공격기 아르헨티나, A-4AR Fightinghawk 퇴역

[위종민]

When Computers Went To Sea | 영국, 포클랜드에 타이푼 배치 - Daum 카페 

아르헨티나가 60년 동안 운용한 A-4AR Fightinghawk를 퇴역시켰습니다. 

AMARC에서 보관중이던 미해병대용 A-4M/OA-4M을 개조해 APG-66(주인장님께서 쓰신 글에 따르면 크기를 줄인 ARG-1)을 붙이고 AIM-9M 운용능력을 갖춘 기체였다고 하네요. A-4AR 32대, OA-4AR 4대를 1990년대 중반부터 인도받았고, 원래는 공격기였지만 2015년 미라지III 퇴역 이후로 방공임무도 맡았었습니다. 

아르헨티나는 공군이 1966년 미해군이 운용하던 A-4B 26대를 인도받아 최초의 해외 스카이호크 운용국이 됐으며, 1970년에 A-4B 26대, 1976년에 A-4C 26대를 도입했고, 공군과 별도로 해군항공대도 A-4Q를 1970년 16대 도입해 항모 베인티신코 드 마요에서 운용했었다고 합니다. 그런데 다 합치면 아르헨티나 공군만 A-4B/C 78기, A-4Q 16기인데, 1982년 포클랜드 전쟁 시기엔 36기/8기를 운용했다고 하는 걸 보니 기존 운영기체를 반납하거나 했던 모양이네요. 

아르헨티나, A-4 Fightinghawk 퇴역
60년간의 운용 끝에, A-4의 첫 해외 운용국이 마침내 Skyhawk를 퇴역시키고 첫 F-16 도입에 나섰다.
Thomas Newdick

2026년 5월 15일 오후 3:20 EDT 게시

텍사스 주방위공군 제149정비비행대 엔진 정비사들이 2014년 10월 13일 칠레 Antofagasta 인근 Cerro Moreno 공군기지에서 열린 Salitre 2014 기간 중 F-16 Fighting Falcon의 엔진 교체 작업을 수행하고 있다. Salitre는 칠레 주도의 훈련으로, 미국·칠레·브라질·아르헨티나·우루과이가 참가해 동맹국 간 상호운용성 향상을 목표로 한다.
미 공군 주방위군 사진 / Senior Master Sgt. Miguel Arellano 제공

TWZ 뉴스레터

군사기술·전략·외교정책 최신 동향에 대한 주간 분석과 인사이트.

아르헨티나는 클래식 A-4 Skyhawk의 현대화형인 마지막 A-4AR/OA-4AR Fightinghawk를 퇴역시켰다. 이 기종은 남미 국가 아르헨티나에서 60년 동안 운용되었다. A-4 퇴역은 아르헨티나 공군(Fuerza Aérea Argentina, FAA)이 새로운 전투기로 F-16을 도입하는 가운데 이루어졌으며, 이는 전력의 대대적 개편을 의미한다.

2006년 다국적 연합훈련 Cruzex III 기간 중 A-4AR Fightinghawk.
EVARISTO SA/AFP via Getty Images

FAA는 어제 San Luis주 Villa Reynolds 공군기지에서 Fightinghawk 기단의 “최종 퇴역”을 발표했다. 이 기지는 아르헨티나 마지막 A-4 부대인 제5항공여단(V Brigada Aérea)의 본거지였다.

FAA는 F-16 도입과 함께 A-4 퇴역 결정이 “작전 효율성과 경제적 지속 가능성”을 우선시한 결과라고 밝혔다. 또한 성명에서 노후 기체 유지·정비 비용 문제를 언급하며, 최근 몇 년간 해당 항공기들의 운용 유지가 점점 더 어려운 과제가 되었다고 설명했다.

Fightinghawk는 아르헨티나만의 독자적 형식으로, Lockheed Martin이 미국 해병대 출신 A-4M 및 OA-4M Skyhawk를 기반으로 실시한 대규모 현대화 프로그램에서 탄생했다. 이 기체들은 Aerospace Maintenance and Regeneration Center(AMARC) 보관 상태에서 꺼내졌다. 초기 기체 개조 작업은 캘리포니아 Ontario에서 Lockheed Martin이 수행했으며, 나머지는 아르헨티나 Córdoba에서 업그레이드되었다.

아르헨티나는 1990년대 중반부터 32대의 A-4AR과 4대의 OA-4AR을 인도받았다. 흥미롭게도 이 개량형 기체들은 초기형 F-16에 사용된 것과 동일한 AN/APG-66 레이더를 장착했으며 AIM-9M Sidewinder 공대공미사일 운용 능력도 갖추고 있었다. 조종석에는 HOTAS 조작체계, 다기능 디스플레이, 신형 HUD가 도입되었다. 또한 임무 계획 컴퓨터 시스템과 새로운 항법·공격 컴퓨터도 탑재되었다. 여기에 레이더 경보수신기와 산소 발생 장비도 추가되었다.

2009년 칠레 Salitre II 훈련에서 이륙 준비 중인 A-4AR.
MARTIN BERNETTI/AFP via Getty Images

베트남전 시대 Skyhawk보다 훨씬 향상된 성능을 갖췄지만, Fightinghawk는 본래 전용 방공 전투기로 설계된 기체는 아니었다. 그럼에도 불구하고 아르헨티나가 2015년 마지막 프랑스제 Mirage 전투기를 퇴역시키면서 해당 역할을 맡게 되었다.

날개 아래 비활성 AIM-9M Sidewinder를 장착한 A-4AR.
Fuerza Aérea Argentina

이런 상황 속에서 FAA는 수년 동안 전투기 전력을 재건하려 했지만, 영국의 잠재적 전투기 도입 저지 노력에 반복적으로 가로막혔다. 심지어 아르헨티나가 중국이나 러시아와 계약을 추진할 것이라는 관측도 있었다. 다양한 기종이 검토된 끝에, 미국 정부는 2023년 10월 덴마크 보유 F-16의 아르헨티나 이전을 승인했다.

그 다음 해 초 아르헨티나 대통령 Javier Milei는 부에노스아이레스가 덴마크로부터 중고 F-16을 구매할 것이라고 확인했다. 이를 환영하며 미국 국무부는 해당 전투기를 “저비용 고성능 다목적 항공기”라고 설명했다.

FAA는 현재 단좌형 F-16AM 16대와 복좌형 F-16BM 8대, 총 24대의 F-16을 도입 중이다. 또한 훈련용 및 부품 공급원으로 사용할 여러 구형 Viper 기체도 함께 인수하고 있다.

FAA에 인도된 초기 F-16AM 가운데 하나.
Fuerza Aérea Argentina

Fightinghawk의 퇴역은 또한 아르헨티나군 내 전체 A-4 계열의 역사 종말을 의미한다.

브라질 합동훈련 중 프랑스 공군 Mirage 2000과 함께 비행하는 A-4AR Fightinghawk.
EVARISTO SA/AFP via Getty Images

아르헨티나와 A-4의 인연은 1966년 FAA가 미 해군 출신 A-4B 26대를 인수하면서 시작되었다. 이로써 아르헨티나는 Skyhawk의 첫 해외 고객이 되었다. 두 번째 A-4B 26대는 1970년에 도입되어 역시 Villa Reynolds의 제5항공여단에 배치되었다.

1976년에는 추가로 26대의 A-4C가 미 해군 재고에서 FAA에 인도되었다. 이 기체들은 El Plumerillo의 제4항공여단에 배치되었다.

FAA 운용을 위해 이 기체들은 미국 정부와 제조사 기준으로 A-4P라는 공식 명칭을 받았지만, 현지에서는 여전히 A-4B/C로 자주 불렸다.

아르헨티나는 공군뿐 아니라 해군 항공대용 A-4도 도입했다. 1970년 아르헨티나 해군은 개량형 미 해군 A-4B 기반의 A-4Q 16대를 도입했다. 이들은 주로 항공모함 Veinticinco de Mayo에서 운용되었다. 해당 항모는 원래 영국 해군과 네덜란드 해군에서 운용되던 Colossus급 함정이었다. 해군형 Skyhawk는 처음부터 항모전단 방공용 AIM-9 Sidewinder 운용 능력을 갖추고 있었으며, 공중급유 포드도 장착 가능했다.

항공모함 Veinticinco de Mayo에서 이함하는 아르헨티나 해군 A-4.
Luis Rosendo/Heritage Images via Getty Images

1982년 포클랜드/말비나스 전쟁 당시 FAA는 약 36대의 A-4를 운용 중이었고, 아르헨티나 해군은 추가로 8대를 운용 중이었다.

적어도 한 대의 A-4가 포클랜드 Port Stanley 비행장에서 시험 운용되었지만, 지속적인 전투 작전에는 부적합하다고 판단되었다. 해군 A-4들은 초기에는 Veinticinco de Mayo에 탑재되었으나, 순양함 Belgrano 침몰 이후 같은 운명을 피하기 위해 항모는 항구로 복귀했다.

포클랜드 전쟁 중 무장 장착 중인 FAA A-4.
via Mariano Sciaroni

이는 영국 측에는 다행이었다. FAA와 아르헨티나 해군 A-4들은 결국 본토 기지에서 작전해야 했으며, 이는 항속거리 한계에 가까운 환경이었다.

A-4들은 Port Stanley 인근 상륙작전을 지원하며 전쟁에 투입되었고, 이후 1982년 5월 12일 영국 기동부대와 처음 충돌했다. 이 교전에서 4대의 A-4가 방공망에 격추되었지만 구축함 HMS Glasgow에 큰 피해를 입혔다.

일반적으로 FAA A-4들은 고고도로 접근한 뒤 KC-130 Hercules 공중급유기에서 급유를 받고 저고도로 내려가 미국제 또는 영국제 자유낙하폭탄을 투하했다. 저고도 투하와 불완전한 신관 문제로 많은 폭탄이 불발되었음에도 불구하고, 이들은 큰 전과를 올렸다. 200회 이상의 전투 출격 동안 FAA A-4들은 4척의 전함을 침몰시키고 여러 척에 손상을 입혔다. FAA는 총 19대의 A-4와 조종사 17명을 잃었으며, 이 가운데 8대는 영국 해군 Sea Harrier에 의해 격추되었다.

한편 아르헨티나 해군 A-4들은 영국 함정 2척에 치명적 피해를 입혔다고 주장했으나, 영국 측은 이를 부인했다. 해군은 Skyhawk 3대와 조종사 2명을 잃었다.

항공모함 Veinticinco de Mayo 갑판 위 아르헨티나 해군 A-4에 폭탄을 장착하는 모습.
Luis Rosendo/Heritage Images via Getty Images

FAA 조종사들의 용기는 특히 주목할 만하다. 당시 A-4들은 공대공미사일도, 레이더도, 현대식 항법체계도 없이 비유도 폭탄만 운용했으며 레이더 경보장비조차 없었다. 과거 기사에서 설명했듯, 전쟁 중 아르헨티나가 급히 도입한 일부 자체방어체계는 절박한 즉흥적 창의성의 산물이었다.

전쟁 종료 후 미국의 무기 금수조치로 운용은 어려움을 겪었지만, 아르헨티나 Skyhawk들은 계속 복무했다. 해군은 1988년 마지막 A-4Q를 퇴역시켰고, FAA의 1세대 A-4는 1999년 모두 퇴역했다.

Fightinghawk 퇴역 이후 A-4를 현역 군용기로 운용하는 국가는 이웃 브라질만 남게 되었다.

브라질 해군 역시 항모 운용용 A-4를 도입했지만, 유일한 항공모함 Sao Paulo 퇴역 이후 AF-1로 불리는 Skyhawk의 존재 가치는 점점 의문시되고 있다. 다만 São Pedro da Aldeia 지상기지 운용을 전제로 현대화 작업이 이루어졌다. 총 5대의 단좌형과 2대의 복좌형이 각각 AF-1B·AF-1C 기준으로 개량되었다. 이 7대의 개량형 Skyhawk에는 기체 및 엔진 개수, Elta Systems EL/M-2032 다목적 레이더, HOTAS 기반 글래스 콕핏 등 다양한 개선 사항이 적용되었다.

브라질 해군 AF-1 Skyhawk.
Sgt Müller Marin/Brazilian Air Force

이제 Saab Gripen E/F 전투기가 브라질 공군에 배치되기 시작하면서 Skyhawk 유지 필요성도 줄어들고 있으며, 이들 역시 곧 퇴역할 가능성이 높다.

한편 A-4는 민간 군사 계약업체들에서는 여전히 높은 가치를 인정받고 있다. 이들은 해당 기체의 다목적성, 기동성, 상대적으로 낮은 운용비용을 높게 평가하며, 가상적기 및 시험·훈련 플랫폼으로 활용하고 있다. 대표적인 운용사는 이스라엘 출신 A-4를 운용하는 캐나다 Top Aces와 뉴질랜드 공군 출신 기체를 운용하는 플로리다 기반 Draken International이다.

과거에도 언급했듯, 일부 계약업체 운용 A-4의 성능은 원래 군 복무 시절 이를 조종했던 조종사들조차 상상하기 어려운 수준이다. 예를 들어 Top Aces 최신형 A-4에는 AESA 레이더와 IRST 체계까지 장착되어 현대적 위협을 보다 현실적으로 재현할 수 있다.

Top Aces 소속 전 이스라엘 공군 A-4N.
Sven Neumann

따라서 A-4는 세계 공군 목록에서는 빠르게 사라지고 있지만, 상업 운용사들의 손에서 다양한 지원 임무를 수행하며 그 유산은 매우 현실적인 형태로 계속 이어질 전망이다.

저자 연락처: [thomas@thewarzone.com](mailto:thomas@thewarzone.com) 

Argentina Retires Its A-4 Fightinghawks

Argentina Retires Its A-4 Fightinghawks

After six decades of service, the A-4’s first export operator has finally stood down its Skyhawks as it introduces its first F-16s.

Thomas Newdick

Published May 15, 2026 3:20 PM EDT

140

Add TWZ(opens in a new tab)More information

Air National Guard photo by Senior Master Sgt. Miguel Arellano/released

The TWZ Newsletter

Weekly insights and analysis on the latest developments in military technology, strategy, and foreign policy.

Email addressSign Up

Terms of Service and Privacy Policy

Argentina has withdrawn the last of its A-4AR/OA-4AR Fightinghawks, modernized versions of the classic A-4 Skyhawk, a type that saw six decades of service in the South American nation. The retirement of the A-4s comes as the Argentine Air Force (locally, the Fuerza Aérea Argentina, FAA) introduces the F-16 as its new fighter, signaling a major overhaul of capabilities.

An A-4AR Fightinghawk during the Cruzex III multinational exercise in 2006. EVARISTO SA/AFP via Getty Images

The FAA announced the “definitive decommissioning” of the Fightinghawk fleet at Villa Reynolds Air Base in San Luis province yesterday. The base was home to the final Argentine A-4 unit, the 5th Air Brigade (V Brigada Aérea).

As well as the FAA’s introduction of the F-16, the decision to stand down the A-4s was based on prioritizing “operational efficiency and economic sustainability,” the service said. In a statement, it also pointed to the costs of maintenance and sustainment of the aging jets; keeping these aircraft operational had become an increasingly difficult challenge in recent years.

A version that was unique to Argentina, the Fightinghawk emerged from a major modernization program carried out by Lockheed Martin on former U.S. Marine Corps A-4M and OA-4M Skyhawks, which were taken out of storage at the Aerospace Maintenance and Regeneration Center (AMARC). Work on the first batch of aircraft was conducted by Lockheed Martin in Ontario, California, with the remainder upgraded in Córdoba, Argentina.

Fightinghawk deliveries to Argentina comprised 32 A-4ARs and four OA-4ARs, beginning in the mid-1990s. Interestingly, these upgraded jets were equipped with the same AN/APG-66 radar used in early F-16 variants and were capable of carrying AIM-9M Sidewinder air-to-air missiles. In the cockpit, the Fightinghawk introduced hands-on-throttle-and-stick (HOTAS) controls, multifunction displays, and a new head-up display. Also installed were an onboard computerized mission-planning system and a new navigation/attack computer. Radar-warning receivers and onboard oxygen-generating equipment rounded out the upgrade package.

An A-4AR prepares for takeoff during the Salitre II exercise in Chile in 2009. MARTIN BERNETTI/AFP via Getty Images

Although significantly more capable than the Vietnam-era Skyhawks they evolved from, the Fightinghawk was never designed as a dedicated air-defense fighter. Nevertheless, it was forced into that role after Argentina retired its last French-built Mirage fighters in 2015.

An A-4AR carrying an inert AIM-9M Sidewinder air-to-air missile under the wing. Fuerza Aérea Argentina

Against this backdrop, the FAA spent years trying to rebuild its ‘fighter’ capability but was repeatedly hampered by British efforts to block potential fighter buys. There was even speculation that Argentina might push to secure a deal with either China or Russia. Numerous aircraft options were eval‎uated before the U.S. government finally approved the transfer of F-16s from Denmark to Argentina in October 2023.

Early the following year, Argentina’s President Javier Milei confirmed that Buenos Aires would purchase the secondhand F-16s from Denmark. Welcoming the news, the U.S. Department of State described the jets in question as “low-cost high-performance multirole aircraft.”

The FAA is now in the process of introducing 24 F-16s, in the form of 16 single-seat F-16AMs and eight two-seat F-16BMs. It is also receiving several older Viper airframes for use as training aids and a spare parts source.

The FAA is now in the process of introducing 24 F-16s, in the form of 16 single-seat F-16AMs and eight two-seat F-16BMs. It is also receiving several older Viper airframes for use as training aids and a spare parts source.

One of the first F-16AMs for the FAA after its arrival in Argentina. Fuerza Aérea Argentina

The retirement of the Fightinghawk also concludes the legacy of the wider A-4 series in Argentine service.

An A-4AR Fightinghawk alongside a French Air Force Mirage 2000 during joint maneuvers in Brazil. EVARISTO SA/AFP via Getty Images

Argentina’s relationship with the A-4 began when the FAA took delivery of 26 former U.S. Navy A-4Bs in 1966, becoming the first export customer for the Skyhawk. A second batch of 26 A-4Bs arrived in 1970 and similarly joined the 5th Air Brigade at Villa Reynolds.

In 1976, another batch of 26 aircraft was delivered to the FAA, these being A-4Cs, again from U.S. Navy stocks. Their arrival allowed another unit to be equipped, this time the 4th Air Brigade at El Plumerillo.

For FAA service, these aircraft received the official designation A-4P from the U.S. government and the manufacturer, but were locally still often referred to as A-4B/Cs.

As well as equipping its air force, Argentina acquired A-4s for its naval air arm. In 1970, the Argentine Navy received a batch of 16 A-4Qs, a unique designation that applied to upgraded former U.S. Navy A-4Bs. These were primarily intended to serve aboard the aircraft carrier Veinticinco de Mayo, a Colossus class vessel that was transferred from the United Kingdom after service with the U.K. Royal Navy and the Royal Netherlands Navy. Unlike the first-generation FAA A-4s, the naval Skyhawks had, from the outset, provision for AIM-9 Sidewinder air-to-air missiles to provide air defense cover for the carrier group. They could also be fitted with a buddy refueling store.

By the time of the Falklands/Malvinas War in 1982, which began with Argentina’s surprise attack on the tiny British South Atlantic territory, nearly 8,000 miles from the United Kingdom, around 36 A-4s were in FAA service, with another eight more operational with the Argentine Navy.

At least one A-4 was tested from the airfield at Port Stanley in the Falklands, but the type was not judged suitable for sustained combat operations there. As for the Argentine Navy A-4s, these were initially embarked on the Veinticinco de Mayo, but the loss of the cruiser Belgrano forced the Argentine carrier back to port to avoid a similar fate.

An FAA A-4 is bombed up during the Falklands War. via Mariano Sciaroni 

All this was fortunate for the British, since the FAA and Argentine Navy A-4s were forced to operate from bases on the mainland, at the very margins of their range.

For the A-4s, the war began with the support of the initial amphibious landings near Port Stanley, after which FAA Skyhawks clashed for the first time with the British task force on May 12, 1982. Although four A-4s were brought down by air defenses in this confrontation, they inflicted heavy damage on the destroyer HMS Glasgow.

Argentinian pilots attacking British warships in San Carlos Water during The Falklands War

Typically, the FAA A-4s would transit to the islands at high levels, refuel from a KC-130 Hercules tanker, then drop down for a low-level attack run, dropping U.S.- or British-made free-fall bombs. Considering the challenges of these operations and the fact that the combination of low-level release and often-incorrect fusing meant many bombs failed to detonate, the jets had a major impact. In the course of more than 200 combat sorties, FAA A-4s sunk four warships and damaged several more. The service suffered eight losses at the hands of U.K. Royal Navy Sea Harriers out of a total of 19 A-4s lost, together with 17 pilots.

Meanwhile, the Argentine Navy A-4s claimed to have inflicted fatal damage on two warships (claims disputed by the British), for the loss of three Skyhawks and two pilots.

Bombs about to be loaded onto an Argentine Navy A-4 on the deck of the aircraft carrier Veinticinco de Mayo. Photo by Luis Rosendo/Heritage Images via Getty Images

The bravery of the FAA pilots is noteworthy here, since the A-4s were flying with no air-to-air missile armament, no radar, no modern navigation system, delivering unguided munitions, and without radar-warning equipment. As you can read about here, as far as self-protection systems, the few examples that were introduced by the Argentines during the conflict were the result of desperate ingenuity.

The end of the conflict saw operations hampered by a U.S. arms embargo, but the Argentine Skyhawks soldiered on. The Argentine Navy stood down its last A-4Q in 1988, while the last of the first-generation FAA A-4s was retired in 1999.

With the retirement of the Fightinghawk, the A-4 remains in active military service only with neighboring Brazil.

The Brazilian Navy also acquired A-4s for carrier operations, but the retirement of its sole flattop, Sao Paulo, means that the value of its Skyhawks, locally designated AF-1, is increasingly questionable. However, work has been undertaken to upgrade these aircraft to ensure they remain viable, albeit now operating from a land base, at São Pedro da Aldeia. In all, five single-seaters and a pair of two-seaters were brought up to AF-1B and AF-1C standards, respectively. The seven upgraded Skyhawks received airframe and engine overhauls, a new Elta Systems EL/M-2032 multi-mode radar, a glass cockpit with HOTAS controls, and various other improvements.

A Brazilian Navy AF-1 Skyhawk. Sgt Müller Marin/Brazilian Air Force

Now that Saab Gripen E/F fighters are joining the Brazilian Air Force, retaining the Skyhawk fleet is also less important, and their time in service will likely come to an end soon.

In the meantime, however, the A-4 continues to provide good service to private military contractors, who appreciate the jet for its versatility, agility, and relatively low operating costs, meaning that it excels as both an adversary and as a test and training platform. Chief among these operators is the Canadian Top Aces, flying ex-Israeli A-4s, and Florida-based Draken International, which operates a fleet of the jets that previously flew with the Royal New Zealand Air Force.

As we have discussed in the past, the capabilities of some of these contractor-operated A-4s would be beyond the imagination of many of the pilots who originally flew the jets in military service. The latest standard of A-4s operated by Top Aces, for example, includes an active electronically scanned array (AESA) radar and an infrared search and track (IRST) system to better replicate more modern threats.

A former Israeli Air Force A-4N now flying with Top Aces. Sven Neumann

Therefore, while the A-4 may be fast disappearing from the inventories of air forces, its legacy is set to live on in the most tangible form, as it continues to serve in a variety of support roles around the world in the hands of commercial operators.

Contact the author: thomas@thewarzone.com

Thomas NewdickStaff Writer

Thomas is a defense writer and editor with over 20 years of experience covering military aerospace topics and conflicts. He’s written a number of books, edited many more, and has contributed to many of the world’s leading aviation publications. Before joining The War Zone in 2020, he was the editor of AirForces Monthly.

[백선호]

엔진 또는 레이다 바꾼 A-4는 2001년 뉴질랜드가 퇴역시키고 2005년 싱가포르가 퇴역시키고 (훈련기로는 2012년 퇴역) 이제 아르헨티나가 마지막으로 퇴역시키네요.

[정명기]

A-4와 F-5라는 구시대의 유물들이 저물어가는 시대가 되었군요. 감회가 새롭습니다.