Blaze1

Those are great pictures Lance thanks! I've never seen a picture of it fitted to the F-14 before. On the Intruder glareshield, you can just about distinguish one set of light point slightly more towards the pilot and then further to the right of it, another set of lights pointed at the B/N.

By the AN/ALR-67 being "...exclusively an F/A-18 RWR", I assume you mean it's the only RWR the Hornet ever used, rather than no other jet using it? I don't think the fuzzbuster story is just a legend, but I should have been clearer in my post. There was an article with the vice-president/former vice-president of the Whistler company that manufactured the fuzzbusters, in this case the Whistler Q1000. The Navy bought a whole bunch of them for an absolute bargain, made some small modifications (which surprised the Whistler engineers), most notably drilling a hole precisely in the correct spot to disable the K-band antenna, because the Navy were interested in the X-band spectrum. The VP didn't really want to get involved, because there was far too much bureaucracy and time involved with the Navy for such a small order. A funny anecdote, the Navy wanted the items shipped in plain boxes rather than the standard, Whistler multicoloured design, but the President refused and said the best they could do was stencil "No Step" on the box to make it milspec. The Navy also sent them a ton of paperwork to fill and they just sent it all back as the whole ordeal was such a headache for a small order. Regarding the A-6 fuzzbuster, it wasn't really, at least the one I'm talking about. It was an urgent interim upgrade to detect CW emissions, most notably from the Hawk system. There were two pairs of lights on the glareshield, one for the pilot, the other for the B/N, but they were identical. Each indicator had a green and a yellow light, which alerted the crew to a CW emission from the left or right side of the jet.

Thanks. I'm not familiar with the AN/DLQ-3B/C, but the fuzzbuster system (early 80's I think) I mentioned was an RWR to detect CW emissions that the AN/ALR-45 couldn't. It was attached to the glareshield in the A-6. BTW You spoke about the ALQ-100, -126A and -126B. Was the only real difference between them frequency range and reliability or the -126B for example employ more advanced deceptive techniques the other two didn't?

_Hoss, did you ever work on the interim fuzzbuster A-6's and the ALQ-167?

For those interested, here is a list of Shrike variants I posted on discord about a week ago: AGM-45A-2, - G/H (formerly C) AGM-45B-2, - G/H (formerly C) AGM-45A-3, - E/F (formerly S) AGM-45B-3, - E/F (formerly S) AGM-45A-3A, - E/F (formerly S) AGM-45B-3A, - E/F (formerly S) AGM-45A-3B, - E/F (formerly S) AGM-45B-3B, - E/F (formerly S) AGM-45A-4, - G/H (formerly C) AGM-45B-4, - G/H (formerly C) AGM-45A-6, - H/I (formerly X) AGM-45B-6, - H/I (formerly X) AGM-45A-7, - C/D (formerly L) AGM-45B-7, - C/D (formerly L) AGM-45A-9, - H/I (formerly X) AGM-45B-9, - H/I (formerly X) AGM-45A-9A, - H/I (formerly X) AGM-45B-9A, - H/I (formerly X) AGM-45A-10, - E/F & G/H (formerly S/C) AGM-45B-10, - E/F & G/H (formerly S/C) NOTE: 1) The AGM-45A-2 and AGM-45B-2 are the only versions not to have the angle-gating capability. 2) The AGM-45A-3A and AGM-45B-3A are narrow band versions. 3) The AGM-45A-7 and AGM-45B-7, were the first variants to introduce a cockpit selectable EAS bypass function. 4) The AGM-45A-9A and AGM-45B-9A are G-bias versions.

Were they really all different? I thought there were 4 versions of the 'B', PAT ARM (only 3 converted), Mod 0, Mod 0/1 and Mod 1.

To model the F-111D and or F-111F, having some of the maintenance manuals would also be of great help, but the following aircrew manuals are what you'd need: TO 1F-111D-1 Flight Manual TO 1F-111D-1-1 Flight Manual Performance Data TO 1F-111D-1-2 System Operator Manual Fire Power Control System TO 1F-111D-34-1-1 Nonnuclear Weapon Delivery Manual TO 1F-111A-34-1-2 Nonnuclear Weapon Delivery Manual Basic Information For the 'F' model, it's: TO 1F-111F-1 Flight Manual TO 1F-111F-1-1 Flight Manual Performance Data TO 1F-111F-1-2 System Operator Manual Fire Power Control System TO 1F-111F-1-5 System Operator Manual Fire Power Control System (Pave Tack) TO 1F-111F-1-6 TO 1F-111F-34-1-1 Nonnuclear Weapon Delivery Manual TO 1F-111A-34-1-2 Nonnuclear Weapon Delivery Manual Basic Information

It really shouldn't matter which one is used as they're exactly the same. I guess the only difference would be to use my title page.

I was alerted to this by another member and thought it needed clarification that the statement on the manual isn't a classification, it's just the museums policy. I have the same manual, but an original and not from the museum, so doesn't bear that statement:

I don't think they will.

The AWG-21 equipped 'E's' could carry the AGM-78 and assumed the Iron Hand role from the A-6B. TRAM was introduced in 1979 I believe and the STARM was removed from service in 85 or 86.

Okay, there are some errors here that I hope you don't mind me addressing. So all versions of the the 'B', (there were three I believe) could drop bombs. The Mod 0/1 aircraft had the tracking radars and some of their attack systems removed, meaning they lost a lot of the capabilities that made the A-6 an accurate and potent strike aircraft, but they could still drop bombs. The PAT/ARM version retained all the 'A's' avionics and attack capabilities, while the Mod 1 TIAS jets also had some of their primary attack systems removed, but again could still drop bombs. The 'B' was never HARM capable. The 'E' model had better basic bombing capes (even without TRAM) than the 'A'.

MRTX, do you have a source for this?

Beamscanner, the high drive rate also allows for updating of multiple priority target tracks while in TWS and that includes out of volume target tracks. The articles listed state that the antenna is electronically rotated.