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| Developed to satisfy a US Navy requirement of 1944 for a single-seat carrier-based dive bomber and torpedo carrier, the Douglas AD Skyraider (as it became designated) materialised too late for operational service in World War II. Ordered into production alongside the Martin AM Mauler, which had been developed to meet the same specification, it was to continue in production until 1957; although Martin's aircraft was taken off the production line after 151 had been built.
The Skyraider reflected the navy's wartime experience gained in the Pacific theatre, where it had been proved that the most important requirement for such aircraft was the ability to carry and deliver a heavy load of assorted weapons. Of low-wing monoplane configuration, a big Wright R-3350 radial engine was selected as the most suitable power plant to meet the load-carrying requirement, and this more or less dictated the fuselage proportions. The prototype XBT2D-1 flew for the first time on 18 March 1945. When production terminated 12 years later 3,180 aircraft had been built in many variants.
Although too late for World War II, Skyraiders were successfully deployed in both the Korean War and in Vietnam. Steady development led to the introduction of new power plant and equipment and the AD-5 was one of the most versatile military aircraft in US service. It differed significantly from earlier versions by having a wider and lengthened fuselage and providing side-by-side seating for two crew; specially designed quick-change kits were available so that the basic AD-5 could be utilised as a 12-seat transport, as well as for freight-carrying, ambulance and target-towing roles. When the US tri-service designations were rationalised in 1962, AD-1 to AD-7 versions became redesignated from A-1A to A-1J.
In addition to serving with the US Navy, Skyraiders have been operated also by the USAF and with the Royal Navy, French and Vietnamese Air Forces among others.
| MODEL | AD-7 (AD-1J) |
| ENGINE | 1 x Wright R-3350-26WA, 1985kW |
| WEIGHTS |
| Take-off weight | 11340 kg | 25001 lb |
| Empty weight | 4785 kg | 10549 lb |
| DIMENSIONS |
| Wingspan | 15.47 m | 51 ft 9 in |
| Length | 11.84 m | 39 ft 10 in |
| Height | 4.78 m | 16 ft 8 in |
| Wing area | 37.16 m2 | 399.99 sq ft |
| PERFORMANCE |
| Max. speed | 515 km/h | 320 mph |
| Ceiling | 7740 m | 25400 ft |
| Range | 1448 km | 900 miles |
| ARMAMENT | 4 x 20mm cannon, 3629kg of bombs |
| John Cleveland, e-mail, 27.11.2012 19:31 I flew as a cremen in AD 3W, 4W, %W and 5N while at El Toro with Vmc-3 /VMCJ-3. This weas 1954 thru 1956. Have many fond memories of my many flights and various experiences in the AD. Paramaont among them is the 3rd Marine Air Wing Gunnery Meet in Mojave in 1956. Our squadron was entered in only the air-to-ground phase. Our pilots were individual winners in all the phases, including a pr reply | | Anymouse79, e-mail, 27.09.2012 17:30 I am relaying stories I remember my father and his friends telling when they were over at our house when I was a kid. My father was a Navy Man from the word go. He enlisted right out of high school becoming a Radarman. He went through the Naval Aviation Cadet program. On graduation his first assignment was to Quonsett Point, Mass, flying the Spad. He mostly flew the Guppy version, but he also flew single seaters. He talked about flying attack missions, to include nuclear attack using toss-bombing tactics, in the Spad. Imagine trying to get away from the blast in a Spad. He even talked about doing training attack runs to Naples. I was also told he spotted the first Russian submarine located during the Cuban Crisis. He lost at least one friend to flying, but he went on to fly not just the Spad, but theWilly Fudd (WF-1 or E-1), E-2 Hummer, Fairey Gannet on exchange with the British Royal Navy due to his AEW flying, as well as the C-131 and C-12. He always wanted to do aerobatics with an empty E-2. Things he told me about the Spad was that the limiting factors to Spad flight time was the pilot and the oil capacity. There was only a limited supply of oil on the plane which would go into and out of the engine. It could actually carry more fuel than it had oil for. Then the question was could the pilot fly as long as the oil would last? Up until he passed away, his favorite aircraft was the Spad since it most reminded him of the "real" aircraft flown in World War II when he grew up. That was CAPT "Red," USNR. I'm sure he's still flying a Spad. reply | | Gene Whitney, e-mail, 06.05.2012 21:06 I was on board the Intrepid 1959-1963 in V2 division, I have many stories to tell but concerning the AD6, this one is among the best. I was starboard deck operator and on a very early launch we had a spad on the starboard cat ready for launch. (we usually cat launched two spads before everyone else to give the pilots cat time). It was still dark and the pilot was in full two finger turnup when the the D-ring in the holdback unit failed and the spad was now in a deck launch, without flaps. I had my wands raised and cross in final ready and watching the pilot in his red instrument lights. I threw one wand at the cockpit but it missed and I was thinking he is now committed, I was just wishing he would lower flaps but no. when he left the bow; he dropped like a rock at first and then he slowed and I was beginning to think he would make it, the rate of decent stopped and then the landing gear caught a wave and he did a nose over and the ships horn was blasting and we went hard over to port. I watched the spad go by and the pilot got out and survived. Of course I was interviewed afterwards and every procedure was followed, It was later determined; the D ring was cabable to be inserted into the holdback unit in a cocked position. ( rare). all ended well. reply | | Dick Longlet, e-mail, 19.03.2012 02:55 My 1st flight in a AD-5 was as a E-1 in route to NATTC Mempnis as a Reservist out of NAS Twine Cities in 1960. This was an accelerated program to get people rated to fly as crewmen on P2V's. Flew to Memphis in my dress whites. They were not very white after that flight. Attended boot camp, and ADR "A" school all in Memphis. Had several other flights in the AD-5 over the next 7 years but most of my time was spent in the P2 as an aircrewman. The 3350 was a strong engin but I don't recall many times coming home without one of the engins needing a lot of work. Old airplans, old engins, and changing technology has changed things but still there is nothing like hearing that 3350 come to life reply | |
| | Mike Gallagher, e-mail, 27.02.2012 20:17 It says "every plane ever built". Where is the AD-5. Talk about it, but don't show it. reply | | Steve MacMillan, e-mail, 15.02.2012 20:05 Went through ADR school at NATTC Memphis in 1967. Worked on this aircraft and did turnups. 3000 H.P supercharged engine. Then went to AOCS in Pensacola and assigned to VA125 an A4 Skyhawk RAG who also happened to have the last 2 Navy EA1E 6 place skyraiders. Flew in them every chance I could. One lost its engine and crashed into a snow bank in the Siera mountains in winter. What a great air plane as was the Douglas A4 Skyhawk. reply | | Tim Wooldridge, e-mail, 23.12.2011 00:29 Does anyone know of the details concerning the crash landing of two skyraiders in the med in Algeria about 1964-65. The two pilots were tossed in prison, escape, went to Algiers, we're put back in prison, and later released. reply | | john shippee, e-mail, 10.12.2011 05:45 looking at the above sketches under the specs. the top view shows a straight , symetrtcal fuselage. Actually the fuselage curved to the right (looking aft) with the tail pointing toward 1:oo o'clock, perhaps 10 degrees off the center-line. reply | | Ed Jennings, e-mail, 11.10.2011 19:10 My first flight in a Skyraider was 1962 in the back seat of the A1E assigned to NAMI Pensacola. Was that you Jeb? Anyway, the pilot flew aerobatics while a flight surgeon observed me... I was a NAVCAD "volunteered" as part of the Apollo program study. Little did I realize that I would be flying these later myself. Assigned to VAW-33 in Quonset Pt, have many bounces at "Charley Town"... flew ASW missions aboard Intrepid, Lake Champlain, and Wasp.
Launched off Wasp while it was tied up in Boston Harbor once. Along with the 3 other Guppies in our detachment, helped "pinwheel" the Intrepid at anchor in Sardinia during a simulated emergency evacuation (Pearl Harbor scenario).
Intercepted a "Bear" (TU95U) once in the Atlantic... took photos as part of political campaign to thwart their penchant of recon over our fleet. Dove on him from 30K ft and caught up with him about 10K. Got a good look at those 23mm twin cannons in his tail as they trained on me in my "Guppy".
Have some neat photos of Gemini astronauts we recovered.
Small world... ran into Brian Eakin in Tampa a few years back while buying my motorhome. Found out his wingman was Glenn Kalember when he got shot down in Nam... my wingman in VT31. Had the sad duty to inform him that Glenn bought the farm doing a private airshow for his parents after 2 tours in Nam.
Flew A-4A /B out of South Weymouth in reserves 68-70. Had a lot of fun in the A-4, but nothing like the A-1.
Flew 33 years with TWA, flying 707,727,747,757,767 and MD80. Several squadron mates in TWA... ran into others in other airlines at various times in career. Good memories. reply |
| James R Sadler ( SadMan), e-mail, 23.08.2011 18:25 1953
While at NAS Millington and Class AM A School we were taught the principals on the Structural mechanic Rating on the Corsair.
A beautiful AirCraft.
After completing AM school several of us were transfered to NAS Quonset Point Rhode Island. Immediately upon arrival at Quonset three or four of us were immediately dispatched to NALF Charles Town in the back of a USN Dump Truck Charlestown R.I.was a good assignment
At Charlie town we were assigned Crash Crew and Strucural Fire Fighting duties.
One brght sunny day AB3 Charles Allen and I and AMAN were on duty at the head of the runway while
VC-12 with their
AD-5W's were making touch and go's on the runway.
We saw an AD approaching the runway for his touch and go's with the wheels up.
While Charlie was communicating with the Tower about the problem I was loading and shooting the flair gun as a warning.
None the less the AD touched the runway with wheels up.
The pilot, unknown to me , immediately relize what he had done and gave it full throttle. The AD plowed along the runway for a hunded feet or so and eventually became airborne. He circled the field and landed safely on our chopped up runway.
After he taxied to the Line Shack area and set foot on the ground he started immediately to give Charley and I a hard time for not being alert and doing our job.
Our Chief, A WW2 Sailor, using words that I cannot print said " What do you mean those Sailors were not alert and not doing their Job. It looked like the 4th of July down there when you screwed up, So dont blame my sailors for your screw up".
A good Chied He was. The guppy and the botom of the aircraft was totally wasted,
The props were all cupped from digging ruts in the runway.
one of the props came loose when being examined by the pilot.
The Ole 3350 had guts and the power to do is duty with cometent maintenance and piloting
I was later transferred to VC-12 at Quonset Point and eventually to the USS Intrepid CVA 11 with VC-12.
I was never privy to the name of the pilot that had the
" Controled crash"
at Charlietown "
Guess who was waiing for our arrial oh the Intrepid ?
AB2 Charles Allen my ole buddy who was on the runway when the AD-5W dug in at Charlestown.
HTC Jim Saddler (Ret)
Portsmouth, Ohio reply | | James Shaw, e-mail, 17.08.2011 23:14 GREAT A /C, Was an AO in VA-85 onboard USS Forrestal during a Med Deployment and at NAS Oceana, VA. in the early to mid 1960s. Was always great to load NAPAUM and thoes 5in Rockets. AO2 Willy Ganor was the PO in charge. Fill Them wit oil, kick the tire,light the fire. reply | | Claude F. Hendrickson III, e-mail, 11.08.2011 20:26 I own an AD4N That I bought and imported from France. I was only able to fly it for 14 hours before the Federal Government decided that I am a criminal by "smuggling" the aircraft into the States. It is soon to go to trial here in Birmingham, and I hope that I am able to keep the Skyraider. There are so few left in the world, that we should keep them flying. The US assistant Attorney, Jim Ingram, called the Skyraider a "National Treasure"......the one thing that I can agree with him on. Our Country is in very grave danger.....The Federal Government ignores the Constitution on a daily basis.....Gaurd your freedoms everyone.....you have no idea how precious and tenuous they really are.....Claude Hendrickson reply | | Jack T. French, e-mail, 02.06.2011 02:43 I had the pleasure to be CO of VA-176 with A1 aircraft. The squadron had just returned from Viet-Nam area when I checked in as PCO and was XO during the workup training out of NAS Jax. The squadron had acquired a "Nick Name" as MIG KILLERs, where four SPADS were attacked by NVN Migs....Score was scratch one Mig and one probable..no damage to the SPADS.
Upon return to CONUS, the squadron was scheduled for another SEASIA deployment on the same ship..INTREPID..but brief weeks prior to the scheduled deployment, the squadron was beefed up from 12 to 20 aircraft and was switched to SARATOGA for a Med assignment.
The squadron was involved in the USS LIBERTY attack and actually launched 8 SPADS at 30 minute intervals to fly cover. During the squence the mission was drastically changed since new intell info changed the order of battle. All 20 aircraft were expertly loaded with various ordnance loads for assigned missions. The entire "flap" was put on standdown and the "launched" SPADS were recovered henceforth...and the entire Air Group embarked now had an entirely different mission.
The squadron flew throughout the Med cruise and was to transition to the A-6 upon retun to Jax....HOWEVER upon return we were put on standby and reduced to 4 A1s...and 6 pilots.. The squadron was in existence throughout VA-25s reirement ceremony in Leemore....and we retired the VERY last SPAD to the USAF in NAS QUONSET POINT...way after VA-25s event. It was amatter of CHINFO having prepped the news folks so the ceremoy could not be reassigned to VA-176, who still were an active SPAD squadron.
Is was with dusmay we could not transition into the A6 Intruder, as there were not avail planes. The remainder of the squadron was then temporarily assigned to transition into Porter-Pilatus OV-13 aircraft in Haggerstown, MD... We were to learn how to fly out of a parking lot for use in country Viet Nam. Tis program was shelved when another sircarft manufacturer found out that they had been keft out of the competitive bidding for a similar aircraft with STOL qualities... Needless to say the remaining personnel were again reassigned to different areas and assignments.
The program was later established agin in the form of VAL-3 with OV-10s borrowed from the USMC.... end of the story reply | | Capt. Fred Wicknick, USMCR, e-mail, 15.05.2011 10:39 I flew the AD with a reserve squadron out of NAS Sand Point, Seattle, Washington, from September 1967 as a "Weekend Warrior" while completing my studies at the University of Washington. We were paid well to spend one weekend a month in a challenging aircraft. It was about the last of the military taildraggers and a lot of airplane to fly. The pilot sat about three stories off the ground and landing was the greatest challenge. I was able to walk away from all of my landings.
We did a lot of formation flying on the weekends, with some bombing practice on a target off an island in the Puget Sound. We flew with veterans of both WWII and Korea. I don't remember any of them saying anything about their combat time, nor did they attempt to impart any learning that might help us stay alive in combat.
Anytime during the week we could check out an AD and spend time flying alone North to the entrance of Puget Sound and then South along the Olympic Pensinsula to the Columbia River, and then North again over some of the most beatiful scenery in the world.
Like just about any military airplane I flew, you could trim the AD to fly just about "hands off." Not my favorite bird, but a great experience. reply | |
| | Capt. Fred Wicknick, USMCR, e-mail, 15.05.2011 10:38 I flew the AD with a reserve squadron out of NAS Sand Point, Seattle, Washington, from September 1967 as a "Weekend Warrior" while completing my studies at the University of Washington. We were paid well to spend one weekend a month in a challenging aircraft. It was about the last of the military taildraggers and a lot of airplane to fly. The pilot sat about three stories off the ground and landing was the greatest challenge. I was able to walk away from all of my landings.
We did a lot of formation flying on the weekends, with some bombing practice on a target off an island in the Puget Sound. We flew with veterans of both WWII and Korea. I don't remember any of them saying anything about their combat time, nor did they attempt to impart any learning that might help us stay alive in combat.
Anytime during the week we could check out an AD and spend time flying alone North to the entrance of Puget Sound and then South along the Olympic Pensinsula to the Columbia River, and then North again over some of the most beatiful scenery in the world.
Like just about any military airplane I flew, you could trim the AD to fly just about "hands off." Not my favorite bird, but a great experience. reply | | Capt. Fred Wicknick, USMCR, e-mail, 15.05.2011 06:31 I flew the AD with a reserve squadron out of NAS Sand Point, Seattle, Washington, from September 1967 as a "Weekend Warrior" while completing my studies at the University of Washington. We were paid well to spend one weekend a month in a challenging aircraft. It was about the last of the military taildraggers and a lot of airplane to fly. The pilot sat about three stories off the ground and landing was the greatest challenge. I was able to walk away from all of my landings.
We did a lot of formation flying on the weekends, with some bombing practice on a target off an island in the Puget Sound. We flew with veterans of both WWII and Korea. I don't remember any of them saying anything about their combat time, nor did they attempt to impart any learning that might help us stay alive in combat.
Anytime during the week we could check out an AD and spend time flying alone North to the entrance of Puget Sound and then South along the Olympic Pensinsula to the Columbia River, and then North again over some of the most beatiful scenery in the world.
Like just about any military airplane I flew, you could trim the AD to fly just about "hands off." Not my favorite bird, but a great experience. reply | | Fred West, e-mail, 11.05.2011 18:58 Flew AD's at Cabannas Field, Pensacola for Advance flight training...Loved it...Begged a night hop with a VA detachment aboard Coral Sea (I think)and on final, our lights went out requiring waveoff...Found popped circuit breaker for hook was the problem...Pilot told me to put my finger on the breaker (behind his seat) and hold it in if it popped again...It did, and I did...and we made an O.K.2 pass... Still love the plane and would jump into one in a heartbeat reply | | David Richardson, e-mail, 07.05.2011 00:35 To those who flew or loaded the A-1, did any of you get to work with or drop the BLU-72 /B and if so what was it like? reply | | Tom Lull, e-mail, 31.03.2011 16:19 Graduated VT-30 in May 65. After RAG (VA-122),assigned to VA-152 in Decemer the same year. Made both 66 and 67 tour on the Oriskany. 1500+ hrs. Aircraft brought me home on more than one occasion when the odds said it couldn't. reply |
| Don Olson, e-mail, 24.03.2011 01:26 As a aviation mech I trained on the AD's at NAS Millington, Tn in 1961. A year later in my 2nd flight in an airplane, I flew with a marine major over lake erie from NAS Grosse Ile, Mi. I will never forget what he told me before we took off, If I order you to bail out, you better move or I will be coming right over you. Great memories. reply |
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Tom Lull
Ed, both my wife and I are retired AF. I noticed from the aviastar.org replies that you were assigned to Quonset Point NAS in 1962. My wife’s father was assigned to VAW-33 from Sep 61 to Mar 62 at Quonset Point until his crash on 5 March 62 near Oceana NAS. We are trying locate information concerning the crash. What we have so far is that he crashed on / about 05 /1101 Mar 1962 flying a AD-5W and crashed into the Dismal Swamp near Oceana NAS. Any information you could provide would be greatly appreciated.
Thanks,
Miles.
Miles L Kirkhuff III, Maj, USAF (Retired)
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