（英語生肉）A-6入侵者式攻擊機

無論是解放軍的期望 戰艦戰略 新的協議和貿易協議 戰爭仍然是世界各國的常識 和和平通常只是戰爭之間的休息 當然我們仍然希望和平和和平之間的合作 也許比以前更艱難 但我們也正在準備 因為我們學習到 力量是戰爭的最佳制裁 而準備纔是我們決心的唯一措施 因此我們保持著如此激烈的警惕 我們正在看著世界 從海和地上的數千艘航空母艦 以一艘運載任務團隊 正在扮演一個更重要的角色 因為現在有更少的外國基地 和更少的外國港口仍然是開放的 我們的海外基地 在許多情況下 也在許多地方 也在許多世界上 我們看到政府的改變 我們看到協議不被通過 我們也失去了一些海外基地 這些是非常有價值的資產 在向全世界展現我們的國際利益 當我們看到這件事發生 就變得很明顯 運載任務團隊 是美國唯一的倒退 是美國唯一能夠 展現我們的國際力量的角色 當你談論一艘攻擊航空母艦 你談論的是 一個國家政策的重大工具 它擁有許多的角色 它必須達到 並且實際上能夠達到 但我們必須記住 這艘航空母艦的主要任務 是展現美國外交政策 在六艘航空母艦 七艘航空母艦 或其他任何位置 都必須承擔 一旦這艘航空母艦發射 一旦它發射 這艘航空母艦會成為 一艘航空母艦的 積極航空基地 它能夠在世界各地 進行高速航行 它能夠在世界各地進行高速航行 操作這艘航空母艦的任務 需要一套不同的航空母艦 不同的武器系統 在空中 混合在一場大型戰爭 或一場噴火中 能夠處理海面和海面的威脅 航空母艦 在最終的分析中 把炸彈放在目標 仍然是攻擊航空母艦的主要角色 這艘航空母艦有 三個攻擊航空母艦 能夠做到 對敵人做出 在二次世界大戰中 對抗敵人的反擊 在韓國和越南的成功 壞天氣和黑暗 是美國的空力的優勢 大幅減少的關鍵元素 讓敵人自由移動 而美國的飛機 在遠方的空中 等待天氣減少 但是 美國空力的效果 是在任何天氣情況下 一種一種的 在防禦系統中 它是唯一的飛機 能夠通過厚重的地震 重雨或厚厚的霧層 去探測、檢查和攻擊 固定或移動敵人的目標 電子的A-6E 是一架新的飛機 最新的雷達、引導航行 和計算機系統 是所有天氣追蹤能力的關鍵元素 但是第一個侵略者 A-6A在1960年代 在越南成功 自那時起 飛機通過了一個 遠程的產品發展計劃 使得今天 它成爲最有效的武器系統 能夠帶領其他飛機 進入目標地區 並掌握近空支援 阻擋和遠程攻擊任務 帶有炸彈擴散 是唯一的B-52 新的飛機設計 A-6E也正在使用 作爲一架ASW飛機 對於飛機搭載者 機構空間總是一個問題 A-6E的多個航行能力 有着區別的優勢 幫助融合 飛機搭載者的整體功能 使飛機更加自夠 飛機的力量更加強 比以往還強 對於海上戰爭 以及對於艦艦行動的支持 海軍 軍事和軍隊 在海上戰爭中 協助海上戰爭 海軍 軍事和軍隊 中央飛機 Once the beachhead is established, close air support is turned over to the marines. Operating a shipboard-like environment on land, taking advantage of abandoned airfields when they exist, or setting up portable landing strips, effective air support can be provided on a moment's notice, where it's needed, when it's needed. By keying a radar beacon on the ground with a computer system in the A6E, close air support can be carried out with an accuracy in air-to-ground weapons that was previously unattainable with a non-radar-significant target. To take full advantage of the system's capabilities, marines have put pilots in the field as forward air controllers to direct beacon operations. Proceed inbound to the following grid, niner, three, six, three, seven, eight, advise whenever to copy target brief, over. Roger, we're proceeding to niner, three, six, three, seven, eight, and go ahead with your brief. Roger, slang one, seven. Wrap-back brief follows. One of the things that's impressed me most with the United States Marine Corps has been its air support, not so much the aircraft as their ability to get the aircraft onto the target. The forward air controllers know their business. Sally ho, one, seven, looking good. And they know the air side, and they know the ground side, and therefore the coordination is extremely good, and the response from the aircraft is good because they're talking to people of their own type. You put a pilot on the ground, and you've got air eyes on the ground directly to the aircraft. The RABFAC itself is kind of fantastic because it's pretty frustrating when you get out there, you've got the aircraft, you've got the enemy situation developing, but you haven't got the weather to get any kind of ordnance on the target. What this RABFAC will do for you, either at night when it's essentially IFR condition or in cloudy weather where you can't see the ground, you can load up a RABFAC, and essentially it's just a transponder, and he can set it up with his radar in the A-6, the Grumman A-6. He can paint that beacon. You can give him the important information, and he can, from that beacon, get an offset bombing point, pick it up and destroy the enemy without ever seeing them. We were getting aircraft with ordnance on the target not more than 33 minutes after the FAC had the original mission, and that's going all the way through up to the DAS. The bird is coming over, making contact, being passed out to the forward air controller, running the strike, and the ordnance on the ground in 33 minutes. These guys will put them anywhere you want them. It's just a question of how close to you do you dare put it. The accuracy is just as accurate as the offset information is given to us. We've flown a lot of beacon hops out of here on a hot pad with the E-system, and our BDA is 90 over 100, and our hits are 10, 20 feet. We can get six bombs to go out on a practice target. With the average aviator and the average BM in the squadron, the reliability and consistency of the system, we can almost guarantee a CEP of zero on straight path attacks, almost guarantee that three of those bombs are going to be bullseye. There's no guarantee with an E, tightest E-system in the world that if you're wrapped up like that dodging a SAM or AAA or something, when you're coming over a target, obviously in a real hot area like over downtown or something like that, you're not going to make more than one pass. So your CEP is going to be predicated in an actual combat environment by what actually is happening over the target. I mean, we don't bomb like old Second World War guns over Schlechtelhagen or whatever those B-29s did. Yeah, most of our runs were single pass. Single pass, depending on where you were. And Vietnam, we found that our best deal was to run in as low as possible. And someone told me when I got there that you'd be running in at 700 feet. And I said, well, you're nuts. I'm not going to be at 700 feet. And the next thing, I found myself pushing 300 feet. Literally just popping up at the last minute just high enough to get out of the blast factor. And that's what we did. And, of course, with the SA-6, it's going to be a little bit different because no matter what altitude you're at, the SAM's going to be able to get you, so we might move it up higher. I don't know. We don't know too much about the SA-6. We know we can defeat a MiG-17 by just that run of the sun. We know that we can outmaneuver at 21 below 50,000 feet. No airplane is all things for all missions, of course. Performance varies with design parameters and the mission at hand. DC-3s outfitted with Gatling guns had their place in Vietnam. But there are better ways to do the job. And when one airplane, like the A-6, is called upon to do several different missions, somebody has to back off and say, I can do with less of this, but I've got to have more of that and be ready to pay for it. Any time you talk performance in an aircraft, you're talking about compromises or trade-offs depending on what you're looking for in the airplane. An attack airplane is designed for long-range heavy payload as opposed to a fighter aircraft which has got to have high-speed capability and, in most cases, a better turning radius. It's fairly easy to make one that goes fast. It's difficult to make one that goes very fast and carries a large external payload. The designers of the A-6 made a compromise, but by making that compromise, we are able to carry a large weapons load. We can carry 15,000 pounds of external stores, and we can carry it pretty well to the fringes of the envelope. The A-6 is a very stable airplane, and as you learn in elementary aerodynamics, when you get at that stability, you trade off some maneuverability. Yet the A-6 is very maneuverable. You've got heavy stick forces. You feel like you might be driving a Mack truck as compared to some more maneuverable airplanes, but it will maneuver, and it'll put bombs on target in any condition. It maintains its energy. You're doing 360 knots running in on a target for a pop-up attack. You can cob it and pull up, and you'll have 300 knots for the roll-in. You'll have that airspeed. You've got a deck-to-10,000-foot pop-up capability with about a 3- to 4-mile standoff easily and still have good roll-in airspeed. I really don't think that there's anybody around that can take as much as we can, as far as we can, and stay as long as we can, and put it on the target with the accuracy that the A-6 can deliver the ordnance and get home with enough gas left to go to an alternate. Performance is only part of the story. The hottest airplane in the inventory isn't worth the hangar space it occupies if you can't rely on it consistently. And any time you're dealing with a sophisticated weapon system, you're faced with problems of availability and maintainability. Readiness is what it's all about. Pilots never want to miss a sortie, and maintenance personnel pride themselves on quick turnarounds to meet demanding flight schedules. With the system reliability of the A-6E, aircraft can be turned around in 45 minutes, and intruder squadrons are making more sortie commitments with total weapon system capability. A built-in test system helps the crew determine status of the various A-6E weapon system components in a matter of minutes. A complete operational check can be accomplished in less than half an hour, go, no-go, in under 15 minutes. The crew knows exactly what they have to work with before they take off. And the bombardier navigator is often able to troubleshoot in-flight malfunctions while in the air, providing a more meaningful debrief back on the deck. To package this kind of capability in one aircraft, and then to keep that aircraft an effective fighting machine over the years in the face of constantly changing technologies and new threats takes a lot of airplane to start with. And a continuous program of product improvement. A-6E has improved means for acquiring and identifying targets and for delivering weapons with greater accuracy than ever before, at night and in any weather conditions. A tram version of the intruder with a forward-looking infrared display, or FLIR, provides television-like pictures of targets that can't be seen by the unaided eye nor sharply delineated by the sweeping now-you-see-it-now-you-don't image on a typical radar scope. Using temperature differences to generate the display, FLIR can help A-6 crewmembers target an enemy tank, a ship's waterline or concealed cargo, and deliver smart laser-guided weapons. Even non-radar significant road patterns and plowed fields can be clearly distinguished. The A-6E is also being equipped to deliver the standoff Condor missile, a self-navigating television-guided system effective at long range against ship and land-based targets. Unmatched versatility of the A-6E and its seemingly endless potential for assuming still greater capabilities is in keeping with the basic design considerations for the aircraft, a flexible weapon system effective in a limited war or an all-out offensive. There's always been a lot of discussion, I think, about the virtues of a very cheap air-to-ground tactical airplane as opposed to the much more expensive all-weather, all-purpose, multi-mission aircraft such as the A-6s. I think we proved without question in Southeast Asia the value and the requirement for a more sophisticated, more capable aircraft than what perhaps the cheapest version we can put on a carrier deck would provide. We proved it nightly from all the carriers in the 7th Fleet when A-6s were often the only tactical aircraft flying over North Vietnam, and that includes the Air Force as well. The aircraft is a super airplane. I'm less emotional about the airplane than some, I think. A machine is a machine, and that's... I don't ascribe a personality to it or anything like that. It's a machine, and if you understand the way it works and it's going to break some, sometimes, and it's not... it's going to work well sometimes. If it's well designed, it'll work most of the time. The A-6E is such a machine for the all-weather mission. It can do anything. Daylight VFR to the most worst night in the world. You can still go out and hit a target. If there's anything we've got to keep in mind with the A-6E is the fact that we have an untapped resource here. We've got to eliminate the tunnel vision, especially in marine close air employment. We've got to eliminate tunnel vision and allow the development of new tactics because the A-6E has a reliability that was virtually undreamed of two years ago and the versatility. We haven't found anywhere near all the possible uses for it. And there's no doubt in my mind, regardless of the hostility that we were involved in or whatever type of war it was, if it was within striking distance of the carrier, the A-6 would be carrying the war to the front at night and in all-weather conditions.