment and reconnaissance. The Apache's navigation equipment uses a doppler navigation system, additionally many aircraft have also been equipped with a GPS receiver. The Apache features a Target Acquisition Designation Sight (TADS) and a Pilot Night Vision Sensor (PNVS) which enables the crew to navigate and conduct precision attacks in day, night, and adverse weather conditions. These optics provide the capability to select from three different target acquisition sensors. The sensors are the day TV which views images during day and low light levels in black and white, the TADS FLIR which views thermal images, real world and magnified, during day, night and adverse weather, and finally the Direct View Optics (DVO) which provides full color, and magnified images during daylight and dusk conditions. AH-64 aviators use the Integrated Helmet and Display Sighting System (IHADSS) for flying and engaging targets without having to look inside the cockpit.

United States Army units began converting to the Apache in 1986 and first deployed it to Europe in 1987 and began taking part in large military exercises shortly thereafter. The helicopter was first used in combat in 1989, during Operation Just Cause, the invasion of Panama, when the AH-64 participated in over two hundred and forty hours of combat attacking various targets, mostly at night. During Operation Desert Storm on 17 January 1991, eight AH-64As guided by four Air Force MH-53 Pave Low IIIs, were used for the opening attack to destroy a portion of the Iraqi radar network allowing follow on waves of attack aircraft into Iraq without detection. During the one hundred hour ground war a total of 277 AH-64s took part and performed superbly, destroying over 500 tanks, numerous armored personnel carriers, and other Iraqi vehicles. Apaches were also deployed to the Balkans during the disputes in Bosnia and Kosovo in the later 1990s; unfortunately, during these deployments the Apache encountered problems such as deficiencies in training, night vision equipment, fuel tanks, and survivability which reduced their effectiveness considerably and resulted in the 27 April, 1999 crash of an Apache during training in Albania due to a failure with the tail rotor. Consequently, they never saw combat during Operation Allied Force. Several years later the AH-64 took part in the 2003 invasion of Iraq during Operation Iraqi Freedom. Whilst they generally performed well, one engagement on 24 March 2003 ended badly, when thirty one Apaches were damaged, and one Apache crashed and the crew captured by Iraqi troops near Karbala. The intended attack against an armored brigade of the Iraqi Republican Guard's Medina Division was unsuccessful; US officials claimed this was due to the tank crews having set up a "flak trap" for the helicopters. U.S. Apaches have also been serving in Operation Enduring Freedom in Afghanistan, starting in 2001, providing vital fire support to ground troops. Our primary subject (94-0332) is shown whilst serving with the South Carolina Army National Guard in Iraq in June of 2004. South Carolina aviators deployed to Iraq as Task Force 1-151 Aviation in late spring of 2004 till October of 2005. Whilst their Apaches were undergoing deep maintenance at MCAS Beaufort prior to the deployment they were painted in an experimental two-tone grey scheme to reduce their visibility on daylight missions. Once in Iraq they flew in support of the 1st Stryker Brigade, 25th Infantry Division (Light), and then supported the operations of the II Marine Expeditionary Force (II MEF) in Al-Anbar Province. No less than six of the Apache pilots of this unit had previously flown combat missions in Vietnam. This was not the unit’s first operation in Southwest Asia (SWA); they had previously deployed to Kuwait as part of Operation Southern Watch between August 1999 and February 2000 and had followed this with a deployment to Kosovo under operational control of 1-104 AVN of the Pennsylvania ARNG during KFOR 5A operations from July 2003 to February 2004. Our subject aircraft were two of the last batch of AH-64A’s to be manufactured. Our alternate subject (94-0329) is shown as it appeared in April of 2006, following the unit’s return from Iraq. Our primary subject appeared before on Wolfpak sheet 72-018, but we have received enough requests for a reprint to add it here and include an additional machine.

Notes for modelers: The Apache’s pylon mounted stores can actuate through a nineteen degree range (+4/-15) to minimize inflight drag and elevate weapons for the various firing modes; they are in “ground stow” when on the ground (parallel to the ground), but when power is applied and the airframe comes off the squat switch, they'll articulate to flight stow (five degrees nose up). At the time it was photographed our subjects were equipped with M130 chaff/flare dispensers, AN/AVR-2 laser warning receivers and the AN/ALQ-144 IR

jammer. The modeler will find www.primeportal.net useful for detailed pictures of the Apache airframe and cockpit.

Armament options: Typical configuration at this point in the war was a pair of 19-shot M261 rocket pods on the outboard stations and six AGM-114M Hellfire missiles, with three missiles on each launcher; two missiles on the top rails and the third on the bottom, inboard rail. Another weapons load seen (although with another unit) was the standard load of an M261 rocket pod outboard and four Hellfires inboard on the right wing-stub. Under the left wing-stub four Hellfire missiles were carried outboard and a 230 gallon auxiliary fuel tank was mounted on the inboard pylon. U.S. Army Apaches do not carry the AIM-92A Stinger missile; although, most kits offer this as an option.

Color Keys: The overall color scheme was based on the gray scheme used by Marine AH-1W Cobras and used gray-blue FS #35526 and gray-blue FS #35414. The exterior finish for both aircraft was clean with only a light amount of weathering and dirt. The basic cockpit color is matte black for NVG purposes. This includes the seats, floor, canopy interior, cyclic sticks and even the canvas boot for the cyclics. The bulkhead behind the pilot is covered in black, quilted material. The pilot and copilot seats have matte black mesh seat cushions, back pads, and headrests. The lap belts and shoulder harnesses are also black. The main and tail rotor hubs were CARC Aircraft Green FS #34031, while the main rotor shaft was aluminum; the main and tail rotor blades were matte black. For our primary subject, the M130 chaff/flare dispensers were matte black, and the AN/AVR-2 laser warning receivers remained in CARC Aircraft Green, as did the wire cutters. External antennas were left in their previous finish also. The same was true for our alternate aircraft with the exception of the wire cutters which were painted gray. The ventral M230 30mm cannon and mount remained in matte black on both aircraft. External stores: The Hellfire missile rails were in Gray FS #35526, whilst rocket pods could be either the same gray or CARC Green; it is presumed the same was true for the unit’s external tanks too. Current AGM-114s are painted flat black. Most of the current Hellfires used by the Army (AGM-114K/K2/K2A/L) have three full length, yellow bands around them; the exceptions are the AGM-114M and N which only have two yellow stripes, one at mid-body and one on the aft end. All versions have their model type painted just aft of the seeker head, but the service branch is no longer stenciled on the side.

AC-130U Serial No. 89-0512 The Lockheed AC-130 gunship is a heavily-armed ground-attack aircraft variant of the C-130 Hercules transport plane. The basic airframe is manufactured by Lockheed, whilst Boeing is responsible for the conversion into a gunship and for aircraft support. The AC-130’s sole user is the United States Air Force, which currently has two variants in service: the AC-130H “Spectre” and AC-130U “Spooky” which are used for Close Air Support (CAS), air interdiction, and force protection. The weapons onboard the AC-130s are mounted to fire out from the left side of the aircraft. During a typical attack, they orbit at approximately 5,000 to 10,000 feet above ground around a target area in a 5 nautical mile arc performing a pylon turn over the target area. This allows it to maintain fire at a target far longer than a conventional attack aircraft. The AC-130U (often referred to by its aircrews as the “U-Boat”) is the latest development in gunship aircraft for the U.S. Air Force. It serves with the 4th Special Operations Squadron (SOS) of the 16th Special Operations Wing (SOW) located at Hurlburt Field in the Florida Panhandle. These aircraft have been

deployed to many of the world’s trouble spots and have been active of late in the conflicts in Iraq, Afghanistan, and Libya. The U-model is the third generation of AC-130 gunships, following the AC-130A and AC-130H. The AC-130 has a combat history dating to Vietnam, where gunships destroyed more than 10,000 trucks and were credited with many life-saving CAS missions. During Operation Urgent Fury in Grenada in 1983, AC-130s suppressed enemy air defense systems and attacked ground forces enabling the successful assault of the Point Salines Airfield. In 1989 AC-130s also had a primary role during Operation Just Cause in Panama, when they destroyed the Panamanian Defense Force Headquarters and numerous command and control facilities. During Operation Desert Storm, AC-130s provided CAS and force protection (air base defense) for ground forces. Gunships were also used during operations Continue Hope and United Shield in Somalia, providing support for United Nations ground forces and then played a pivotal role in supporting the NATO mission in Bosnia-Herzegovina, where the AC-130H provided air interdiction against key targets in the Sarajevo area. More recently, AC-130U gunships have supported Operation Iraqi Freedom/New Dawn while both aircraft types have been employed in support of Operation Enduring Freedom. Finally, USAF gunships have also played a pivotal role in the recent uprisings in the Middle East, taking part in Operation Odyssey Dawn which was the U.S. code name for their part of the international military operation in Libya. In that operation AC-130Us provided armed reconnaissance, interdiction, and direct support of ground troops engaged with enemy forces during the overthrow of the Libyan government. The AC-130U receive the latest sensor technologies and fire control systems during their conversion which substantially increases its combat effectiveness. The AC-130U features increased weapon stand-off range, improved first-shot accuracy, and a state-of-the-art suite of electronic and infrared countermeasures that greatly enhance the AC-130U's survivability against modern threats compared to earlier gunships. The AC-130U design also incorporates features to enhance maintainability and supportability. The most significant changes in the AC-130U Gunship are enhancements and expansions to its sensor suite. Both the All Light Level Television (ALLTV) and the Infrared Detection System (IDS) turrets can scan a full 360 degrees, allowing the gunship crew to search for and find targets much faster. The target detection and recognition ranges of both sensors are nearly double those of previous gunships. The television also incorporates a laser target designator and rangefinder that allows the AC-130U to designate targets for other aircraft armed with smart, laser-guided weapons making it a highly effective force multiplier. The AC-130U incorporates Night Vision Imaging System, with compatible lighting throughout to support use of night vision equipment by its crew. The APQ-180 fire control radar system on the U-Boat is derived from the system on the F-15E Strike Eagle and is integrated with the gunship's fire control system. This enables the radar not only to locate and track targets but also to track rounds from the gunship’s 40 mm and 105 mm guns and to adjust their fire automatically. The AC-130U Gunship integrates ring-laser gyro technology with the precision location capabilities of the Global Positioning Satellite, or GPS system to provide the aircraft with its exact position and the precise location of any target detected by its sensors, reducing workload, speeding up target location, and improving the precision of targeting information for other friendly forces. The AC-130U includes a GAU-12, 25mm Gatling gun (similar to those on AV-8B Harrier II aircraft) firing at 1,800 rounds per minute and mounted on a fully trainable gun mount. This gives the GAU-12 twice the lethality of the

previously used 20mm cannons, a longer stand-off range, and greater accuracy. The operator can select from a series of burst lengths to tailor the effectiveness of the GAU-12 for each target due to a fully automated ammunition handling system, capable of carrying 3,000 rounds. The gunship also carries both a 40 mm Bofors cannon, capable of firing 100 rounds per minute, and a 105 mm howitzer that can be fired six times a minute. To maximize accuracy, both large guns also are installed on trainable gun mounts. The AC-130U has a dual-target attack capability that allows it to simultaneously attack two targets located up to a kilometer apart. Its fire control system enables the AC-130U to destroy targets more quickly, expediting air-to-ground mission objectives while decreasing threat exposure time, which enhances aircraft survivability. The U-Boat includes a complementary suite of both active and passive threat countermeasures, including the AN/ALQ-172 Electronic Countermeasure System, to provide protection against radar-guided threats. The AN/ALQ-172 is augmented by the AN/ALR-56M radar warning receiver, used on the F-16 fighter; additionally, an AN/APR-46A panoramic receiver alerts the crew to electronic emissions in the aircraft vicinity, enhancing early detection of radar threats. Protection against infrared threats is provided by an AN/AAR-44 infrared warning receiver integrated with a series of AN/ALE-40 flare dispensers strategically placed around the aircraft. The AN/ALE-40s also dispense chaff to provide added protection against radar threats. The AC-130U has also been fitted with shrouds over the engine exhausts under the wings to reduce the IR signature of the engines. The AC-130U Gunship is compatible with the newer generation AN/ALE-47 flare and chaff dispensers too, whilst the QRC-84-02A active infrared countermeasure system mounted in pods under the wings provides additional infrared missile protection. Passive countermeasures include lightweight Spectra armor to protect critical components and the crew. All mission-essential avionics are dual redundant and physically separated to maintain mission capability in the event of battle damage. The AC-130U Gunship's system architecture also allows the operators to reconfigure subsystems to maintain combat effectiveness in the event of component failure. A highly integrated system of controls and displays on the U-Boat increase its operational effectiveness and enhance situational awareness. The AC-130U crew maintains full knowledge of the combat environment, system status and mission requirements to employ the gunship's weapons and sensors more quickly and effectively. Co-located in the aircraft’s battle-management center, the AC-130U's five-person tactical crew, as well as its three-person flight deck crew, have access to a computer generated tactical situation map, or TSM. Exploiting the precision navigation and targeting capabilities of the AC-130U, the TSM displays threat locations and both friendly and enemy force positions. It also shows where the AC-130U Gunship's sensors and guns are tracking, which greatly reduces the possibility of friendly fire incidents; in fact, it is the only USAF aircraft that can currently “self-FAC” in an urban warfare environment. A number of programs have been initiated to investigate additional AC-130U armament options. In 2007 a test program was begun that was intended to replace the 25mm GAU-12/U and 40mm Bofors cannon on the AC-130U with two 30mm Mk 44 Bushmaster II cannons. The Air Force modified four AC-130U gunships as test platforms, and these were referred to as AC-130U Plus 4 or AC-130U+4. AFSOC, however, canceled its plans to install the new cannons on its fleet of AC-130Us, due to accuracy issues, and removed the guns and re-installed the original weapons before returning the planes to combat duty. There are also plans to possibly replace the 105mm cannon with a breech-loading 120mm

M120 mortar, and to give the AC-130 a standoff capability using either the AGM-114 Hellfire missile, the Advanced Precision Kill Weapon System (based on the Hydra 70 rocket), or the Viper Strike glide bomb. In 2011 the USAF launched an initiative to acquire 16 new gunships based on new-built MC-130J Combat Shadow II special operations tankers outfitted with a "precision strike package" to give them an attack capability. The Air Force is requesting $1.6 billion from Fiscal 2011 through 2015 for this recapitalization. These aircraft would increase the size of the Air Force's gunship fleet to 33 aircraft, a net increase of eight, after accounting for the planned retirement of eight aging AC-130Hs. The first aircraft would be bought in Fiscal 2012, followed by two in Fiscal 2013, five in Fiscal 2014, and the final eight in Fiscal 2015. Our subject is shown as it appeared in April of 2003 with a boat kill mark applied to it, and was the only 4th SOS aircraft to carry a kill mark. The AC-130’s mission (call sign DODGE 85) on 20 March, 2003 was originally to cover the oil facility at Al Faw.  Allied planners were worried that with the start of Operation Iraqi Freedom the Iraqis would open the oil lines into the Gulf, which would have been an ecological disaster while also jeopardizing all the neighboring countries that used desalinated water from the Gulf.  The package that was assigned to cover Al Faw that night included another AC-130U (DODGE 86), F/A-18s, F-14s, Tornado GR4s, A-10s, MH-53s, CH-47s, an EP-3, EA-6Bs, an E-8, an SK-4, and an MQ-1. Our subject was headed back to Kuwait after the operation when it was tasked to locate and take out an Iraqi PB 90 Patrol boat that could interfere with the friendly naval vessels in the area. The PB 90 was found moored alongside a partially sunk derelict oil tanker, and was quickly sunk.  

Notes to modelers: As with most Special Operations aircraft the equipment and antenna fit varies between airframes and over time. This timeframe is prior to the installation of DIRCM, but SATCOM antennas were fitted. The forward AN/AAQ-26 IDS turret did not have the aerodynamic fairings installed on the front and back of its mount. Typically missions at this time were flown without external tanks, but their pylons were still mounted, because they carried chaff dispensers. A QRC-84-02A IR jammer was mounted on both of the outer wing pylons. Walkaround photos of the AC-130U are available at www.aircraftresourcecenter.com and include photos of another AC-130U that is in the same configuration as our subject and shows the QRC-84-02A jammers and their mount and the boxy IR shrouds fitted to the engine exhausts on our subject. The AC-130U photos at http://a26invader.tripod.com/ac130u.htm may also prove useful; albeit, they are from 1998.

Paint Keys: The aircraft is painted in the standard Special Operations scheme with faded FS #36118 gunship grey tops and sides with FS #36293 light grey used on the belly, lower wings and tail surfaces, but the IR shrouds on the engine exhausts were Gunship Gray. The forward AN/AAQ-26 IDS turret was light gray FS #36293, but the aft All-Light-Level TV (ALLTV) sensor turret mounted under the main gear sponson was Gunship Gray FS #36118, and this paint was relatively fresh and hadn’t faded. The SATCOM antennas on the aircraft spine were Gunship Gray, whilst the blade antennas on the spine were matte white. Basic cockpit color is Dark Gull Gray (FS#363231), to include the floor, walls, ceiling, main instrument panel, and crew seats. The seat headrests are a medium blue, close to FS#35123 with black seat cushions and back pads. Arm rests are medium gray while the lap belts and shoulder harnesses are gray-green. Control yokes are a light green close to FS #34300 with

semi-gloss black control wheels. Cockpit instrumentation, overhead console, and instrument panel coaming are matte black. The basic color of the cargo compartment is Dark Gull Gray, but much of it is covered with Seafoam Green (FS#34440) padding with equipment and racks primarily in Dark Gull Gray and matte black. The floor of the cargo bay was Dark Gull Gray and covered with numerous matte black non-skid strips and red painted sections around the recoil areas for the weapons. The weapon mounts are matte black, as are the exterior weapons barrels and their flash suppressors. The 105mm cannon barrel, though, is Olive Drab FS #34086 on its interior portion (with a yellow safety frame around the breech), but its exterior barrel and flash suppressor are matte black like the other weapons. The canvas “boots” around the weapon barrels are black vinyl. The wheel wells and gear door interiors are Gloss ADC Gray (FS #16473), whilst the landing gear are painted gloss white and the wheels semi-gloss black. The prop hubs and cuffs are matte black, with the rest of the propeller in dull natural metal; there are no prop tip stripes carried.External stores: External pylons are Gunship Gray, as were the QRC-84-02A jammers and their mounts. When carried, the external tanks were FS #36118 Gunship Gray over FS #36293 light gray.

Kits & Bits:

MV-22 – ItaleriF/A-18F – HasegawaF-16C – Academy, Fujimi, Hasegawa, Italeri, Revell/ ROGEA-7L – HobbyBoss TA-7CMH-60S – Combination of the Italeri UH-60 & HobbyBoss - HH-60HAH-64A – Academy, Airfix, Esci, Hasegawa, HobbyBoss, - - ItaleriAC-130U – AMT