BALDWIN HERITAGE MUSEUM ASSOCIATION INC

ELBERTA, AL

Ordnance Shop National Naval Aviation Museum Each squadron embarked aboard an aircraft carrier maintained its own ordnance shop, where red-shirted Aviation Ordnancemen spent their days ensuing that the weapons aboard the air group's aircraft were in working order. Whether it be belting ammunition to be loaded aboard an F6F Hellcat fighter, setting bomb fuses, or cleaning the barrel of a .50 caliber machine gun, the work performed in the ordnance shop was essential to the success of any strike launched from the carrier's deck.
Ordnance Shop Credit: rocbolt

The Baldwin Heritage Museum Association, Inc. (BHMA) is a 501(c)(3) non-profit organization located in Elberta, Alabama. Established in 2000, the mission of BHMA is to preserve, educate and promote the unique history, culture and heritage of Elberta and the surrounding area.

The BHMA operates the Baldwin Heritage Museum which is located in the former Elberta High School building. The museum is dedicated to preserving and sharing the history of Elberta and the surrounding area. Exhibits include artifacts, photographs, and oral histories from the area. In addition, the museum features a research center which offers access to a variety of primary source materials, including census records, maps, and other historical documents.

The BHMA also operates the historic Elberta Depot and the Elberta Town Hall. The Elberta Depot is a restored turn-of-the-century railway station, while the Town Hall is a restored two-story building that served as the local government seat from the 1930s to the 1970s. Both of these buildings are open to the public for tours.

The BHMA also hosts educational events such as lectures, field trips, and special events. These events are designed to educate the public about the history of Elberta and the surrounding area. In addition, the BHMA partners with local schools to offer educational programs to students in the Baldwin County School District.

The BHMA is dedicated to preserving and sharing the unique history and culture of Elberta and the surrounding area. Through its museum, programs, and events, the BHMA is committed to educating the public and preserving the heritage of Elberta and Baldwin County.

BALDWIN HERITAGE MUSEUM ASSOCIATION INC is a Uncategorized or General Museum in ELBERTA AL. US MID #8400100282

The museum is classed as GMU (Uncategorized or General Museums). It comes under American Alliance of Museums (AAM) region: Southeastern (Alabama, Arkansas, Florida, Georgia, Kentucky, Louisiana, Mississippi, North Carolina, South Carolina, Tennessee, Virginia, West Virginia). Total revenue from most recent IRS 990 Form: $ 41,307 from tax period 201212 (YYYYMM).

Ordnance Shop National Naval Aviation Museum Each squadron embarked aboard an aircraft carrier maintained its own ordnance shop, where red-shirted Aviation Ordnancemen spent their days ensuing that the weapons aboard the air group's aircraft were in working order. Whether it be belting ammunition to be loaded aboard an F6F Hellcat fighter, setting bomb fuses, or cleaning the barrel of a .50 caliber machine gun, the work performed in the ordnance shop was essential to the success of any strike launched from the carrier's deck.
West Wing National Naval Aviation Museum
Fat Man Atomic Bomb Replica National Naval Aviation Museum This nuclear device is representative of the type of atomic bomb, nicknamed "Fat Man", that was dropped on Nagasaki, Japan to end the second World War. This same type was also utilized by the Navy in Operation Crossroads, a test to determine the effects of atomic bombs on naval targets, at Bikini Atoll in July of 1946.
Fat Man Atomic Bomb Replica National Naval Aviation Museum This nuclear device is representative of the type of atomic bomb, nicknamed "Fat Man", that was dropped on Nagasaki, Japan to end the second World War. This same type was also utilized by the Navy in Operation Crossroads, a test to determine the effects of atomic bombs on naval targets, at Bikini Atoll in July of 1946.
EA-6B Prowler National Naval Aviation Museum During the Cold War anti-aircraft defenses became increasingly sophisticated, their radars tracking attacking aircraft and guiding both antiaircraft artillery and surface-to-air missiles. To counter this emerging threat, the Navy and Marine Corps adapted aircraft for the electronic countermeasures (ECM) mission, notably the AD Skyraider and F3D Skyknight, a “Q” attached to their designations noting the ECM role (i.e AD-5Q). In 1960, as part of the development of the new A2F (later A-6) Intruder all-weather attack aircraft, Grumman engineers began evaluating an ECM version of the airplane. The result was the EA-6A Intruder, which entered service in Marine Corps squadrons in December 1965, coinciding with the intensification of the air war over North Vietnam during Operation Rolling Thunder. Concurrently, Grumman developed a Tactical Jamming System and defined the requirements for the airplane to serve as a platform for it. The result was the EA-6B Prowler, which built upon the success of the EA-6A, but differed in some respects including size to incorporate a four-man crew consisting of one pilot and three electronic counter-measures officers (ECMO). Over the course of its service life, the Prowler underwent modifications to accommodate improved equipment that enhanced its warfighting capabilities. This included provisions for launching High-speed Anti-radiation Missiles (HARM). Three A-6As served as development aircraft for the EA-6B. The first Prowlers arrived at VAQ-129 at NAS Whidbey Island, WA, in December 1971, and the initial fleet squadrons equipped with the new airplane flew combat missions over North Vietnam as part of Operations Linebacker I and II. This began a lengthy service that lasted over four decades with the Prowler developing into the foremost electronic attack platform in the U.S. military arsenal, supporting combat missions in Grenada, Lebanon, Libya, Iraq, Bosnia, and Afghanistan and other crises around the world. A summary of air operations in Operation Desert Storm in 1991 captured the importance of the EA-6B. “Critical to the success of all aviation missions was the role of electronic countermeasures “jamming” or “defense suppression” aircraft. Navy EA-6B Prowlers determined threat location then jammed and destroyed enemy radars. Navy defense suppression aircraft supported all U.S. and coalition forces— in fact, availability of the EA-6Bs was a go/no-go criterion for many strike missions. If Navy defense suppression wasn’t available, the missions didn’t fly.” The museum’s EA-6B (Bureau Number 156481) was the first aircraft constructed from the beginning as a Prowler and not modified from an A-6A. Accepted by the Navy on New Year’s Eve in 1969, it flew as a weapons test platform before assignment to VAQ-129, the EA-6B fleet replacement squadron. It served at sea with VAQ-130, VAQ-140 VAQ-137, their collective service including an around-the-world cruise, deployments to the Mediterranean Sea and the Arabian Gulf, and operations in Somalia and Bosnia. The airplane’s final assignment was as a test platform with VX-23. Bureau Number 156481 arrived at the museum on June 30, 2010. During its four decades of service, it logged over 6,000 flight hours and made 924 arrested landings. Specifications Manufacturer: Grumman Aerospace Corporation Dimensions: Length: 59 ft., 10 in.; Height: 16 ft., 3 in.; Wingspan: 53 ft. Weights: Empty: 32,162 lb.; Gross: 65,000 lb. Power Plant: Two 11,200 lb. static thrust Pratt & Whitney J52-P-408 turbojets Performance: Maximum Speed: 610 M.P.H. at sea level; Service ceiling: 38,000 ft.; Range: 2,400 miles Armament: Provision for AGM-88 HARM Crew: One pilot and three electronic counter-measures officers
EA-6B Prowler National Naval Aviation Museum During the Cold War anti-aircraft defenses became increasingly sophisticated, their radars tracking attacking aircraft and guiding both antiaircraft artillery and surface-to-air missiles. To counter this emerging threat, the Navy and Marine Corps adapted aircraft for the electronic countermeasures (ECM) mission, notably the AD Skyraider and F3D Skyknight, a “Q” attached to their designations noting the ECM role (i.e AD-5Q). In 1960, as part of the development of the new A2F (later A-6) Intruder all-weather attack aircraft, Grumman engineers began evaluating an ECM version of the airplane. The result was the EA-6A Intruder, which entered service in Marine Corps squadrons in December 1965, coinciding with the intensification of the air war over North Vietnam during Operation Rolling Thunder. Concurrently, Grumman developed a Tactical Jamming System and defined the requirements for the airplane to serve as a platform for it. The result was the EA-6B Prowler, which built upon the success of the EA-6A, but differed in some respects including size to incorporate a four-man crew consisting of one pilot and three electronic counter-measures officers (ECMO). Over the course of its service life, the Prowler underwent modifications to accommodate improved equipment that enhanced its warfighting capabilities. This included provisions for launching High-speed Anti-radiation Missiles (HARM). Three A-6As served as development aircraft for the EA-6B. The first Prowlers arrived at VAQ-129 at NAS Whidbey Island, WA, in December 1971, and the initial fleet squadrons equipped with the new airplane flew combat missions over North Vietnam as part of Operations Linebacker I and II. This began a lengthy service that lasted over four decades with the Prowler developing into the foremost electronic attack platform in the U.S. military arsenal, supporting combat missions in Grenada, Lebanon, Libya, Iraq, Bosnia, and Afghanistan and other crises around the world. A summary of air operations in Operation Desert Storm in 1991 captured the importance of the EA-6B. “Critical to the success of all aviation missions was the role of electronic countermeasures “jamming” or “defense suppression” aircraft. Navy EA-6B Prowlers determined threat location then jammed and destroyed enemy radars. Navy defense suppression aircraft supported all U.S. and coalition forces— in fact, availability of the EA-6Bs was a go/no-go criterion for many strike missions. If Navy defense suppression wasn’t available, the missions didn’t fly.” The museum’s EA-6B (Bureau Number 156481) was the first aircraft constructed from the beginning as a Prowler and not modified from an A-6A. Accepted by the Navy on New Year’s Eve in 1969, it flew as a weapons test platform before assignment to VAQ-129, the EA-6B fleet replacement squadron. It served at sea with VAQ-130, VAQ-140 VAQ-137, their collective service including an around-the-world cruise, deployments to the Mediterranean Sea and the Arabian Gulf, and operations in Somalia and Bosnia. The airplane’s final assignment was as a test platform with VX-23. Bureau Number 156481 arrived at the museum on June 30, 2010. During its four decades of service, it logged over 6,000 flight hours and made 924 arrested landings. Specifications Manufacturer: Grumman Aerospace Corporation Dimensions: Length: 59 ft., 10 in.; Height: 16 ft., 3 in.; Wingspan: 53 ft. Weights: Empty: 32,162 lb.; Gross: 65,000 lb. Power Plant: Two 11,200 lb. static thrust Pratt & Whitney J52-P-408 turbojets Performance: Maximum Speed: 610 M.P.H. at sea level; Service ceiling: 38,000 ft.; Range: 2,400 miles Armament: Provision for AGM-88 HARM Crew: One pilot and three electronic counter-measures officers
F-14D Tomcat National Naval Aviation Museum Perhaps the most widely recognized Navy fighter thanks to its starring role in Top Gun, the F-14 Tomcat served as an advanced interceptor and air superiority fighter, capable of attacking six enemy aircraft simultaneously at a range of over 100 miles with the AIM-54 Phoenix missile. The Museum's F-14D, Bureau Number 161159, logged the final combat mission in the long history of the Tomcat, one that concluded when it trapped on the deck of USS Theodore Roosevelt (CVN-71) on 8 February 2006. It was a failed attempt at standardization that resulted in the design of perhaps the most famous fighter of the modern era. When a Navy version of the U.S. Air Force F-111 failed to meet exacting requirements for a carrier-based fighter, the Navy initiated a design competition for a new air superiority aircraft. The result was a design marvel featuring a unique variable sweep wing—the F-14 Tomcat. Equipped with a weapon control system that enabled the aircraft's crew to track 24 hostile targets at a range of 195 miles and attack six simultaneously with AIM-54 Phoenix missiles, deliveries to the Navy began in June 1972 with deployment of operational carrier squadrons in 1975. The F-14 made a brief appearance over Vietnam, flying protective patrols for helicopters effecting the final evacuation of American personnel and foreign nationals from Saigon with no opposition from enemy fighters. The Middle East was destined to become the scene of the Tomcat's combat initiation during encounters with Libyan fighters during the 1980s. Upgraded F-14A (plus) and F-14Ds came into service in the late 1980s and early 1990s, boasting enhanced avionics and more powerful F110-GE-400 turbofans. The aircraft also proved an outstanding air-to-ground platform employing a capability present from the initial design work, but rarely employed. At peak employment, thirty Navy squadrons operated F-14s. Tomcats flew combat missions during the Gulf War and in missions over Iraq and Afghanistan from 2001 until the F-14's retirement in 2006. The Museum's F-14D, Bureau Number 161159, logged the final combat mission in the long history of the Tomcat, one that concluded when it trapped on the deck of the carrier Theodore Roosevelt (CVN-71) on 8 February 2006. The aircraft was piloted by Captain William G. Sizemore, II. It was flight delivered to Naval Air Station (NAS) Pensacola, Florida, directly from Fighter Squadron (VF) 213, to which it had been assigned since 1997. Originally accepted by the Navy as an F-14A in December 1980, it was converted to the F-14D configuration in September 1991. The aircraft flew its first combat missions over Afghanistan as part of Operation Enduring Freedom, logging missions from the deck of the carrier Carl Vinson (CVN-70). The last of its 224 combat sorties occurred in the skies over Iraq. SPECIFICATIONS Manufacturer:Grumman Corporation Type: Carrier-based air superiority fighter Crew: Pilot and Radar Intercept Officer Powerplant: Two 27,800 lb. General Electric F110-GE-400 afterburning turbofans Dimensions: Length: 62 ft., 8 in. Height: 16 ft. Span (max spread): 64 ft., 1 in. Weight: Empty: 43,735 lb. Gross: 74,350 lb. Performance: Max Speed: 1,544 mph at 40,000 ft. Ceiling: 55,000 ft. Armament: One 20mm cannon; AIM-7 Sparrow; AIM-9 Sidewinder; AIM-54 Phoenix missiles
F-14D Tomcat National Naval Aviation Museum Perhaps the most widely recognized Navy fighter thanks to its starring role in Top Gun, the F-14 Tomcat served as an advanced interceptor and air superiority fighter, capable of attacking six enemy aircraft simultaneously at a range of over 100 miles with the AIM-54 Phoenix missile. The Museum's F-14D, Bureau Number 161159, logged the final combat mission in the long history of the Tomcat, one that concluded when it trapped on the deck of USS Theodore Roosevelt (CVN-71) on 8 February 2006. It was a failed attempt at standardization that resulted in the design of perhaps the most famous fighter of the modern era. When a Navy version of the U.S. Air Force F-111 failed to meet exacting requirements for a carrier-based fighter, the Navy initiated a design competition for a new air superiority aircraft. The result was a design marvel featuring a unique variable sweep wing—the F-14 Tomcat. Equipped with a weapon control system that enabled the aircraft's crew to track 24 hostile targets at a range of 195 miles and attack six simultaneously with AIM-54 Phoenix missiles, deliveries to the Navy began in June 1972 with deployment of operational carrier squadrons in 1975. The F-14 made a brief appearance over Vietnam, flying protective patrols for helicopters effecting the final evacuation of American personnel and foreign nationals from Saigon with no opposition from enemy fighters. The Middle East was destined to become the scene of the Tomcat's combat initiation during encounters with Libyan fighters during the 1980s. Upgraded F-14A (plus) and F-14Ds came into service in the late 1980s and early 1990s, boasting enhanced avionics and more powerful F110-GE-400 turbofans. The aircraft also proved an outstanding air-to-ground platform employing a capability present from the initial design work, but rarely employed. At peak employment, thirty Navy squadrons operated F-14s. Tomcats flew combat missions during the Gulf War and in missions over Iraq and Afghanistan from 2001 until the F-14's retirement in 2006. The Museum's F-14D, Bureau Number 161159, logged the final combat mission in the long history of the Tomcat, one that concluded when it trapped on the deck of the carrier Theodore Roosevelt (CVN-71) on 8 February 2006. The aircraft was piloted by Captain William G. Sizemore, II. It was flight delivered to Naval Air Station (NAS) Pensacola, Florida, directly from Fighter Squadron (VF) 213, to which it had been assigned since 1997. Originally accepted by the Navy as an F-14A in December 1980, it was converted to the F-14D configuration in September 1991. The aircraft flew its first combat missions over Afghanistan as part of Operation Enduring Freedom, logging missions from the deck of the carrier Carl Vinson (CVN-70). The last of its 224 combat sorties occurred in the skies over Iraq. SPECIFICATIONS Manufacturer:Grumman Corporation Type: Carrier-based air superiority fighter Crew: Pilot and Radar Intercept Officer Powerplant: Two 27,800 lb. General Electric F110-GE-400 afterburning turbofans Dimensions: Length: 62 ft., 8 in. Height: 16 ft. Span (max spread): 64 ft., 1 in. Weight: Empty: 43,735 lb. Gross: 74,350 lb. Performance: Max Speed: 1,544 mph at 40,000 ft. Ceiling: 55,000 ft. Armament: One 20mm cannon; AIM-7 Sparrow; AIM-9 Sidewinder; AIM-54 Phoenix missiles
A-7E Corsair II National Naval Aviation Museum It is not easy to replace a legend, but in May 1963, the Navy called upon aircraft manufacturers to submit design proposals to succeed the A-4 Skyhawk in the light attack role. With a desire for the airplane to be in service by 1967, one of the requirements placed on those companies submitting proposals was that the development had to be based on the modification of type of airplane already in service. Thus, Grumman, Chance Vought (later LTV Aerospace), Douglas, and North American submitted designs similar in appearance to some of their successful designs. Chance Vought’s proposal offered the best flying qualities, favorable maintenance characteristics, and lowest vulnerability at the lowest cost. In appearance, it resembled the company’s F-8 Crusader, notably in the single jet intake gaping beneath the nose, but the proposed airplane’s short and stubby silhouette embodied ruggedness and left little doubt that it was designed to carry bombs. While it brought no significant advantage in speed over the A-4 Skyhawk, the aircraft that became known as the A-7 Corsair II boasted nearly double the ordnance payload and a greater range. The A-7A first took to the air in September 1965, and exactly a year later the first operational squadrons began receiving the type for the training of pilots that would take the airplane into frontline service. By that time, naval aviation was heavily engaged in the air war over Vietnam, meaning that the first tactical squadron equipped with the Corsair II, Attack Squadron (VA) 147, made its first cruise under combat conditions, flying their first missions over North Vietnam in December 1967. By that time, its successor, the A-7B was already in production, its first flight occurring in February 1968. All told, seven production versions of the aircraft operated with the Navy, including the two-seat TA-7C and the EA-7L for electronic countermeasures work. Another version, the A-7D, flew operationally with the U.S. Air Force. The final version of the Corsair II was the A-7E, which first flew in November 1968, and featured a 14,250 lb. static thrust Allison TF41-A-2 engine, improved avionics and hydraulic systems, and a multi-barrel M61 cannon. Over the course of the production of the A-7E, which encompassed 535 airplanes, such features as Target-Recognition Attack Multi-Sensors (TRAM) and Forward Looking Infra-Red (FLIR) were incorporated to improve the airplane’s attack capabilities. The A-7E flew its first combat missions over Vietnam in May 1970, and was part of the Navy’s offensive firepower during the Operation Linebacker strikes and the aerial mining of North Vietnamese ports that occurred in 1972. Following the end of the Vietnam War, the A-7E remained a mainstay on carrier flight decks, called into combat action throughout the 1980s in Grenada, Lebanon, Libya, and Panama. By the time Navy carriers launched their first strikes into Iraq and Kuwait as part of Operation Desert Storm in January 1991, only two A-7E squadrons remained, VA-46 and VA-72 operating from John F. Kennedy (CV 67). It marked the final deployment of the venerable Corsair II, whose beginning and end came in the face of enemy fire. The aircraft on display, A-7E (Bureau Number 160714), last flew operationally with VA-46 off John F. Kennedy (CVA-67) during Operation Desert Storm. It logged 37 combat missions over Iraq and Kuwait during the Gulf War, including the strike against Baghdad on the opening night of the air campaign. Manufacturer: LTV Aerospace Corporation Dimensions: Length: 46 ft., 1½ in.; Height: 16 ft., ¾ in.; Wingspan: 38 ft., 9 in. Weights: Empty: 19,490 lb.; Gross: 49,000 lb. Power Plant: One 14,250 lb. static thrust Allison TF41-A-2 turbofan Performance: Maximum Speed: 693 M.P.H. at sea level; Service Ceiling: 43,000 ft.; Range: 980 miles (with bomb load) Armament: One 20mm M61-A1 gun; provisions for AIM-9 Sidewinders and 10,000 lb. of ordnance Crew: Pilot
A-7E Corsair II National Naval Aviation Museum It is not easy to replace a legend, but in May 1963, the Navy called upon aircraft manufacturers to submit design proposals to succeed the A-4 Skyhawk in the light attack role. With a desire for the airplane to be in service by 1967, one of the requirements placed on those companies submitting proposals was that the development had to be based on the modification of type of airplane already in service. Thus, Grumman, Chance Vought (later LTV Aerospace), Douglas, and North American submitted designs similar in appearance to some of their successful designs. Chance Vought’s proposal offered the best flying qualities, favorable maintenance characteristics, and lowest vulnerability at the lowest cost. In appearance, it resembled the company’s F-8 Crusader, notably in the single jet intake gaping beneath the nose, but the proposed airplane’s short and stubby silhouette embodied ruggedness and left little doubt that it was designed to carry bombs. While it brought no significant advantage in speed over the A-4 Skyhawk, the aircraft that became known as the A-7 Corsair II boasted nearly double the ordnance payload and a greater range. The A-7A first took to the air in September 1965, and exactly a year later the first operational squadrons began receiving the type for the training of pilots that would take the airplane into frontline service. By that time, naval aviation was heavily engaged in the air war over Vietnam, meaning that the first tactical squadron equipped with the Corsair II, Attack Squadron (VA) 147, made its first cruise under combat conditions, flying their first missions over North Vietnam in December 1967. By that time, its successor, the A-7B was already in production, its first flight occurring in February 1968. All told, seven production versions of the aircraft operated with the Navy, including the two-seat TA-7C and the EA-7L for electronic countermeasures work. Another version, the A-7D, flew operationally with the U.S. Air Force. The final version of the Corsair II was the A-7E, which first flew in November 1968, and featured a 14,250 lb. static thrust Allison TF41-A-2 engine, improved avionics and hydraulic systems, and a multi-barrel M61 cannon. Over the course of the production of the A-7E, which encompassed 535 airplanes, such features as Target-Recognition Attack Multi-Sensors (TRAM) and Forward Looking Infra-Red (FLIR) were incorporated to improve the airplane’s attack capabilities. The A-7E flew its first combat missions over Vietnam in May 1970, and was part of the Navy’s offensive firepower during the Operation Linebacker strikes and the aerial mining of North Vietnamese ports that occurred in 1972. Following the end of the Vietnam War, the A-7E remained a mainstay on carrier flight decks, called into combat action throughout the 1980s in Grenada, Lebanon, Libya, and Panama. By the time Navy carriers launched their first strikes into Iraq and Kuwait as part of Operation Desert Storm in January 1991, only two A-7E squadrons remained, VA-46 and VA-72 operating from John F. Kennedy (CV 67). It marked the final deployment of the venerable Corsair II, whose beginning and end came in the face of enemy fire. The aircraft on display, A-7E (Bureau Number 160714), last flew operationally with VA-46 off John F. Kennedy (CVA-67) during Operation Desert Storm. It logged 37 combat missions over Iraq and Kuwait during the Gulf War, including the strike against Baghdad on the opening night of the air campaign. Manufacturer: LTV Aerospace Corporation Dimensions: Length: 46 ft., 1½ in.; Height: 16 ft., ¾ in.; Wingspan: 38 ft., 9 in. Weights: Empty: 19,490 lb.; Gross: 49,000 lb. Power Plant: One 14,250 lb. static thrust Allison TF41-A-2 turbofan Performance: Maximum Speed: 693 M.P.H. at sea level; Service Ceiling: 43,000 ft.; Range: 980 miles (with bomb load) Armament: One 20mm M61-A1 gun; provisions for AIM-9 Sidewinders and 10,000 lb. of ordnance Crew: Pilot
A-7E Corsair II National Naval Aviation Museum It is not easy to replace a legend, but in May 1963, the Navy called upon aircraft manufacturers to submit design proposals to succeed the A-4 Skyhawk in the light attack role. With a desire for the airplane to be in service by 1967, one of the requirements placed on those companies submitting proposals was that the development had to be based on the modification of type of airplane already in service. Thus, Grumman, Chance Vought (later LTV Aerospace), Douglas, and North American submitted designs similar in appearance to some of their successful designs. Chance Vought’s proposal offered the best flying qualities, favorable maintenance characteristics, and lowest vulnerability at the lowest cost. In appearance, it resembled the company’s F-8 Crusader, notably in the single jet intake gaping beneath the nose, but the proposed airplane’s short and stubby silhouette embodied ruggedness and left little doubt that it was designed to carry bombs. While it brought no significant advantage in speed over the A-4 Skyhawk, the aircraft that became known as the A-7 Corsair II boasted nearly double the ordnance payload and a greater range. The A-7A first took to the air in September 1965, and exactly a year later the first operational squadrons began receiving the type for the training of pilots that would take the airplane into frontline service. By that time, naval aviation was heavily engaged in the air war over Vietnam, meaning that the first tactical squadron equipped with the Corsair II, Attack Squadron (VA) 147, made its first cruise under combat conditions, flying their first missions over North Vietnam in December 1967. By that time, its successor, the A-7B was already in production, its first flight occurring in February 1968. All told, seven production versions of the aircraft operated with the Navy, including the two-seat TA-7C and the EA-7L for electronic countermeasures work. Another version, the A-7D, flew operationally with the U.S. Air Force. The final version of the Corsair II was the A-7E, which first flew in November 1968, and featured a 14,250 lb. static thrust Allison TF41-A-2 engine, improved avionics and hydraulic systems, and a multi-barrel M61 cannon. Over the course of the production of the A-7E, which encompassed 535 airplanes, such features as Target-Recognition Attack Multi-Sensors (TRAM) and Forward Looking Infra-Red (FLIR) were incorporated to improve the airplane’s attack capabilities. The A-7E flew its first combat missions over Vietnam in May 1970, and was part of the Navy’s offensive firepower during the Operation Linebacker strikes and the aerial mining of North Vietnamese ports that occurred in 1972. Following the end of the Vietnam War, the A-7E remained a mainstay on carrier flight decks, called into combat action throughout the 1980s in Grenada, Lebanon, Libya, and Panama. By the time Navy carriers launched their first strikes into Iraq and Kuwait as part of Operation Desert Storm in January 1991, only two A-7E squadrons remained, VA-46 and VA-72 operating from John F. Kennedy (CV 67). It marked the final deployment of the venerable Corsair II, whose beginning and end came in the face of enemy fire. The aircraft on display, A-7E (Bureau Number 160714), last flew operationally with VA-46 off John F. Kennedy (CVA-67) during Operation Desert Storm. It logged 37 combat missions over Iraq and Kuwait during the Gulf War, including the strike against Baghdad on the opening night of the air campaign. Manufacturer: LTV Aerospace Corporation Dimensions: Length: 46 ft., 1½ in.; Height: 16 ft., ¾ in.; Wingspan: 38 ft., 9 in. Weights: Empty: 19,490 lb.; Gross: 49,000 lb. Power Plant: One 14,250 lb. static thrust Allison TF41-A-2 turbofan Performance: Maximum Speed: 693 M.P.H. at sea level; Service Ceiling: 43,000 ft.; Range: 980 miles (with bomb load) Armament: One 20mm M61-A1 gun; provisions for AIM-9 Sidewinders and 10,000 lb. of ordnance Crew: Pilot
AGM-88 HARM Missile National Naval Aviation Museum The use of radar to track attacking aircraft appeared in combat during World War II, countering this threat quickly becoming a focus in air warfare. Introduced in 1983, the AGM-88 High-Speed Anti-Radiation (HARM) missile represents one of the latest weapons in this ongoing effort, capable of homing in on emissions from enemy radar-guided antiaircraft sites and destroying them. HARMs first saw action over Libya in 1986 and U.S. aircraft launched them in subsequent actions over Iraq and Afghanistan.

Contact BALDWIN HERITAGE MUSEUM ASSOCIATION INC

BALDWIN HERITAGE MUSEUM ASSOCIATION INC
PO BOX 356
ELBERTA
AL
36530-0356

Disclaimer: please note this database is maintained by volunteers and whilst we endeavour to do our best, we cannot guarantee the accuracy of the listing.

If you notice any errors or omissions in the listing, please let us know in the comments section below.

< PERDUE HILL CLAIBORNE HISTORIC PRESERVATION FOUNDATION INC AUTAUGA COUNTY HERITAGE ASSOCIATION >

Find more ELBERTA AL Museums

What 3 Words

///implication.participants.flips. Near Elberta, Alabama

Nearby Museums

BALDWIN HERITAGE MUSEUM ASSOCIATION INC

Map of BALDWIN HERITAGE MUSEUM ASSOCIATION INC

BALDWIN HERITAGE MUSEUM ASSOCIATION INC Information

MID # 8400100282
Name BALDWIN HERITAGE MUSEUM ASSOCIATION INC
Alternate Name
Classification Uncategorized or General Museums, , Southeastern
Federal Employer Identification Number (EIN) 630815980
NTEECC A50
Tax period of the latest return filed (YYYYMM) 201212
INCOME 41,717
REVENUE 41,307
LAT/LONG 30.407149, -87.554263
CODES FIPS State Code: 01
FIPS County Code: 003
US Census Tract: 011601
US Census Block: 2000