GW8345

Bottom pod (Sta 1 of the TER) has Mk 24 GP Warheads with Mk 93 Proximity Fuzes, shoulder pod (Sta 2 of the TER) has Mk 32 AT/APERS warheads with Mk 188 Impact PD fuzes. The Mk 24's are just general purpose high explosive warheads, the Mk 32's are anti-tank, anti-personnel warheads. The Mk 93 Prox Fuze gives the Mk 24's an airburst capability while the Mk 188 Impact Point Detonating fuze makes the Mk 32's effective against heavy armor.

I'm sure at one point they did the load you are asking about, the A-6 guys did some "unusual" SUCAP Alert loads at times. And as always, glad to be of service. 🙂 GW

It was legal to carry two GBU-12's on a TER on the outboard stations, the GBU-12's would be loaded on the shoulder stations and the centerline station would be empty. However, I NEVER saw an A-6 use a TER for anything, I did four cruises with A-6's on deck (VA-35 on the Nimitz and Saratoga) and was stationed at NAS Ocean for the last 10 years of the A-6's service, never saw them use a TER, ever. The A-6E TacMan does authorize certain loads with TER's, I just never saw (or heard) of an A-6 squadron using a TER though. (For TER loaded GBU-12's on inboard and centerline st

Looks to be a SU-CAP Alert load for the gulf. SU-CAP = Surface Unit Combat Air Patrol Edit, also, I believe Collin meant MER's and not TER's in his post (never saw an A-6 carry a TER) and when he stated Mk 80 Series Bomb slicks, the slick means conical fin, all bombs would be thermally protected when they were aboard ship.

Only saw VA-35 load a Skipper once, in fact, I only loaded that damn thing once (when I was in VA-82). The engineers in China Lake who thought up that POS should have been taken out behind the ordnance shop and beaten with their slide rulers!

If I may suggest, I would not weather the exhausts, they weren't weathered in real life and were fairly clean. They were sprayed with a light coat of light weapons oil when a daily was done so they would have a light sheen to them unless the bird had flown that day.

Back in the day the A-6's (TRAM's) flew a lot of Mk 82's, Clusters and GBU-12's (along with a heck of a lot of blue death (Mk 76 practice bombs)). They rarely flew HARM (they left that to the A-7 and F-18's guys), even more rarely did I see Bullwinkle loaded. If you want a cool load out that will get people to stop and stare, put Sidewinders on the outboard stations (ADU-209 / LAU-7 / AIM-9M Sidewinder), I've seen VA-35 on the Nimitz and Saratoga do that a few times (funny as heck watching a bunch of A-6 ordies try to load a Sidewinder, it was like two monkeys and a football.......

The dis-colorization in the turkey feathers wasn't from soot, the metal was dis-colorized due to the oil that was applied to them daily (for you old salts out there it was VV-L-800, bet that brings back memories). Part of the daily inspection was to spray that turkey feather with VV-L-800 (Light Weapons Oil or basically, WD-40), along with all the other bare metal areas on the bird (except the oleo struts).

All the "stingers" I've seen (they used to fly by the ship with it extended) were painted gray, the tip was fiberglass so it was a tan color. The tape you see was called "radome tape" it was put on fiberglass to help prevent it from cracking

Question 1; The A+/B's did not have glove vanes, they were fair'ed over during mod. Question 2: The lightning strip on the canopy was the same as the A's and D's, the A+/B used the same canopy as the A's and the only difference between an A/A+/B canopy and a D canopy was the thickness of the plexiglass. BTW, the strip in the canopy was NOT a "detonation" strip (SMDC), it was for lightning protection in case the canopy was struck by lightning. For the A/A+/B, the canopy had to be jettison before the seats would fire, for the D, there were "canopy

Coolest Aircraft, in no certain order; F-14B Tomcat F4U Corsair F8U Crusader A-5/RA-5 Vigilante DO-335 F-4 Phantom Lynx Helicopter P-51 Mustang A-7E Corsair II A-4 Skyhawk

The bottom of the drop tanks would be scoffed and scrapped with paint chipped off. While they were stored upside down (to prevent rain water from collecting in the trough) they were still sat on the deck when removed off the bird and slide across the deck/flight line to get them out from under the aircraft. Also, it was very common from them to be dropped off the bird and sat on the deck below the rack chocked (to keep it from rolling over) while maintenance was being performed on the rack. Basically, the bottom of the tank got "abused" even though they we

I believe the shuttle adapter Gary is talking about can be seen in this video, many carriers in the late 60's early 70's had the same time of catapult adapters that Gary is talking about.

Everything I've found on the web says this incident took place on 27 Nov 1992 during an attempted coup in Venezuela. https://www.wearethemighty.com/mighty-tactical/venezuelan-f16-shoots-ov10/ https://en.wikipedia.org/wiki/North_American_Rockwell_OV-10_Bronco https://www.thedrive.com/the-war-zone/16565/watch-this-crazy-video-of-a-venezuelan-f-16-gunning-down-an-ov-10-bronco

Parts M25 and M26 are for TARPS configured F-14A and B's, they are never used on F-14D's. Leave them off for an F-14D. hth