LTV A-7 Corsair II in Portuguese service

The Portuguese Air Force (PoAF) operated 50 LTV A-7 Corsair II aircraft in the anti-ship, air interdiction and air defense roles between 1981 and 1999. The Portuguese government acquired the Corsair to replace the PoAF's North American F-86 Sabre fighters, with two orders being placed for a total of 50 A-7P and TA-7P. As part of the program one TA-7C belonging to the United States Navy was also loaned to the PoAF.

During its 18 years of service in the PoAF the A-7 fleet suffered 14 accidents and suffered from numerous maintenance and logistic problems in its last years of service due to the lack of spare parts and financial problems. Nevertheless, the program was seen as a success due to the evolution that it allowed the Air Force in aircraft maintenance, with focus in modern computer and electronic systems, and in the qualification of technicians and the modernization of the Portuguese military aviation industry.

Acquisition
Following the performance of the F-86 Sabre and Fiat G.91 in the Ultramar War it became aware that Portugal lacked a modern fighter capable of countering emerging threats to the air defense, leading the Portuguese Air Force throughout the late-1960s to the mid-1970s to evaluate the Dassault Mirage III, McDonnell Douglas F-4 Phantom II, SAAB J-35 Draken, and later the Dassault Mirage 5 as replacements for the Sabre fleet. However, the end of the war followed by major reorganizations of the military and financial problems resulted in the cancellation of this acquisition plan.

Nevertheless, the lack of capacity of the F-86 Sabre in providing air defense against new fighters entering service with other nations and in honoring Portugal's commitments to NATO lead to the creation of a program to replace the PoAF's F-86F Sabre fighters. With the economic situation of the country at the time and the urgency of the acquisition the decision was made to acquire an already available type through the United States Military Assistance Program.

By 1976 the preferred aircraft by the military command was the Northrop F-5E Tiger II, with Portugal leasing Northrop T-38 Talon aircraft as part of the "Peace Talon" program to establish and provide a supersonic-capable lead-in fighter training and eventually provide operational conversion. In March of that same year a camouflage scheme for the F-5 was published in the Diário da República.

The interest of the Portuguese government and military then shifted by late-1970s from the F-5 to the Vought A-7 Corsair II, with the F-4 Phantom II also being considered. While the A-7 lacked the interception and air superiority capabilities initially intended for the F-86 replacement it was seen that the aircraft would still provide a technological leap and an improvement in human resources qualification to the Air Force and still be of value to the national defense interests. Additionally, the Corsair provided an ideal platform for the Portuguese role in an eventual conflict with the Warsaw Pact during the Cold War, which was to mainly protect the Atlantic Ocean resupply routes from the United States to Europe. Furthermore, the selection of the A-7 permitted more cost reductions by allowing the Air Force to move from two distinct aircraft types, one dedicated to air defense and the other to ground attack, to a single aircraft.

The A-7 Corsair II was officially selected and in May 5, 1980, the V-519 contract was signed for twenty aircraft, in which the program costs were shared by Portugal and the United States as part of both the Military Assistance Program and the agreement between the two countries for the use of the Lajes Air Base. Later in May 1983, Portugal ordered an additional thirty aircraft.

Vought A-7P/TA-7P
The A-7P version acquired by Portugal were reconstructed and converted A-7A airframes powered by the Pratt & Whitney TF30-P-408 engine and equipped with A-7E/A-7D avionics. The initial 20 airframes for this conversion were chosen from 28 former-United States Navy airframes stored at AMARC, with the remaining 8 airframes being used for spare parts.

Six TA-7P later bought were also former A-7A airframes converted to tandem, twin-seat aircraft for training and operational pilot conversion that had the same capabilities as the A-7P with the exception of the cannons, which were replaced by an oxygen system.

The airframes from both orders that were selected from AMARC had already between 2,331 and 4,523 flight hours before their conversion.

The avionics of the P version included the AN/ASN-91B armament control and navigation system, which was consisted primarily of the Navigation/Weapon Delivery Computer (NWDC), air data computer (ADC), Flight Data Computer (FDC), AN/AVQ head-up display (HUD), ASCU/JBOX armament pylon station control unit, projected map display system (PMDS), and was equipped with the AN/ASN-90 inertial navigation system, AN/ASN-190 navigation Doppler radar, and the AN/APQ-126 terrain-following radar. This version was equipped with two Colt Mk 12 cannon that originally were used by the USN's A-7A and was capable of using newer missiles and bombs due to its modern avionics and sensors. All aircraft retained their in-flight refueling systems, making the A-7 the first aircraft operated by the PoAF with this capability.

These armament included the AIM-9 Sidewinder missile (P version) and in its last years of service the L version, BAP 100, M-117, Mk 20, Mk 82, Mk 83, Mk 84, BL755 bombs, Folding-Fin Aerial Rocket, CRV-7 rockets, AGM-65 Maverick (B and G versions).

Between 1982 and 1989 the A-7 fleet was modernized with a hydraulic system upgrade, AN/ALR-46 radar warning receiver installation, IFF system implementation, and the installation of an Engine Condition Monitoring (ECM) system. In 1990 the HUD was further upgraded and received the CTVRDS recording system, the AN/ALR-46 was replaced by the SPS-1000 system, AN/ALE-40 Chaff and Flare dispenser system, and received the Improved Night Lights update and TA-7P were installed with Automatic Maneuvering Flaps (AMF).

In 1991, the PoAF bought AN/ALQ-131 electronic countermeasure pods to equip the A-7P. Later in 1995 the fire control and navigation computer (OFP-2) received a major update.

Operational service
The Portuguese Air Force operated the A-7 primarily in the tactical air support for maritime operations and air interdiction roles, while air defense and counter air operations were subjected to a secondary role. These aircraft were operated by 302 Squadron, replacing the F-86F Sabre, and 304 Squadron, later created to operate the A-7, and served alongside the Fiat G.91 until this aircraft's retirement in 1993.

While these aircraft did not see any combat it was an important part of Portugal's commitment to NATO during the Cold War with both its operating squadrons being under the command of the Supreme Allied Commander Atlantic.

During their service the loss of several aircraft in accidents allied to lack of spare parts and logistics problems lead to severe maintenance problems in the fleet's maintenance and resulted in the available fighters no longer being assigned and dedicated to one specific squadron but shared and assigned to a squadron as needed. More severely several aircraft started being cannibalized and used as sources for spare parts to service other fighters.

These maintenance difficulties and financial problems resulted in the reduction of the squadron's flight hours, with the fleet only flying two hours in May 1988 and another 16 hours in August 1995, having the fleet been completely grounded in September of that year.

Introduction into service
The initial team of Portuguese pilot instructors (núcleo inicial de pilotos) underwent theoretical instruction and flight qualification training at Vought's facilities in Dallas, Texas, from October 12 to December 23, 1981. A cheaper alternative to train these first Portuguese A-7 pilots with the Air National Guard's A-7D at Tucson Air National Guard Base was also studied but the idea was discarded because of the differences between the A-7D and the A-7P versions.

Official delivery of the A-7P took place on August 18, 1981, at Andrews Air Force Base, where the Portuguese ambassador announced the intention to order a second squadron. The first part of the delivery of the aircraft to mainland Portugal, nicknamed Operation Peregrine Falcon (Operação Falcão Peregrino), started on December 21, 1981, with the first nine A-7P piloted by Vought and PoAF pilots taking off from Dallas and being supported by one PoAF C-130 Hercules, from 501 Squadron. These aircraft arrived on December 24, 1981, at Monte Real Air Base and the reception ceremony taking place on January 8, 1982. The remaining 11 aircraft were flown from Dallas by contracted civilian pilots and arrived in Portugal between February and September 29, 1982. These aircraft equipped 302 Squadron.

Additionally, one TA-7C (s/n 154404; c/n B-044) was temporarily provided by the United States Navy to Portugal in April 1982 to support the operational conversion of fighter pilots. This aircraft, a A-7B-1-CV Corsair II converted to TA-7C tandem twin-seat trainer, was nicknamed "White Dove" (Pomba Branca) due to the original USN white painting that was kept and its maintenance was provided by Vought technicians. It was later returned to the USN in June 1985.

In 1983 a second order was placed for an additional 24 A-7P and six TA-7P with deliveries taking place between October 8, 1984 and April 30, 1986, with one A-7P being lost prior to its delivery. These additional A-7P were to equip the 304 Squadron and the TA-7P were to be divided between the two squadrons.

Maintenance
As part of the acquisition program the Portuguese Air Force received equipment and its technicians were instructed in the first two echelons of maintenance. The first echelon performed by the squadron mechanics was responsible for service of the aircraft and their equipment, preflight and daily inspections, light repairs, anti-corrosive treatments, parts replacement, and refueling, while the second echelon was carried out at dedicated facilities at Monte Real Air Base (BA5) and was responsible for the periodic preventive inspections and the periodic servicing for the systems, engines and other aircraft equipment.

The third echelon responsible for Standard Depot Level Maintenance (SDLM) such as advanced periodic inspections and repairs to the airframe, avionics, electric systems, hydraulic components and engines was performed at the workshops at OGMA, then part of the Air Force. Later, after the separation of OGMA from the Air Force and its creation as a company, some of the third echelon maintenance started being performed at BA5.

Accidents
The PoAF's Corsairs suffered several air crashes and accidents with the first taking place on May 9, 1984, in the United States. This first A-7P (PoAF s/n 15540; BuAer s/n 154346) was lost and destroyed prior to its delivery while undergoing flight testing due to a bird strike incident, resulting in the death of the pilot. In 1985 and 1986 three separate accidents resulted in the lost of five aircraft, with the more serious accident on May 26 during a ground attack training mission at Field Firing Range of Alcochete resulting in the death of one pilot.

The following accidents between March 27, 1987, and July 25, 1995, resulted in the further loss of nine aircraft and five deaths. Most losses occurred in Portugal with some accidents occurring in Greece, Spain, and the Netherlands during squadron exchanges and international exercises. In the origin of these accidents were at least four bird strikes, one engine failure and one aircraft sliding off the runway during a landing.

Retirement
The loss of a number of aircraft to accidents and problems with obtaining spare parts lead Portugal in late-1980s to begin the process of replacing the A-7 fleet and in early-1990 a decision was made to acquire the General Dynamics F-16 Fighting Falcon.

On July 8, 1994, the first F-16 arrived in Portugal and in May 1996 the first A-7 squadron, 302 Squadron was deactivated and all personnel and A-7 aircraft were transferred to 304 Squadron. On July 9, 1999, 304 Sqn. was disbanded and the Portuguese Air Force A-7 fleet was finally retired from service, having performed a total of 63,600 flight hours.

The retired airframes belonging to the PoAF were then transferred to the General Storage Complex of the Air Force (Depósito Geral de Material da Força Aérea, DGMFA) in Alverca. In mid-2000s most of these airframes were sold as scrap metal and other several were stored at Ota, Monte Real and Beja Air Base installations, with one example (PoAF s/n 15502, BueAer s/n 153200) being transferred to the Polish Aviation Museum in Kraków and at least two aircraft being restored and displayed at the Air Force's museum and other three aircraft preserved as gate guardians.