Vigilante - f-16.net

On June 13, 1979, North American RA-5C Vigilante, 156636, of the US Navy’s RVAH-3 (Reconnaissance

Heavy Attack Squadron Three), departed NAS Key West, Florida and fl ew across the Gulf of Mexico, before arriving at Davis-Monthan AFB, Arizona. It was the last of 36 to be ferried for storage to the Military Aircraft Storage and Disposition Center (MASDC). From a total production of 156, only 36 were stored, while 78 of the remaining 120 were lost to various causes including accidents, damaged beyond economical repair, or destroyed in combat.

The high loss rate underlined the di� culties of fl ying such complicated aircraft of that size from an aircraft carrier and the inherent dangers of low-level combat operations within heavily defended areas.

AVIATION NEWS MAY 202162

VigilanteNuclear Bomber

to Recce SpecialistThe North American A3J/A-5 Vigilante switched roles from nuclear bomber to reconnaissance. Bob Archer examines a

career that included extensive service during the Vietnam War

The fi nal RA-5C fl ight took place on November 20, 1979 when 156608 of RVAH-7 was delivered from Key West to NAS Memphis, Tennessee for display. The latter base was home to the Naval Air Technical Training Center which taught various mechanical trades, including for those maintaining the Vigilante. The fl ight ended the all-too-brief career of the Vigilante. Preservation was appropriate for this particular jet, as 156608 had the distinction of performing the fi nal catapult shot by the last squadron carrying out the concluding Vigilante cruise. That event had taken place aboard the USS Ranger (CVA-61) on September 21, 1979.

The original A3J-1 Vigilante was intended to replace the Douglas A3D (A-3) Skywarrior in the attack role, with the delivery of a nuclear warhead being the primary mission. Unlike other platforms, the A3J weapons delivery system involved the bomb being ejected rearwards from the internal bomb bay via a tunnel, and free falling to the target. However, the release mechanism was unreliable with frequent failures during training. All too often the mechanism failed to eject the training round as required. Furthermore, it was not unknown for the bomb bay fuel tank and potentially an attached weapon to slide out of the tunnel during a catapult launch and end up on the aircraft carrier deck, resulting in a full blown emergency to safely clear the obstruction ahead of returning aircraft.However, sadly for the Vigilante, no sooner had the type begun to enter service than

its role was outmoded. The delivery of nuclear weapons deep into enemy territory was switched to the ballistic missile nuclear submarine force, with the navy no longer needing carrier-based tactical heavy bombers. Therefore the A3J was only in service for less than two years as a replacement for the A3D in this strike role. However, the speed and endurance of the giant aircraft o� ered potential for other roles, with the most promising being that of photoreconnaissance. Again, this was a task of the Skywarrior – the A3D-2P (RA-3B) – at the time.

SERVICE ENTRYThe fi rst A3J-1s began entering service on June 16, 1961, when the initial four examples joined VAH-3 at NAS Sanford, Florida. The squadron had served as the Replacement Air Group (RAG) for the Skywarrior, and was therefore ideal to continue this task for Vigilante air and ground personnel. The RAG together with fl eet squadrons VAH-1, 7 and 13 were part of Heavy Attack Wing One (HATWING ONE). All four exchanged the Skywarrior for the Vigilante. The new type was assigned to the air wings of fi ve carriers: USS Enterprise (CVAN-65), Franklin D Roosevelt(CVA-42), Independence (CVA-62), Ranger(CVA-61), and Saratoga (CVA-60). Indeed VAH-7 initiated the operational debut for the A3J-1 in August 1962, when aircraft deployed aboard the USS Enterprise. The Mediterranean cruise was to have been of short duration, but the ship was

63WWW.AVIATION-NEWS.CO.UK

The Vigilante lasted into the late 1970s before replacement by F-14s with reconnaissance

pods. RVAH-12 ‘Speartips’ was disestablished 13 months after this photo of two RA-5Cs in

fl ight was taken on June 3, 1978 Michael Grove

A rare image of an A-5A bomber of VAH-7 aboard the USS Enterprise in November 1964. Soon afterwards the squadron transitioned to the RA-5C Del Laughney via author

redirected to the Caribbean Sea in October to respond to the Cuban missile crisis.

While the reconnaissance mission was being evaluated there was a request to confi gure two aircraft for a secret mission to provide photographic coverage of Cuba during the crisis. Within 24 hours, the aircraft were ready, with cameras installed and appropriate electronic countermeasures fi tted. Maintained on standby, they were not employed.

On September 18, 1962, the introduction of the tri-service designation system changed the A3J to the A-5, while the A3D became the A-3.

As there was little likelihood of the strike version being fl own in anger, the Navy halted production of the A-5A with half the planned number having been constructed. Reluctant to abandon the investment in the A-5, it proposed converting existing aircraft to a dedicated photoreconnaissance tasking. A ventral canoe measuring almost half the length of the aircraft was fi tted to contain the various camera systems.

Having been cleared for service, the

fi rst RA-5Cs joined RVAH-3 for training on December 10, 1963. Others followed in quick succession for assignment to fl eet squadrons, with RVAH-1, ’5, ’7, ’9 and ’13 transitioning during 1964, and then RVAH-6 and RVAH-12 the next year. The fi nal units were RVAH-11 in 1966 and RVAH-14 two years later. The latter was formed on February 1, 1968 to enable

each of the Carrier Air Wings to have a dedicated squadron for the impending commissioning of the new aircraft carrier USS John F Kennedy (CVA-67).

HEAVIEST CARRIER JETThe Vigilante was the heaviest aircraft to regularly deploy aboard aircraft carriers,


RA-5C, 151630, of RVAH-13 ‘Bats’ on approach to NAS Oceana, Virginia in May 1971 Ron Picciani collection via author

NAS Key West became the home of the Vigilante squadrons when NAS Sanford closed. Here an RVAH-1 ‘Smokin’ Tigers’ jet touches down at the Florida base in August 1977 Michael Grove

Vigilante markings were colourful but not as much as some other US Navy aircraft. RVAH-3’s 156625 was photographed in October 1978 with a black radome Peter R Foster

VIGILANTE PRODUCTIONDesignation Serial batch Number built Subsequent designation Converted to RA-5C XA3J 145157/147158 2 A-5A 1 A3J-1 146694-146702 9 A-5A 5 A3J-1 147850-147863 14 A-5A 10 A3J-1 138924-148933 10 A-5A 6 A3J-2 149276-149317 42 A-5B 39 A3J-3P 150821-150842 20 RA-5C 20 RA-5C 151615-151634 20 n/a 20* RA-5C 151726-151728 3 n/a 3* RA-5C 156608-156643 36 n/a 36*Total 156 140

* indicates ordered as the RA-5C, and therefore not converted

narrowly nudging the Douglas A-3 Skywarrior into second place. In keeping with its size, the Vigilante was something of a handful to land on a carrier, since it was not only big but also very sleek. A hard landing often resulted in the aircraft ‘bouncing’, with the nosewheel tyre prone to popping and tearing apart on the second strike to shed pieces of rubber into the engines. In addition, the nosewheel strut had proved weak and so was required to be reinforced.

Some Vigilante pilots claimed that the aircraft's reputation for being difficult to land was exaggerated, but did admit that it was unforgiving. The aircraft acquired a reputation as something of a beast that required particular skill to fly, with Vigilante pilots not quick to disagree. The position of the pilot was 8ft forward of the nosewheel which meant that special care was needed when manoeuvring within the confined space of an aircraft carrier deck.

The combination of the RA-5Cs ability to deliver conventional weapons, day or night in all weathers, as well as completing tactical reconnaissance missions, made it potentially one of the most versatile tactical aircraft at the time, although the former role was never developed.

Understandably, the navy wished to include the capabilities of the Vigilante for the burgeoning war in Southeast Asia. In particular, its speed during low-level sorties enabled photographic coverage of targets post-attack by navy squadrons to be obtained. Invariably RA-5s operated alone, or as a pair, but for certain targets, where there could be an enemy MiG-21

interceptor presence, the Vigilante would be accompanied by fighter escorts, such as the F-4 Phantom. A-5 pilots joked that the Vigilante was so fast at low level that Phantom crews would sometimes struggle to maintain formation. The A-5 normally flew clean, whilst the Phantom had underwing fuel tanks, and various external stores, which enhanced drag, thereby giving the crews of the former a distinct speed advantage.

VIETNAM CRUISESDuring the 11 years of WestPac/Vietnam cruises, the RA-5C deployed 35 times aboard eight different aircraft carriers. Combat deployments to the Gulf of Tonkin began with RVAH-5 in August 1964, aboard the USS Ranger (CVA-61) as part of Carrier Air Wing Nine (CVW-9). This was soon after the Tonkin Gulf incident, earlier that month, when US warships were reportedly attacked by North Vietnamese torpedo boats. The final cruise was by RVAH-6 aboard USS Kitty

Hawk (CVA-63) with CVW-11, which ended in December 1975.

During the intervening period, 18 Vigilantes were lost to enemy fire with a further eight suffering accidents in the region. The aircraft had the highest loss rate of any navy aircraft during the war, a testament to the dangers of pre- and post-strike reconnaissance missions. There was an equivalent human cost, with 25 aircrew killed and a further 12 taken prisoner. The first loss was on December 9, 1964, suffered by RVAH-5 from the USS Ranger. The aircraft involved was 149306, the first to be converted to RA-5C configuration, and is believed to have crashed into the sea off South Vietnam. The last combat loss was by 156633 on December 28, 1972 flown by RVAH-13 aboard the USS Enterprise (CVAN-65), shot down by a MiG over North Vietnam and crashed into the sea – the last of 90 such US losses to MiGs.

All manner of targets were scheduled for the photographic services of Vigilante


VIGILANTE SQUADRONSVAH Established RVAH Date of Change DisestablishedVAH-1 November 1, 1955 RVAH-1 September 1, 1964 January 19, 1979VAH-3 June 15, 1956 RVAH-3 July 1, 1964 August 17, 1979VAH-5 November 1, 1955 RVAH-5 May 1, 1964 September 30, 1977VAH-6 July 1, 1956 RVAH-6 September 6, 1965 October 20, 1978VAH-7 November 1, 1955 RVAH-7 December 7, 1964 September 28, 1979VAH-9 November 1, 1955 RVAH-9 June 3, 1964 September 30, 1977VAH-11 November 1, 1955 RVAH-11 July 1, 1966 June 1, 1975n/a n/a RVAH-12 July 1, 1965 July 1, 1979VAH-13 January 3, 1961 RVAH-13 November 1, 1964 June 30, 1976n/a n/a RVAH-14 February 14, 1968 May 1, 1974

Basking in the sun at NAS Lemoore, California, 156627 of RVAH-7 ‘Go Devils’ was assigned to the USS Forrestal air wing during March 1976 EMCS/Steve Hill collection via author

Believed to be the only RA-5C ever to land at an air base in the UK, 149298, of RVAH-12 from the USS Independence visited

RAF Mildenhall during October 1971 Paul Minert via author

squadrons. To ensure details were obtained on the first pass, the RA-5 crew had to carefully plan their entry and exit taking into account the position of ground defences, which in many cases were formidable. Furthermore, the weather was often a factor, as cloud cover could prevent photography from being successful, but still subjected the aircrew to the threat of surface-to-air missiles. If all went to plan, the Vigilante would recover aboard the aircraft carrier, where the precious films would be quickly processed. The strike

aircraft crew would then evaluate the results in conjunction with the Vigilante personnel. The success of the RA-5 during operations above Vietnam soon justified the investment in conversion by the US Navy from strike to reconnaissance.

However, by the end of 1968 50 ‘Vigi's’ had been lost, with a shortage of aircraft being an inevitable result should such an attrition rate continue. Therefore the navy placed an order for an attrition buy of 36 RA-5Cs, which required the production line at North American's Columbus, Ohio plant

to be reopened. The lack of progress in stemming the

North Vietnamese infiltration of the South was largely the fault of politicians in Washington exerting too much influence on the way the war would be conducted. The ludicrous restrictions placed upon aircrews resulted in combat missions being delayed or targets denied, giving the opposition an advantage. However, the frustration of personnel on the front line was eventually released by Operation Linebacker I in May 1972, when widespread


Now in the collection of the National Museum of Naval Aviation in Pensacola, Florida, 156624 of RVAH-9 was part of CVW-8 aboard the USS Nimitz when the carrier visited UK waters in September 1975 Peter R

Foster

Vigilantes were rarely seen ashore in northern Europe. RVAH-1 from the USS Saratoga sent 149277 for a very welcome visit to Koksijde AB, Belgium in August 1969 Bob Archer

RVAH-13 from the USS Kitty Hawk lost three RA-5Cs in late 1965-early 1966. The Navy decided to paint the replacement aircraft in a camouflage scheme, in an attempt to blend in with the Vietnamese jungle. However, the results were inconclusive, and the experiment was dropped EMCS/Steve Hill collection via author

attacks were authorised, with hundreds of pre- and post-strike sorties fl own by all available reconnaissance aircraft, including the Vigilante. Linebacker II over December 1972-January 1973 was even more intensive. The concentration of strikes forced the North Vietnamese to resume peace talks early in 1973. However, while the negotiations were ongoing, the aircraft carriers continued their WestPac cruises to monitor activities.

ARC LIGHT FRIGHTVigilante pilot Cdr Robert ‘Boom’ Powell (ret’d) recalls a close shave during Operation Barrel Roll, the covert air campaign over Laos when he and his reconnaissance attack navigator (RAN) had excitement from an unexpected direction. “Air Force B-52s were e� ectively, if ine� ciently, carpet-bombing North Vietnamese Army and Viet Cong storage and troop areas in South Vietnam, Cambodia and Laos. Each bomber dropped 84 500lb and 24 750lb bombs and the

B-52’s fl ew in cells of three – 324 bombs with a combined weight of 90 tons from one cell created utter devastation in mile-wide swaths. The massive bomb drops were called ‘Arc Light’. As a precaution before bombs away, announcements were made over the radio on guard channel, which all friendly aircraft monitored.

“I was fl ying blissfully along on a Black Track [patrol route] when guard channel blared, ‘Arc Light, Arc Light, co-ordinates north seventeen twenty-two, east one-oh-six zero-fi ve [estimated after the fact, not the sort of information one remembers], Arc Light, Arc Light’. I did not pay much attention; Arc Light warnings came frequently.

“Moments later, my backseater, LCDR ‘Bull’ Davis announced in a voice pitched higher than his normal cool, ‘We’re there!’ I looked up over my shoulder and there were the black silhouettes of six B-52s. I lit

the afterburners, rolled, pulled and dived fast to get out of the way. Safely away, we looked back to see explosion after explosion rippling through the jungle, so close together they formed a solid carpet of fl ame and fi re.”

Following the cessation of hostilities between the US and North Vietnam, the combat career of the RA-5C was complete. After the US vacated the region, the two Vietnams became a single entity, and a host of squadrons began to be deactivated. The Vigilante was one of the types which began to be retired.

The last squadron to form, RVAH-14, was exclusively assigned to the US Sixth Fleet

for Atlantic Ocean and Mediterranean Sea operations. No combat cruises to Vietnam or WestPac were undertaken. The ‘Eagle Eyes’ made three cruises aboard the USS John F Kennedy, and one on USS Independence before the squadron disestablished in May 1974.

LAST VESTIGES The Vigilante had begun its operational career at NAS Sanford, Florida and when the air station closed all RVAH squadrons relocated, fi rst to NAS Albany, Georgia from May 1, 1968, before fi nally moving to NAS Key West on January 15, 1974. Following the departure of the fi nal RA-5 on November 20, 1979, the last traces of Vigilante operations were removed, with the RVAH community closing its doors o� cially on January 7, 1980.

Post-retirement, nine RA-5s were taken by road to the New Mexico Institute of Mining and Technology at Socorro in October 1978. They were placed on ranges, along with a host of other surplus military aircraft to be evaluated for a variety of destructive tests. A further 20 Vigilantes, from those retired to MASDC, were transferred to USAF charge in April 1986 while stored. Soon afterwards the aircraft were taken by road to a USAF Electronic Combat Range at Tolicha Peak, Nevada, departing Tucson beginning in May 1986. Finally seven RA-5Cs were relocated to the vast Naval Weapons Center (NWC) at China Lake, California. The NWC expends many retired military aircraft to evaluate the performance of ordnance under test. At least one was destroyed in a test of a cruise missile against a hardened shelter.

While the Vigilante was in service a further 26 were either struck o� charge (SOC), or were the subject of administrative retirement. This term encompassed a variety of reasons, with several aircraft being withdrawn and scrapped by the Naval Air Rework Facility (NARF) at NAS Jacksonville, Florida, the main major overhaul facility for the RA-5. Once stripped down for overhaul, some jets were found to be beyond economical repair due to corrosion or other factors.

The size and speed of the Vigilante and with its spacious ventral ‘canoe’


RVAH-3 ‘Sea Dragons’ was the Replacement Air Group (RAG) for the entire period of Vigilante operations, until August 1979, when it was disestablished. Now displayed at the NAS Sanford Memorial Park, RA-5C, 156632, is seen landing at NAS Key West in April 1979 Gerrit Kok

‘The success of the RA-5 during

operations above Vietnam soon justifi ed

the investment in conversion from strike to

reconnaissance’

camera housing, would have made it ideal for various non-operational tasks, such as acting as a platform for various manufacturers' equipment tests. However, the aircraft was expensive to operate compared to the A-3, and it was therefore overshadowed by the Skywarrior when

these factors were taken into account.That aside, it would be appropriate to

leave the fi nal words about the Vigilante and its crew to ‘Boom’ Powell.

“The RA-5C Vigilante may prove to be the best reconnaissance aircraft ever built despite the high-tech vehicles [now]

coming into use. “There is nothing comparable to well-

trained, highly-motivated, professional and courageous pilots and RANs making decisions on the spot to collect the information needed by battle commanders.”


A line-up of stored RA-5Cs at Davis-Monthan AFB, Arizona in May 1974. By this time, only one unit, RVAH-14, had been inactivated, but Vigilantes from at least fi ve squadrons are visible here Peter R Foster

The fi nal fl ight by an RA-5C was on November 20, 1979 by 156608 from NAS Key West, Florida to NAS Memphis, Tennessee, to be put on display Paul Bigelow via author

Two RVAH-13 RA-5Cs parked on the deck of the USS Independence in 1974 during a port visit to Naples, note the folded tail on the nearest example, as well as the folding wingtips to help save space on an aircraft carrier Alberto Storti


Flying from the carrierRA-5C pilot Cdr Robert ‘Boom’ Powell details what is was like to launch and land the heaviest aircraft to regularly operate from a US Navy aircraft carrier

On the bow catapult of a US Navy aircraft carrier in the Gulf of Tonkin, the yellow-shirted director sweeps one hand low and

forward; the other, a bit higher, opens from a fi st to splayed fi ngers. The below-the-waist signal is for the catapult crew: ‘take tension’. The high signal is to me, the pilot: ‘release brakes’. I drop my heels to the fl oor but leave my toes on the rudders. My left hand pushes the throttles to the detent for full power. While the J-79 engines spool up, I look over to the catapult o� cer, the ‘shooter’. He is waving his hand, with two fi ngers up, over his head. I look back in the cockpit at the engine gauges: RPM, temperatures, pressure – all good. The intercom to the back seat is ‘hot,’ so I say, ‘Looks good. You ready?’ The shooter is fl icking his hand open and shut. Time for afterburner. I hear, ‘All ready in back’ from the RAN. I push the throttles past the detent as far forward as they can go and brace them there with my fi ngertips. To reach all the way to the catapult grip requires me to pull my shoulder o� the seatback, not good if I have to eject. I quickly check one tiny gauge with two needles for the afterburner nozzle positions. Both swing around symmetrically. Too much time in burner will damage the seawater-cooled blast defl ectors that are only a few feet behind the exhausts.

CLEARING THE DECKI tell ‘Bull’ Davis, my RAN for today’s mission, the gauge readings and throw an exaggerated salute to the catapult o� cer. I drop my right hand to the stick, brace my elbow on my thigh, settle my helmet solidly against the headrest and check my back is straight. My breathing becomes shallower. I wait while the Vigilante quivers and roars with 36,000lb of thrust boiling the air behind me. The catapult o� cer looks back and forth in a fi nal check, leans far forward and touches a hand to the deck. At the edge of my vision, a sailor at the control console drops his hands from over his head and presses a large green button. The catapult fi res. The weight on my chest forces me to grunt as 70,000lb of airplane is accelerating to 170mph. As the ‘Vigi’ clears the deck, 3,000lb of hydraulic pressure in the nose gear extends the oleo strut hard enough to vibrate the nose and make the instrument panel a blur. I can now lean forward,

reach with my left hand to raise the landing gear lever and pull the throttles back from afterburner to military power. I keep low, turn starboard away from the carrier, accelerate, climb and look around for my F-4 Phantom escort. The rendezvous is at 15,000ft over the aircraft carrier. The F-4 has Sidewinder missiles on pylons below its wings, a huge fuel tank hung on its belly and Sparrow missiles partially buried in its fuselage. Although the two jets have the same engines, GE J79-10s, my RA-5C Vigilante can outrun our fi ghter escort because it doesn’t carry any external stores and is ‘clean’ aerodynamically. Also, it carries twice as much fuel. The J79 engine, however, runs dirty. A black smoke trail streams out behind, which makes airplanes easy to spot and helps enemy ground gunners track and shoot at it. The solution is to fl y in combat using afterburner, which provides a clear exhaust. I will stay in minimum afterburner while ‘over the beach,’ but unless the Phantom crew has paid attention during the briefi ng and can anticipate turns and stay inside, they will be left behind – even with full afterburner. As I slide alongside the F-4, the pilot taps his helmet and points to give me the lead. I tell Bull, and he calls a radio change to Strike frequency. I tap my ear and hold up fi ve fi ngers. The Phantom RIO acknowledges.

GETTING BACK ON THE BOATThe landing order on a carrier is prescribed by plane type. The fi ghters come in fi rst, then the A-7s and A-6s followed by the odd dogs, EA-6s or A-3s. The last jet is the Vigilante, followed by the turboprop E-2 and C-2 COD. I wait in a circle overhead when the weather is good. On one of the turns, the RAN reminds me to fl y level over the ship with the cameras on. The photography specialists will use known objects and markings on the carrier deck to calibrate the cameras. Usually, the Vigilante fl ies into the break, quickly and alone. Occasionally, on a whim, Vigi and E-2 ‘Hummer’ pilots arrange to come in together, the Vigi on the left wing to break fi rst. The Hawkeye is nose down with its turboprops screaming at redline airspeed, while the Vigi has the fl aps partially down and its nose high to try to stay slow and under control while in tight formation. Downwind, I lower the fl aps to a full 50 degrees, and drop the gear. A lever on the right side of the cockpit lowers the heavy, A-frame tailhook. As the fl aps come down, so do the leading-edge slats, and the cockpit air conditioning cuts out as engine bleed air is diverted over the wing. As the airspeed slows toward 155kts, the angle-

of-attack indexer on the glare shield lights up. I engage the auto throttles with a switch and check them by pulling back on the stick – the throttles move forward. If you push the stick forward, the throttles move back.

MEATBALLAcross the wake, I pick up the meatball [the optical landing system]. The wings are level when the plane is on the centreline. I start the landing scan I fi rst learned in Pensacola: meatball, line-up, angle-of attack, meatball, line-up, angle-of-attack. In the Vigi, I fl y the ball with tiny tweaks of the stick to keep it dead centre – gentle touches with fi ngers and thumb. The auto-throttles keep the speed correct. Their jerky movements are reassuring, but my left hand rests on the throttles all the time, just in case. Any line-up problem has to be solved early. A turn to line up an RA-5C means the spoilers come up, and their drag will pull the nose down if not anticipated. Close in, my scan changes as angle-of-attack becomes less important; then, the line-up drops out. For the last seconds, it is all meatball, meatball, meatball. Touchdown has to be in perfect attitude or there is the risk of a shattered nosewheel or the tailhook slamming up into the fuselage. On a good trap at Vigi approach speeds, I am thrown forward hard against my straps. I have to struggle to bring the throttles to idle, raise the fl aps, press the button on the stick for nosewheel steering, switch hands to raise the tailhook, switch hands to advance the power, switch hands again to fold the wings and taxi out of the landing area. Taxiing the Vigilante is unique because the nosewheel is 8ft behind me. This takes some getting used to, even in normal turns and, on the ship, there are situations that require the nosewheel to be run up to the edge of the deck with the pilot watching the director over his shoulder and the RAN looking at water in the viewfi nder. Bull and I go down to the integrated operational intelligence centre to see hundreds of feet of fi lm come out of the processor. A selection are taken to a light table – instant confi rmation of how well we fl ew. Sure enough the bridge had been dropped but was intact – inches under water. In the fi ghter and attack ready rooms, what happened is settled by the senior o� cer, or whoever tells the best story or yells the loudest. My fi lm does not lie. Not only was reconnaissance a satisfying mission, it was a chance to fl y the Cadillac of carrier airplanes: the RA-5C Vigilante, the most beautiful fl ying machine to ever grace a carrier deck.”

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