The Vigilante was designed as a Mach 2 carrier-based attack aircraft capable of carrying nuclear or conventional bombs. The first prototype flew on 31 August 1958 and 57 production A-5A attack aircraft were delivered to the US Navy, becoming operational on board USS Enterprise in February 1962. The other major version of the Vigilante was the RA-5G, a reconnaissance type of which more than 90 were built as new; most of the A-5A were subsequently converted to this standard.
I was stationed Albany Ga,RVAH-3 1970 to 1972 MY self,second class AT, and Warrant Officer Burkett. Got approval to be checked out to ride in the RA5C and A4E sky hawks. Had a great time getting rides in the A4 was bumped every time i got chance for the viggie by officer burkett. A lot of good memories going on carrier quals from norfolk va. After the navy i went to college became a pilot,. Still chief pilot for a major corp. Flying jets for 35 years. I was inspired by the pilots that i got to fly with at RVAH-3. thanks guys.
I worked at North American-Autonetics Div. in Anaheim Ca where we assembled and tested the inertial navigation system for the Vigi. Started working on submarine guidance then transfered to the Vige system in 1962-63. In 1962 another technicion Parker Bence and I joined the Navy Reserve and served two years active duty 63-65 at NAS Jacksonville O&R, mainly working with civilians who were setting up to overhaul and repair the electronics for the Vigi. Working on the RA-5c inertial guidance was one of the most enjoyable jobs that I had in my 35 years with North American /Rockwell Inter.
When I earned my wings in 1976 I was asked if I liked taking pictures and I said I did. That and my carrier qualification grades got me assigned to the Vigis. I had the honor and privilege of flying in the last squadron to decommission (RVAH-7 Peacemakers) on a Westpac cruise in 1979. I loved the mission and I loved flying low and fast through the mountains (I have some great 8mm film of some of the flights), something the Vigi was well suited for. Oddly enough I also loved bringing it aboard the carrier, day and night -- it was a real challenge. It's the fastest looking airplane standing still. What a gorgeous airplane (I have a nice wood model, made in the Philippines, sitting above my desk) and some great memories.
I loved watching the RA5c's coming out of overhaul at NAS Jax. The test flights in 1970-72 were amazing, Full burner takeoffs, Fuel dump flybuys..I saw one had landed on I-4 between Deland & Daytona beach, was on its way to Jax from Key West, ran into problems and Sanford had closed, made an uneventful landing and taxied to the rest area just past Sr-44.
I started my design career In Cols. in 1956 on the YA3J-1. Later went to Palmdale to support flight test of the first three a /cs. At PMD we sorted out the variable inlets and bleed air that finally got the a /c to M=2+.Later worked on design of the A3J-3 which got cancelled in favor of the SR-71.
I worked the control tower at NAS Sanford, 1962-1966. The RAG was VAH3 and as I recall they got the first A3J /A5A. Heavy 5,7,9,1, aand 13 were there I believe. What a replacement for the A3 and the AJ Savage that was there when I first arrived. I recall Lt. Jerry Coffee who was "paddles" for FCLP's,later to become a POW in Nam. He lost a RA5C, also LCDR Charley James who was "The Man" of the RA5C. Many control tower memories of the Viggie, some not so good. Bob Hoover came around often, due to his affiliation with North American.
Beautiful Aircraft. Was back seat on a launch and recovery on the JFK in 68-70 era. I was a flight surgeon with CRAW_1 at NAS ALBANY. Also have some good 8mm film on the carrier operations including 1 unfortunate accident.
I was attach to RVAH5 in 1966-1967. My father Ron "Barrell" Morris served in RVAH3,VAP62,and RVAH5. We both served together in RVAH5. We made a Med Cruise in 66-67. I was one of the plane Captains. Well long story short I had the Vigiante pulled across my left leg. It was take off on board the USS America. But that was the best time of my life. She was a fast and sleake plane. I remember when Charley James dump fuel and did a barrell roll and lit the fuel. What a fire ring that was. Like the man said the is a great restored A-5 at the Sanford Airport. With Heavy 3 on the side..come see it.
I had the privilege of working on the RA-5C Vigilanty in RVAH-9 from 72 to 75. I later went on to work on the Phantom & the Tomcat, but I will always love the time I spent in Heavy-9 & working on the Vigilanty.
I was stationed at NAS Sanford, FL when the vigilante arrived, the first were designated A3J-1, I was the third Vigilante Plane Captain, of Aircraft BUNO 148925. I was later assigned to Heavy Seven aboard the USS Enterprise with the Vigilante. 12 per Squadron were to many for ship board duty.
Had the great pleasure of retrieving a RA-5 Vigilante from China Lake in 1998. My command at NAS Fallon got the go ahead to use this aircraft as a static display. Unknown years of environment had worked it over. We started the dissasembly, found the seats to still be armed. A well placed phone call later and the fellas came out to help us with that. We all got a turn at popping a cad. So then anyway, we dissambled that wonderful Viggie and transported it to NAS Fallon for clean-up, reassembly, and painting. It now sits between the Chapel and Navy Fed. So cool, I see it everytime I go on base. As a side note, when I was rebuilding it, I met a Tech rep with one of the visiting squadrons. he had been active with a Viggie unit. He told me that with the Viggie's massive fuel load, they could go full power, in after a bomb raid for recon. The escort Phantom Pilots would bitch because they could not sustain the speed with their much smaller fuel load and would request the RA-5 Driver to slow down. I feel very lucky to have had time with this bird and those who did when it was operational. Long Live the Viggie drivers and Crews. Chris Thompson USN Retired
I was in RVAH-3, RVAH-5 and RVAH-6 FROM sEPT 69-Aug 79 and I enjoyed my time in the Viggies. I remember having to fly in the back seat of a viggie from North Island to NAS FALLON to repair a down aircraft and flew back to NORTH ISLAND as I was an E-5 at the time i felt I was real lucky to be selected for this mission.
I hired in at North American at the Columbus plant in June 1951. Fresh out of Ohio State Univ.I started in Production Planning under Stan Ballard. I was sent to the main plant in El Segundo for a year as a consultant, as the Main Plant was doing major planning and tool design for the A3J. On my return to the Columbus plant, I transferred from Planning to Engineering where I worked as a design engineer, in the wing group on the A3J
My dad work at NAA for quite some time from the 50's to the 70's. He was part of the design team developing the Vigi. We lived some ways from the plant but could always tell when one was out testing. Sonic Booms and all. They did some flying over Hocking Hills SW of Columbus. He always liked the A-3J-1 version best. He never did get to fly in one as far as I can remember. He made a few trips out west, one to the main plant in California to work on I believe the XB-70, as he brought back some skin samples. Later he made a trip to Boeing in Az. to help on some missile programs. After the Vigi program ended, he continued on with the OV-10 program at Columbus. When he was laid off there, he went to Bell in Arlington, Tx. to help design the XV-15 and the V-22. I used to live about a mile from the plant and you could always tell when one was coming in. A very distinct sound.
I graduated from the Test Pilot school in 1963 and waqs assigned to the carrier suitability branch at Pax River. I became the primary project test pilot for the RA-5C. I collected data and conducted the first carrier suitability tests on the viggie. I did minimum end airspeed cat shots, single engine landings aboard the carrier. Afterburner was essential for the touch and go. On one touch and go on the carrier, the afterburner failed to light on liftoff. I began to lose altitude. I kept recycling the AB and very close to the water, it finally lit. This aircraft (823) had a drogue chute for test purposes. One time during touch and go landings the chute popped out and the jettison didn't work. While sinking to the ground, I went to burner and was able to burn through the lines. I also did the first approach power tests on the viggie. The aircraft wasw not a comfortable aircraft to land aboard the carrier. It didhowever, have a wonderful mission. I went to Vietnam in 66-67 in the viggie and the photography was fantastic.
Beautiful airplane, but lousy bomber. The concept had a bomb tube with a rear exit between the twin engine exhausts. What was supposed to happen was the nuclear weapon was to be released after an expendable cone was dropped, and the bomb extracted by drogue 'chute. What happened in practice was the drogue chute extracted the bomb, but got ripped off by engine exhaust, with the result being the bomb "drafted" the aircraft uncomfortably close for a short but unpredictable time. Even for a nuke, the accuracy resulting was unacceptable, and a hazard to the aircrew trying to exit the blast zone. Good reconnaissance aircraft, serving well during the Vietnam conflict.
I was a Jet Mech (ADJ-2) in RVAH-9 from 1970-74. Three MED cruises: Saratoga,Forrestal & Independence. What a great plane to work on. Took up alot of space on the flight deck The Vigi with gear up /clean was a beautiful. Remember on the Forrestal cruise(72-72) LCDR Clay Ramskill (now deceased, RIP Clay!) took off and as we were respotting the deck he came in extremely low and in max burner. As he reach the ship ,he went straight vertical and pulled the fuel dump tube. 100 feet off flame behind the bird as he spun out of sight!! Clay was a true Navy Pilot!!!
I was in RVAH 9 from 1963 thru 1965 then RVAH 1 from 1968 thru 1970 I spent many hours working on the camera's...then at photo school in Pensacola 1977 we had one parked in front of our bldg....It was later moved to the Naval Air and Space museum at NAS Sherman Field....
Worked at the O level hanger at NAS Alameda in the early 70's. We often supported Carrier Air Wings prior to deployment. Never forget the night the RA5C's landed post a tailhook failure on the Ranger. Unfortunately the RA5C didn't have a 0 /0 seat, the two fliers were run over by the carrier. They eventually fixed the hook problem. Brave people flying the plane without 0 /0 ejection seat. It was a beautiful plane to see in flight.
