Monday, October 4, 2010
Barriers and Barricades, One More Time
I recently read an excellent history of a carrier-based airplane but noted that the author, in the captions, did not bother to differentiate between barriers and barricades. It is a minor quibble, but the nomenclature is specific and illustrates a two-step set of changes to carrier-deck equipment forced by the introduction of jet airplanes, one element of which was retained on angled-deck carriers.
Barrier
The configuration of the Davis barrier changed over time but the principal remained the same.
Barricade
The original barrier was introduced at the very beginning of carrier operations to stop an airplane when its tail hook had missed all the arresting wires. First one steel cable and then two were strung across the deck about three feet high at each barrier station. They were attached to stanchions which could be folded down to place the cables on the deck so airplanes could taxi past the barriers. An operator was stationed at each barrier to raise and lower it.
The steel cable barriers were very effective.
Unfortunately, the original barriers were not safe to use to stop airplanes with nose landing gears and to some extent, with twin-engine airplanes. The steel cables would wipe out the nose landing gear, raising the potential for the cables on the next barrier forward to slice the canopy off the airplane, and with it the pilot's head.
There was also the potential on a twin-engine propeller-driven airplane for the nose gear to pull the cable forward, allowing a propeller to hit it an angle and cut it, rather than skip off of it and past it. A tightly stretched steel cable when cut could wreak all kinds of havoc, not to mention not stopping the airplane.
The Davis barrier solved those problems by having the cables laying flat on the deck. A canvas strap was strung across the deck about three feet up using the same stanchions used for the original barrier. When the airplane's nose gear (or a "retractable barrier guard" in front of the windscreen if the nose gear had collapsed) hit the horizontal strap, vertical straps between it and the cables pulled them up off the deck to engage the main landing gear, thereby stopping the airplane. There were about six or so barriers on a carrier, so some were rigged for props and some for jets. They could also be reconfigured or replaced fairly quickly. Four barriers are shown in the following picture, two prop (lying on the deck) and two jet/AJ, i.e. Davis, one that has been activated but didn't snag the main landing gear because the jet had hooked a late wire so was going too slowly (barrier operators were cautioned not to drop their barriers too quickly) and the other in the ready position.
The Davis barrier worked acceptably after some development, although it was recognized that if the airplane were going too fast when it hit the Davis barrier, the cables might not be pulled up high enough, fast enough so they didn't get above the main landing gear tires and snag the landing gear struts before the main landing gear had passed by. There was also a problem with the steel cables being cut by airplane appendages at the higher landing speed of jets as well as pilots defeating the purpose of the barrier with a late and unsuccessful wave off as pictured above. After a few incidents in the fleet with jets not being stopped by the Davis barrier, a really big canvas net hung from scaled-up barrier stanchions was introduced as the last-chance layer of protection for the men and aircraft forward of the landing area. This was the barricade.
With the advent of the angled deck, barriers were no longer required. However, the barricade was still necessary if a jet had a landing gear or tail hook problem and couldn't land ashore. It is only rigged when required and the deck crews periodically practice erecting it on short notice and in only a few minutes.
Barrier
Davis Barrier
The configuration of the Davis barrier changed over time but the principal remained the same.
Barricade
The original barrier was introduced at the very beginning of carrier operations to stop an airplane when its tail hook had missed all the arresting wires. First one steel cable and then two were strung across the deck about three feet high at each barrier station. They were attached to stanchions which could be folded down to place the cables on the deck so airplanes could taxi past the barriers. An operator was stationed at each barrier to raise and lower it.
The steel cable barriers were very effective.
Unfortunately, the original barriers were not safe to use to stop airplanes with nose landing gears and to some extent, with twin-engine airplanes. The steel cables would wipe out the nose landing gear, raising the potential for the cables on the next barrier forward to slice the canopy off the airplane, and with it the pilot's head.
There was also the potential on a twin-engine propeller-driven airplane for the nose gear to pull the cable forward, allowing a propeller to hit it an angle and cut it, rather than skip off of it and past it. A tightly stretched steel cable when cut could wreak all kinds of havoc, not to mention not stopping the airplane.
The Davis barrier solved those problems by having the cables laying flat on the deck. A canvas strap was strung across the deck about three feet up using the same stanchions used for the original barrier. When the airplane's nose gear (or a "retractable barrier guard" in front of the windscreen if the nose gear had collapsed) hit the horizontal strap, vertical straps between it and the cables pulled them up off the deck to engage the main landing gear, thereby stopping the airplane. There were about six or so barriers on a carrier, so some were rigged for props and some for jets. They could also be reconfigured or replaced fairly quickly. Four barriers are shown in the following picture, two prop (lying on the deck) and two jet/AJ, i.e. Davis, one that has been activated but didn't snag the main landing gear because the jet had hooked a late wire so was going too slowly (barrier operators were cautioned not to drop their barriers too quickly) and the other in the ready position.
The Davis barrier worked acceptably after some development, although it was recognized that if the airplane were going too fast when it hit the Davis barrier, the cables might not be pulled up high enough, fast enough so they didn't get above the main landing gear tires and snag the landing gear struts before the main landing gear had passed by. There was also a problem with the steel cables being cut by airplane appendages at the higher landing speed of jets as well as pilots defeating the purpose of the barrier with a late and unsuccessful wave off as pictured above. After a few incidents in the fleet with jets not being stopped by the Davis barrier, a really big canvas net hung from scaled-up barrier stanchions was introduced as the last-chance layer of protection for the men and aircraft forward of the landing area. This was the barricade.
With the advent of the angled deck, barriers were no longer required. However, the barricade was still necessary if a jet had a landing gear or tail hook problem and couldn't land ashore. It is only rigged when required and the deck crews periodically practice erecting it on short notice and in only a few minutes.
Wednesday, September 29, 2010
XF2D-1/F2H-1/F2H-2 Fuel System
Today I read an article in an English modeling magazine by a well-known aviation history author who repeated the error that the F2H-2 fuselage was longer than the F2H-1's, whereas the length increase actually occurred between the XF2D-1 and the F2D-1 (F2H-1). I decided to fix that on Wikipedia as a public service. In the process of doing so, I also fact-checked statements about the fuel capacities of the three airplanes. That's when I discovered that I had only resolved part of the length error that continues to be promulgated.
At the time of the XF2D-1 mockup review, its Standard Aircraft Characteristics (SAC) chart dated 1 May 1945 lists the fuel capacity as 510 gallons internal plus a 345 gallon external tank. Unfortunately, there were no drawings on this SAC chart. However, the length was given as 38' 9.5". The external tank was probably similar to the one provided for the FD-1 (FH-1) as shown here in November 1948.
A month later, an addendum page was added providing the "effect of mock-up changes on XF2D-1 preliminary data sheets dated 1 May 1945": "Subsequent to the distribution of the XF2D-1 data sheets, mock-up board recommendations revised the fuel system to eliminate the external droppable tank and provide instead an increase in internal protected fuel capacity from 510 to 847 gallons."
The XF2D-1 SAC chart dated 1 June 1946 shows an overall length of 38' 11.5", an increase of only two inches. The total internal-fuel capacity shown is the required 848 gallons, including the two tanks in the stub wings that presumably was 90 gallons of the more than 300-gallon increase required. I would guess that the fuselage was deepened from the mock-up configuration to provide most of the rest.
Note that there are three large fuselage tanks, again similar to the FD/FH fuel system configuration.
According to the SAC charts, the F2H-1 internal fuel capacity was increased by only 29 gallons over that of the XF2D-1. What's a little confusing is that the 1 April 1948 F2H-1 SAC chart page for Armament & Tanks is identical to the one above for the XF2D, almost certainly an error in compiling the SAC chart since the correct fuel quantity of 877 gallons is listed on its Page 1. (Each tank has a small but different capacity, with the largest difference being the aft tank at 223 gallons instead of 198.) Another oddity is that this SAC chart lists 200-gallon tip tanks for the F2H-1, whereas it's clear from the Pilot's Handbook for the F2H-1 dated 1 October 1949 and the F2H-2 SAC dated 1 November 1949 that the F2H-1 did not have provisions for tip tanks. Note that the F2H-2 SAC page for Armament & Tanks once again uses the XF2D artwork although it has been updated to show the -2 tip tanks and label each fuselage fuel tank with its correct volume without changing the size or shape of the tanks from the original XF2D illustration.
Not withstanding all that, the revelation to me is that the increase in fuel system capacity does not account for all or even most of the fuselage length increase ahead of the engine inlets between the prototype XF2D and the production F2D (F2H). A net increase of 31 gallons in the three fuselage tanks (the wing stub tanks were reduced in capacity by one gallon each) requires a net increase in length of the tanks of only about five inches, not 12. The remainder may have resulted from the need for additional interior volume for equipment and/or the desire to increase the fineness ratio of the fuselage and canopy to reduce drag. A center-of-gravity correction can't be ruled out, either.
At the time of the XF2D-1 mockup review, its Standard Aircraft Characteristics (SAC) chart dated 1 May 1945 lists the fuel capacity as 510 gallons internal plus a 345 gallon external tank. Unfortunately, there were no drawings on this SAC chart. However, the length was given as 38' 9.5". The external tank was probably similar to the one provided for the FD-1 (FH-1) as shown here in November 1948.
A month later, an addendum page was added providing the "effect of mock-up changes on XF2D-1 preliminary data sheets dated 1 May 1945": "Subsequent to the distribution of the XF2D-1 data sheets, mock-up board recommendations revised the fuel system to eliminate the external droppable tank and provide instead an increase in internal protected fuel capacity from 510 to 847 gallons."
The XF2D-1 SAC chart dated 1 June 1946 shows an overall length of 38' 11.5", an increase of only two inches. The total internal-fuel capacity shown is the required 848 gallons, including the two tanks in the stub wings that presumably was 90 gallons of the more than 300-gallon increase required. I would guess that the fuselage was deepened from the mock-up configuration to provide most of the rest.
Note that there are three large fuselage tanks, again similar to the FD/FH fuel system configuration.
According to the SAC charts, the F2H-1 internal fuel capacity was increased by only 29 gallons over that of the XF2D-1. What's a little confusing is that the 1 April 1948 F2H-1 SAC chart page for Armament & Tanks is identical to the one above for the XF2D, almost certainly an error in compiling the SAC chart since the correct fuel quantity of 877 gallons is listed on its Page 1. (Each tank has a small but different capacity, with the largest difference being the aft tank at 223 gallons instead of 198.) Another oddity is that this SAC chart lists 200-gallon tip tanks for the F2H-1, whereas it's clear from the Pilot's Handbook for the F2H-1 dated 1 October 1949 and the F2H-2 SAC dated 1 November 1949 that the F2H-1 did not have provisions for tip tanks. Note that the F2H-2 SAC page for Armament & Tanks once again uses the XF2D artwork although it has been updated to show the -2 tip tanks and label each fuselage fuel tank with its correct volume without changing the size or shape of the tanks from the original XF2D illustration.
Tuesday, September 28, 2010
A-12, The Gift That Keeps On Giving, IV
The Supreme Court has agreed to hear part of the A-12 appeal by Boeing and General Dynamics. (See here, here, and here for the background; the case status is provided here.) Note that they are limiting their review to the Fifth Amendment issues and not reviewing the termination for default issue.
Sep 28 2010 Petition GRANTED limited to Question 2 presented by the petition. The petition for a writ of certiorari in No. 09-1298 is granted limited to Question 1 presented by the petition. The cases are consolidated and a total of one hour is allotted for oral argument.
09-1302 BOEING COMPANY V. UNITED STATES
DECISION BELOW: 567 F.3d 1340
LOWER COURT CASE NUMBER: 2007-5111, 2007-5131
QUESTION PRESENTED:
1. Whether the Due Process Clause of the Fifth Amendment permits an appellate court to adopt a new legal rule, inconsistent with its own prior ruling in the same case, and then apply it retroactively to the record established in the trial court pursuant to the prior ruling, without remanding to afford the parties the opportunity to prove their case under the new rule. 2. Whether the Due Process Clause of the Fifth Amendment permits the Government to maintain a claim while simultaneously asserting the state secrets privilege to bar presentation of a prima facie valid defense to that claim. 3. Whether the Government may terminate a government contract for default on the ground that a contractor has failed to make adequate progress toward timely completion of that contract where the Government has not set a valid deadline for completing the contract.
CONSOLIDATED WITH 09-1298 FOR ONE HOUR ORAL ARGUMENT
09-1298 LIMITED TO QUESTION 1
09-1302 LIMITED TO QUESTION 2
CERT. GRANTED 9/28/2010
Sunday, September 5, 2010
The 27 Charlie
Some ship guys who know a lot about aircraft carriers don’t know all that much about carrier-based airplanes. Similarly, some carrier-based airplane enthusiasts are likely to be equally ignorant about aircraft carriers in spite of their best efforts, as in my case.
For example, I have sometimes referred to any angled-deck Essex/Ticonderoga-class* carrier as a 27 Charlie. The nickname comes from the SCB (Ship Characteristic Board) design number for a set of Essex-class carrier modifications that began to be defined in the late 1940s, when the Navy realized that a major upgrade program was needed to allow them to operate jets, which had to be launched and recovered at higher speeds, and larger attack aircraft.
While doing some fact checking for my Skyhawk book for Specialty Press, including trying to figure out why a hangar-deck illustration appeared to show two starboard deck edge elevators on an Essex-class carrier (see here), I discovered that I was in error. As it turns out, the SCB 27 modifications added more powerful catapults and arresting gear, a reinforced flight deck, larger centerline elevators with additional lift capability, a new island, and an increase in the aviation gasoline storage capacity, among other things, but not the angled deck or starboard deck edge elevator. The first nine modified were 27As with the new H-8 hydraulic catapult and the final six were 27Cs (hence the Charley nickname) with the even newer and more powerful C-11 steam catapult, the most significant difference between the two upgrades. The nine 27As and three of the six 27Cs were completed and placed into service as axial deck carriers; the addition of the angled deck was accomplished in a subsequent overhaul period. (Only one SCB 27 carrier, Lake Champlain, did not eventually receive the angled deck.)
Not, strictly speaking, a 27 Charlie (Kearsarge)
A 27 Charlie (Ticonderoga)
(Note that the shape of the forward elevator and the aft location of the starboard elevator mark it as a 27 Charlie but an Essex-class carrier with a rectangular forward elevator and the starboard elevator located more forward might also be one of the 27 Charlies.)
The last three (Intrepid, Ticonderoga, and Hancock) of the six 27Cs modification were completed with the angled flight deck, so-called hurricane bow, and a starboard deck edge elevator replacing the aft centerline elevator. These modifications were the major part of SCB 125, which was then applied all but two of the carriers updated by SCB 27A and 27C. (These three were also unique in that the starboard deck edge elevator was located farther aft than on the other three 27Cs or any of the 27As subsequently modified in accordance with SCB 125, hence the hangar deck illustration mentioned above showing two locations for that elevator.)
The 27 Charlies are also distinguished by a 70-foot long forward elevator. However, the three modified at Puget Sound (Lexington, Hancock, and Shangri La) were originally completed with the standard SCB 27 54-foot forward elevator for some reason, with the 70-foot version being retrofitted at some point.
More than half of the angled-deck Essex-class carriers were therefore 27 Alphas plus the SCB 125 changes. One, Antietam (CVA-36), was neither a 27A or C but it was modified with an angled deck for an evaluation, which resulted in SCB 125. The starboard deck edge elevator was not incorporated. Antietam was eventually relegated to a training role.
Strictly speaking, it is not even correct that all angle-deck carriers with steam catapults were 27 Charlies. The first carrier to be modified in accordance with SCB 27A, Oriskany (CVA-34), had its hydraulic catapults replaced with steam catapults in the late 1950s when the angled deck was finally added to it. This was the unique SCB 125A configuration. From a capability standpoint, it was equivalent to the other 27 Charlies.
For much, much more on the subject of the development and description of U.S. Navy aircraft carriers, I recommend Dr. Norman Friedman's excellent U.S. Aircraft Carriers: An Illustrated Design History, Naval Institute Press, 1983, ISBN 0-87021-739-9.
* The most significant difference between the so-called Essex and Ticonderoga classes, if I understand correctly, is that the Ticonderoga-class had the upper part of the bow extended slightly to accommodate a second quad 40 mm cannon emplacement just in front of and below the flight deck. This gives rise to the categorization of short hull (Essex) versus long hull (Ticonderoga) ships; they were the same length at the waterline and the flight decks were essentially the same size.
For example, I have sometimes referred to any angled-deck Essex/Ticonderoga-class* carrier as a 27 Charlie. The nickname comes from the SCB (Ship Characteristic Board) design number for a set of Essex-class carrier modifications that began to be defined in the late 1940s, when the Navy realized that a major upgrade program was needed to allow them to operate jets, which had to be launched and recovered at higher speeds, and larger attack aircraft.
While doing some fact checking for my Skyhawk book for Specialty Press, including trying to figure out why a hangar-deck illustration appeared to show two starboard deck edge elevators on an Essex-class carrier (see here), I discovered that I was in error. As it turns out, the SCB 27 modifications added more powerful catapults and arresting gear, a reinforced flight deck, larger centerline elevators with additional lift capability, a new island, and an increase in the aviation gasoline storage capacity, among other things, but not the angled deck or starboard deck edge elevator. The first nine modified were 27As with the new H-8 hydraulic catapult and the final six were 27Cs (hence the Charley nickname) with the even newer and more powerful C-11 steam catapult, the most significant difference between the two upgrades. The nine 27As and three of the six 27Cs were completed and placed into service as axial deck carriers; the addition of the angled deck was accomplished in a subsequent overhaul period. (Only one SCB 27 carrier, Lake Champlain, did not eventually receive the angled deck.)
Not, strictly speaking, a 27 Charlie (Kearsarge)
A 27 Charlie (Ticonderoga)
(Note that the shape of the forward elevator and the aft location of the starboard elevator mark it as a 27 Charlie but an Essex-class carrier with a rectangular forward elevator and the starboard elevator located more forward might also be one of the 27 Charlies.)
In short, of the 15 (including Antietam) Essex/Ticonderoga-class carriers with angled decks, there were only six 27 Charlies: Intrepid (CVA-11), Ticonderoga (CVA-14), Lexington (CVA-16), Hancock (CVA-19), Bon Homme Richard (CVA-31), and Shangri La (CVA-38).
The last three (Intrepid, Ticonderoga, and Hancock) of the six 27Cs modification were completed with the angled flight deck, so-called hurricane bow, and a starboard deck edge elevator replacing the aft centerline elevator. These modifications were the major part of SCB 125, which was then applied all but two of the carriers updated by SCB 27A and 27C. (These three were also unique in that the starboard deck edge elevator was located farther aft than on the other three 27Cs or any of the 27As subsequently modified in accordance with SCB 125, hence the hangar deck illustration mentioned above showing two locations for that elevator.)
The 27 Charlies are also distinguished by a 70-foot long forward elevator. However, the three modified at Puget Sound (Lexington, Hancock, and Shangri La) were originally completed with the standard SCB 27 54-foot forward elevator for some reason, with the 70-foot version being retrofitted at some point.
More than half of the angled-deck Essex-class carriers were therefore 27 Alphas plus the SCB 125 changes. One, Antietam (CVA-36), was neither a 27A or C but it was modified with an angled deck for an evaluation, which resulted in SCB 125. The starboard deck edge elevator was not incorporated. Antietam was eventually relegated to a training role.
Strictly speaking, it is not even correct that all angle-deck carriers with steam catapults were 27 Charlies. The first carrier to be modified in accordance with SCB 27A, Oriskany (CVA-34), had its hydraulic catapults replaced with steam catapults in the late 1950s when the angled deck was finally added to it. This was the unique SCB 125A configuration. From a capability standpoint, it was equivalent to the other 27 Charlies.
For much, much more on the subject of the development and description of U.S. Navy aircraft carriers, I recommend Dr. Norman Friedman's excellent U.S. Aircraft Carriers: An Illustrated Design History, Naval Institute Press, 1983, ISBN 0-87021-739-9.
* The most significant difference between the so-called Essex and Ticonderoga classes, if I understand correctly, is that the Ticonderoga-class had the upper part of the bow extended slightly to accommodate a second quad 40 mm cannon emplacement just in front of and below the flight deck. This gives rise to the categorization of short hull (Essex) versus long hull (Ticonderoga) ships; they were the same length at the waterline and the flight decks were essentially the same size.
Wednesday, August 11, 2010
The Best F8U-3 Monograph Now Available
Not too bold a claim, since as far as I know, it's the only one. However, it's got a lot of stuff in it on the F8U-3 and the Grumman D-118 that I'm sure you've not seen as well as coverage of the fly-off between the F8U-3 and the F4H. You can order it from Steve Ginter here or from Sprue Brothers here.
No matter how long I procrastinate before turning in a manuscript and illustrations, something always shows up after it's too late to include. In this case, the go-to guy for F3D stuff, Paul Bless, sent me an email with the following additional information:
I believe that the heads-up display in the F8U-3 was one of the first in a combat aircraft. It was developed by the Autonetics Division of North American Aviation and test flown in F3D-2M BuNo 127028, which was assigned to the Dallas BAR (Bureau of Aeronautic Representative) in 1956 through about 1960 when it was transferred back to Point Mugu.
No matter how long I procrastinate before turning in a manuscript and illustrations, something always shows up after it's too late to include. In this case, the go-to guy for F3D stuff, Paul Bless, sent me an email with the following additional information:
I believe that the heads-up display in the F8U-3 was one of the first in a combat aircraft. It was developed by the Autonetics Division of North American Aviation and test flown in F3D-2M BuNo 127028, which was assigned to the Dallas BAR (Bureau of Aeronautic Representative) in 1956 through about 1960 when it was transferred back to Point Mugu.
Friday, July 23, 2010
VX Squadrons
The history of Navy VX development/evaluation squadrons is complicated and inadequately documented but I've attempted to summarize it. An example of complication is VX-3. In its first (and brief) incarnation, it existed to evaluate helicopters and develop operational procedures for them.
The aircraft evaluated by the second VX-3 couldn't have been more different, although it even used the same tail code initially.
VX-3 was one of four new air development squadrons (VX) that the Navy formed in 1946 to develop and evaluate aircraft tactics and techniques as directed by a command that was a consolidation of fleet units doing development work. (In December 1947 this command was designated the Operational Development Force.) Other squadrons were subsequently added. In 1969, the surviving Air Development Squadrons became Air Test and Evaluation Squadrons.
The first VX squadrons had two-letter tail codes with the first letter being X. In 1957, the first letter of the east-coast-based VX squadrons was changed from X to J.
VX-1 (XA/JA) Anti-Submarine Warfare: VX-1 was originally an Aircraft Experimental and Development Squadron established at NAS Anacostia in Washington D.C. on 13 August 1942 (in 1945, according to Johnathan Clayborn’s comment below, it was an Air Test and Development Squadron). A detachment for aircraft antisubmarine warfare development was established at NAS Quonset Point, Rhode Island on 1 April 1943. This detachment was the basis for the next VX-1, which was commissioned on 15 March 1946 and moved to Boca Chica Field, NAS Key West, Florida. VX-1 relocated to NAS Patuxent River in September 1973 and is the only one of the original four VX squadrons still in existence.
VX-2 (XB/JB) Drone Controller/Guided Missile Development: VX-2 was formed on 15 March 1946 from VJ-20, which existed for only a week having previously been XVJ-25, which was established on 16 June 1945 at NAS Brunswick, Maine to support XVF-200, an Experimental Development Squadron formed at the same time to evaluate and test Kamikaze defenses. In 1956, according to Johnathan Clayborn’s comment below, it was know as an Operational Development Squadron. VX-2 was based at NAS Chincoteague, Virginia until it was disestablished circa 1958.
VX-3 (XC) Helicopter Development: Established at NAS New York on 1 July 1946 and moved to NAS Lakehurst. It apparently didn't take long to sort things out because the first VX-3 was disestablished on 1 April 1948. Its personnel and aircraft were assigned to one of two utility helicopter squadrons HU-1 (UP) and HU-2 (UR) located on the west coast and east coast respectively.
VX-3 (XC/JC) was reincarnated in November 1948 at NAS Atlantic City to accomplish development and evaluation of jet fighter tactics and procedures. It was formed by merging VF-1L and VA-1L of Light Carrier Air Group 1L. VX-3 was relocated to NAS Oceana, Virginia before NAS Atlantic City was decommissioned in July 1958. It was disestablished on 1 March 1960.
VX-4 (XD) Airborne Early Warning Development was established with the personnel and aircraft of VPB-101 on 15 May 1946 at Floyd Bennett Field, New York, flying PB-1Ws (B-17Gs with APS-20 air search radar installed in place of the bomb bay). The squadron made the first hurricane surveillance flight using radar in September 1946. It relocated to NAS Quonset Point, Rhode Island, in September 1946. It subsequently moved to NAS Patuxent River in July 1948 and was reportedly redesignated as Airborne Early Warning Squadron 2 (VW-2) in June 1952.
VX-4 (XF) Air-Launched Guided-Missile Development: Established 15 September 1952 at Point Mugu, California. It was disestablished on 30 September 1994 as part of the consolidation with VX-5 to form VX-9.
VX-5 (XE) was commissioned on 18 June 1951 at NAS Moffett Field, California. The squadron was initially assigned the development and evaluation of aircraft tactics and techniques for delivery of special weapons (nukes) from AD Skyraiders in all-weather conditions. In July 1956 VX-5 moved to the Naval Air Facility, China Lake, CA, since much of their test effort had involved use of the ranges and instrumentation facilities there. Semi-permanent detachments were located at several other bases Over the years, VX-5 maintained detachments at other Navy bases, e.g. at NAS Whidbey Island, WA to monitor EA-6B developments. VX-5 was formally disestablished on 29 April 1994 as part of the consolidation with VX-4 to form VX-9.
VX-6 (XD/JD) Antarctic Program Support: Established at NAS Patuxent River, Maryland on 17 January 1955 and subsequently relocated to NAS Quonset Point from which it deployed to the Antarctic from October to February each year. It was redesignated as VXE-6 in January 1969. Before Quonset Point was closed in 1974, the squadron was relocated to Naval Air Weapons Stations Point Mugu, California, where it was disestablished on 27 March 1999. (At some point, possibly associated with the move to the west coast, the tail code became XD again.)
VX-7 I haven't found anything on a squadron operating as VX-7.
VX-8 (JB) The Oceanographic Airborne Survey Unit was established on 1 July 1965 at NAS Patuxent River. It was redesignated VX-8 on 1 July 1967 and became the Oceanographic Development Squadron, VXN-8, on 1 January 1969. It was disestablished on 1 October 1993.
VX-9 (XE) was formed at China Lake from the consolidation of VX-4 and VX-5 directed by the CNO in June 1993 as a cost reduction measure. It was established on 30 September 1994. It evaluates strike warfare airplanes, weapons, and tactics, to include electronic countermeasures, from an operational standpoint.
HMX-1 was established in on 1 December 1947 at MCAS Quantico, Virginia for the development of amphibious assault via vertical envelopment. In September 1957, it acquired the additional role of presidential transportation via helicopter.
In early 2002, only three "X" squadrons remained: VX-1, VX-9, and HMX-1. Five more were added on 1 May 2002 as a result of redesignations of existing units:
The aircraft test and evaluation squadrons at Patuxent River were redesignated as VX squadrons;
VX-20 (Force) Naval Force Warfare Aircraft Text Squadron (VP, VS, VAW, VX, VR, and VT aircraft)
HX-21 Naval Rotary Wing Aircraft Test Squadron (for some reason, this squadron does not mark their aircraft with a tail code)
VX-23 (SD) Naval Strike Aircraft Test Squadron
Two existing Naval Weapons Test Squadrons were also redesignated:
VX-30 (BH) Naval Weapons Test Squadron at Point Mugu
VX-31 (DD) Naval Weapons Test Squadron at NWAS China Lake
VX-3 was one of four new air development squadrons (VX) that the Navy formed in 1946 to develop and evaluate aircraft tactics and techniques as directed by a command that was a consolidation of fleet units doing development work. (In December 1947 this command was designated the Operational Development Force.) Other squadrons were subsequently added. In 1969, the surviving Air Development Squadrons became Air Test and Evaluation Squadrons.
The first VX squadrons had two-letter tail codes with the first letter being X. In 1957, the first letter of the east-coast-based VX squadrons was changed from X to J.
VX-1 (XA/JA) Anti-Submarine Warfare: VX-1 was originally an Aircraft Experimental and Development Squadron established at NAS Anacostia in Washington D.C. on 13 August 1942 (in 1945, according to Johnathan Clayborn’s comment below, it was an Air Test and Development Squadron). A detachment for aircraft antisubmarine warfare development was established at NAS Quonset Point, Rhode Island on 1 April 1943. This detachment was the basis for the next VX-1, which was commissioned on 15 March 1946 and moved to Boca Chica Field, NAS Key West, Florida. VX-1 relocated to NAS Patuxent River in September 1973 and is the only one of the original four VX squadrons still in existence.
VX-2 (XB/JB) Drone Controller/Guided Missile Development: VX-2 was formed on 15 March 1946 from VJ-20, which existed for only a week having previously been XVJ-25, which was established on 16 June 1945 at NAS Brunswick, Maine to support XVF-200, an Experimental Development Squadron formed at the same time to evaluate and test Kamikaze defenses. In 1956, according to Johnathan Clayborn’s comment below, it was know as an Operational Development Squadron. VX-2 was based at NAS Chincoteague, Virginia until it was disestablished circa 1958.
VX-3 (XC) Helicopter Development: Established at NAS New York on 1 July 1946 and moved to NAS Lakehurst. It apparently didn't take long to sort things out because the first VX-3 was disestablished on 1 April 1948. Its personnel and aircraft were assigned to one of two utility helicopter squadrons HU-1 (UP) and HU-2 (UR) located on the west coast and east coast respectively.
VX-3 (XC/JC) was reincarnated in November 1948 at NAS Atlantic City to accomplish development and evaluation of jet fighter tactics and procedures. It was formed by merging VF-1L and VA-1L of Light Carrier Air Group 1L. VX-3 was relocated to NAS Oceana, Virginia before NAS Atlantic City was decommissioned in July 1958. It was disestablished on 1 March 1960.
VX-4 (XD) Airborne Early Warning Development was established with the personnel and aircraft of VPB-101 on 15 May 1946 at Floyd Bennett Field, New York, flying PB-1Ws (B-17Gs with APS-20 air search radar installed in place of the bomb bay). The squadron made the first hurricane surveillance flight using radar in September 1946. It relocated to NAS Quonset Point, Rhode Island, in September 1946. It subsequently moved to NAS Patuxent River in July 1948 and was reportedly redesignated as Airborne Early Warning Squadron 2 (VW-2) in June 1952.
VX-4 (XF) Air-Launched Guided-Missile Development: Established 15 September 1952 at Point Mugu, California. It was disestablished on 30 September 1994 as part of the consolidation with VX-5 to form VX-9.
VX-5 (XE) was commissioned on 18 June 1951 at NAS Moffett Field, California. The squadron was initially assigned the development and evaluation of aircraft tactics and techniques for delivery of special weapons (nukes) from AD Skyraiders in all-weather conditions. In July 1956 VX-5 moved to the Naval Air Facility, China Lake, CA, since much of their test effort had involved use of the ranges and instrumentation facilities there. Semi-permanent detachments were located at several other bases Over the years, VX-5 maintained detachments at other Navy bases, e.g. at NAS Whidbey Island, WA to monitor EA-6B developments. VX-5 was formally disestablished on 29 April 1994 as part of the consolidation with VX-4 to form VX-9.
VX-6 (XD/JD) Antarctic Program Support: Established at NAS Patuxent River, Maryland on 17 January 1955 and subsequently relocated to NAS Quonset Point from which it deployed to the Antarctic from October to February each year. It was redesignated as VXE-6 in January 1969. Before Quonset Point was closed in 1974, the squadron was relocated to Naval Air Weapons Stations Point Mugu, California, where it was disestablished on 27 March 1999. (At some point, possibly associated with the move to the west coast, the tail code became XD again.)
VX-7 I haven't found anything on a squadron operating as VX-7.
VX-8 (JB) The Oceanographic Airborne Survey Unit was established on 1 July 1965 at NAS Patuxent River. It was redesignated VX-8 on 1 July 1967 and became the Oceanographic Development Squadron, VXN-8, on 1 January 1969. It was disestablished on 1 October 1993.
VX-9 (XE) was formed at China Lake from the consolidation of VX-4 and VX-5 directed by the CNO in June 1993 as a cost reduction measure. It was established on 30 September 1994. It evaluates strike warfare airplanes, weapons, and tactics, to include electronic countermeasures, from an operational standpoint.
HMX-1 was established in on 1 December 1947 at MCAS Quantico, Virginia for the development of amphibious assault via vertical envelopment. In September 1957, it acquired the additional role of presidential transportation via helicopter.
In early 2002, only three "X" squadrons remained: VX-1, VX-9, and HMX-1. Five more were added on 1 May 2002 as a result of redesignations of existing units:
The aircraft test and evaluation squadrons at Patuxent River were redesignated as VX squadrons;
VX-20 (Force) Naval Force Warfare Aircraft Text Squadron (VP, VS, VAW, VX, VR, and VT aircraft)
HX-21 Naval Rotary Wing Aircraft Test Squadron (for some reason, this squadron does not mark their aircraft with a tail code)
VX-23 (SD) Naval Strike Aircraft Test Squadron
Two existing Naval Weapons Test Squadrons were also redesignated:
VX-30 (BH) Naval Weapons Test Squadron at Point Mugu
VX-31 (DD) Naval Weapons Test Squadron at NWAS China Lake
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