Harrier GR.3 multirole fighter. Aviation weapons Fuel and engine system

Moving away from the holidays, as always, it is better to accelerate slowly. Of course, big holidays require rest and rehabilitation :-))) Mine ended without much casualties or destruction: I went snowboarding and visited the German Museum and its two branches (transport and aviation). Let us remember again Oshkosh 2010. One of the very interesting exhibits here was the Sea Harrier FA2. What is known about it:

As always, I use information from sites
http://www.airwar.ru
http://ru.wikipedia.org/wiki
and other sources I found on the Internet and literature.

Sea Harrier FA2 is a modernized version of the carrier-based fighter Sea Harrier FRS Mk.1 created for the Royal Navy of Great Britain and the Indian Navy by the English company British Aerospace Military Aircraft Limited.

The main task of the aircraft is to provide air cover for the fleet, especially against low-flying strike aircraft armed with long-range air-to-surface missiles. The aircraft's design is optimized for air combat with secondary patrol capabilities and air-to-sea and air-to-ground strike capabilities.
cabin

Contract for the modernization of 29 Mk 1 into F/A. Mk 2 was signed by the British Ministry of Defense on December 7, 1988. And the first flight of the F/A. Mk 2 flew on September 19, 1989.

The nose landing gear is mounted on two high-strength titanium alloy units on the front and rear aluminum alloy beams. The stand is retracted against the flight into the space between the engine air intakes behind the rear sealed wall of the cabin. The nose strut is self-orienting, steerable, with a linkage suspension and one wheel located at the rear. The stand is equipped with a hydraulic control system that allows rotation to the right and left by 45 degrees. In self-orientation mode, the nose wheel rotates freely 179 degrees in both directions.
front chassis

Refurbishment began at Kingston in October 1990 and continued at Dunsfold and Brough. Delivery began on April 2, 1993. Sea Harrier F/A. The Mk 2s entered service in March 1995, arriving aboard HMS Illustrious. The first operational mission was completed on December 25, 1995. In total, by November 1998, 26 F/A were in service. Mk 2.
exhaust

F/A. The Mk 2 is externally different from the FRS. Mk 1 with a less pointed antenna nose cone, a longer rear fuselage, redesigned antennas and external suspensions and larger slats.

When the engines operate on the ground, the nozzles are usually deflected to a position corresponding to vertical takeoff or short takeoff. Therefore, the aircraft's landing gear has an unusual configuration with one main landing gear located centrally under the fuselage, landing gear at the wing tips, and a conventional nose gear. This design made it possible not to take any special measures to ensure normal operation chassis taking into account the heating of the space under the fuselage by exhaust gases from the engine nozzles.
underwing landing gear

The aircraft is equipped with a Blue Vixen pulse-Doppler radar developed by Marconi Electronic Systems. The radar is optimized for joint use of the AIM-120 AMRAAM missile launcher, which reduces the pilot’s workload and is protected from the effects of electronic warfare systems.

The aircraft is equipped with 5 weapons suspension systems based on the LAU-106A and LAU-7 multi-purpose launchers. The main weapon of the aircraft is the AIM-120 AMRAAM air-to-air missile with an active radar seeker and a powerful explosive warhead. The range is more than 50 nautical miles, the missile's flight speed is 1.2 km per second. To intercept air targets at close range, the AIM-9M(L) Sidewinder missile is used. When performing strike missions, the aircraft can carry Sea Eagle anti-ship missiles (range - more than 50 miles, speed - 0.3 km per second) and ALARM anti-radar missiles.

The wing is fastened using six units installed in pairs on three frames. When replacing the engine, the wing is dismantled. This entire operation is completed in 5 hours 30 minutes. The vertical and horizontal tails are also removable.
wing

The Ministry of Defense is also considering the possibility of using more powerful Pegasus 11-61 engines instead of Pegasus 11-21.
tail

All aircraft are based at Royal Naval Air Station Yeovilton, where three squadrons are located: two combat and training, the tasks of which are training young pilots and additional training (retraining) of flight personnel. The other two squadrons provide air wings for Invicible class aircraft carriers.

Our aircraft was built in 1979 as Sea Harrier FRS Mk.1 cn XZ439, this was actually the aircraft on which the entire series was tested, and also 912002/db2 mode s code 53217275 belongs to Nalls Aviation Inc, a Rolls-royce MK-104 engine is installed. This The plane was the first to take off from a ramp into the sea on October 30, 1980. In October 1989, it was the first to be modified into the Sea Harrier FA2 by installing the Blue Vixen pulse-Doppler radar and the AIM-120 AMRAAM missile.

The Rolls-royce MK-104 that is on this plane is a Rolls-royce pegasus 11, it was different from previous version 10 increased air flow with a fan with modified blades. The exhaust gas temperature was increased to 1511 degrees Celsius. It had a life of 800 hours.

In general, to understand the pedigree of these machines, you need to understand this: Hawker Siddeley Harrier GR.1/GR.3 and AV-8A are the first generation of the British Harrier fighter-bomber family. Developed in the 1960s, the Harrier was the world's first production vertical take-off and landing aircraft. Serial production began in 1967. It was in service with Great Britain, the USA and several other countries. The Americans ordered 102 Harrier aircraft from Hawker Siddeley. In the USA, the Harrier was named AV-8A (English designation - Harrier Mk.50).
Further development of the aircraft are the BAE Sea Harrier, BAE Harrier II, and AV-8B Harrier II, produced at British Aerospace (UK) and McDonnell Douglas (USA).
shield

The central section of the fuselage houses the engine and its components. This compartment has a U-shaped section, open at the top, which allows the engine to be installed or removed after removing the fairing and wing. The side air intakes of the engine are equipped with additional flaps in the front part of the shell, designed to increase air flow at low flight speeds, and also serve to drain the boundary layer along the perimeter of the cabin with an exit at the rear of the canopy. The additional flaps at the front are hinged and operate automatically between the inner and outer shock-absorbing stops.

The front pair of nozzles through which relatively cold air from the fan circuit, mounted on the fuselage using a large-diameter single-row ball bearing. The second pair of nozzles, intended for hot gases, is mounted on the engine using the same bearing and is not connected to the fuselage structure. The nozzles are rotated by a pneumatic motor from a horizontal position at an angle of about 100 degrees, changing the position of the thrust vector from propulsion to takeoff (90 degrees) and then to braking.

The fuselage skin immediately behind the rear engine nozzles is protected by a stainless steel shield with a low coefficient of thermal expansion. This screen is attached to reinforced points on the side surface of the fuselage with screws and anchor nuts, under which thermal insulation is laid.

From the compressor high pressure Four air ducts extend from below - on the wing console to the landing gear fairings, where the roll control nozzles are located, as well as to the nose and tail of the aircraft. The tail boom has several nozzles: - for pitch control together with the nose one and for heading control. The thrust control system is activated when the engine nozzles are moved 20 degrees or more from horizontal during low-speed flight or vertical takeoffs and landings.

Electronic equipment includes a radar warning system Sky Guardian 200 from Marconi Electronic Systems, a jamming system - AN/ALE-40, a communication system - AD120 VHF Marconi Electronic Systems and AN/ARC-164, a friend-or-foe identification system AN/ APX-100 MK12 or PTR 446 IFF, AD 2770 Tactical Air Navigation System Tacan Marconi Electronic Systems and MADGE Microwave Airborne Digital Guidance Equipment from Thomson Thorn. For surveillance, an F.95 camera installed in the bow is used.
cabin

Initially, these planes had an informal nickname “Shar”, I couldn’t translate it!!! Tell me, what does this mean?

air intakes

In the next two posts we will look at cars made by McDonell-Douglas from the museum in Pensacola
Flight characteristics: Modification of Sea Harrier FA2 Wing span, m 7.70 Aircraft length, m 14.17 Aircraft height, m ​​3.61 Wing area, m2 18.68 Weight, kg empty aircraft 6616 take-off weight during vertical take-off 7992 take-off weight during take-off with a running start 10210 maximum take-off weight 11880 Fuel mass, kg internal 2295 in PTB 2404 (2 x 1500 l) Engine type and 1 turbojet Rolls Royce Pegasus Mk106 Maximum thrust, kN 1 x 95.6 Maximum speed, km/h.

at an altitude of M=1.25 at sea level 1200 Service ceiling, m 15300 Range, km: with GDP 135 (this is a very strange figure and I still can’t understand how correct it is?) with take-off weight 9700 kg 795 Patrol time, min: with vertical take-off 24 with take-off run 155 m 72 Max. operational overload 7.8 Crew, persons 1 Armament: Combat load - 3855 kg on 6 hardpoints: 4 medium-range air-to-air missiles AIM-120V AMRAAM or 4 missiles AIM-9L Sidewinder or ASRAAM 2 anti-radar missiles ALARM or 2 anti-ship missiles Sea Eagle.

2 containers with 30 mm Aden cannon, 500 kg bombs

The Harrier is a multi-generational British vertical take-off and landing combat aircraft. Having first flown in 1960, it was in service with the Royal Air Force, US Marine Corps, Thai Air Force and Spanish Air Force for many years. All this time, the combat vehicle was constantly evolving, preserving already proven solutions and absorbing technical innovations. Harrier GR.1 multi-role attack and reconnaissance aircraft with vertical take-off/landing Harrier GR. Mk.1 is the first serial combat aircraft in world aviation capable of short or vertical takeoff/landing. The creation of the Harrier was preceded by long-term testing of the R-1127 Kestrel VTOL aircraft, created by Hawker Siddeley Aviation Limited (today British Aerospace). The prototype made its first flight on November 24, 1960. In 1967 it was started

mass production

The fuselage of the Harier attack aircraft and reconnaissance aircraft is made as a riveted continuous structure with two technological connectors. The pilot's cabin is located in the bow. Its rear border runs along the inclined partition used for mounting the ejection seat. The engine and components are located in the central section of the fuselage. In the front part of it, two fuel tanks (capacity 232 l) are symmetrically placed on each side. Another 473-liter tank is mounted above the main landing gear compartment. Between the engine nozzles there are two 177-liter central tanks. The wing caisson has two fuel tanks of 785 liters each. If necessary, drop tanks with a capacity of 455 liters and 1500 liters for long-distance ferry flights can be suspended under the wing.

The Rolls-Royce Bristol Pegasus 101 turbojet engine is attached at four points to the power frames of the central fuselage section. The nozzles are rotated using a pneumatic motor from a horizontal position by 98.5 degrees, changing the position of the thrust vector to takeoff (90 degrees) and then to braking. The position in space is changed using the engine as follows. Four air ducts depart from the compressor - to the tail and nose, as well as to the wing console, where the roll control nozzles are located. The tail boom has three nozzles: one (together with the nose) is used for pitch control, two nozzles are used for channel control. The thrust control system is engaged when the engine nozzles are moved 20 degrees or more from the horizontal position during vertical takeoff and landing or low speed flight.

The central section of the fuselage houses the rear and nose landing gear. The front landing gear is controlled by two hydraulic cylinders, which provide a 45-degree rotation. The equipment compartment is located at the rear of the fuselage.

The keel and horizontal all-moving tail have a conventional design made of aluminum alloys. The steering wheel is made with honeycomb core. The lower part of the tail has an air brake that extends to an angle of up to 66 degrees in flight.

The wing on the Harrier aircraft is continuous and is attached to the fuselage at six points. The design is coffered with two lower and three upper milled panels. The wing has nodes in four places for attaching pylons for combat load. Can be suspended on internal pylons fuel tanks. Containers of 30 mm Aden cannons with 130 rounds of ammunition (weight 205 kg each) can be suspended under the wing. The total combat load can reach 3.1 tons.

Later they released a modification of the Harrier GR. Mk.1A equipped with a Rolls-Royce Bristol Pegasus Mk 102 engine of greater power. Further development of the Harier followed the path of developing a multi-role strike fighter with vertical take-off/landing. The first modification was the Harrier GR. Mk.3.

Adopted into service - 1969;
Wing span – 7.7 m;
Wing area – 18.68 m2;
Height – 3.43 m;
Length – 13.87 m;
Empty aircraft weight – 5530 kg;
Maximum take-off weight - 11340 kg;
Fuel in internal tanks – 2865 kg;
Fuel in PTB – 2x1500 kg;
Engine type – 1 turbofan Pegasus Mk. 101;
Engine thrust – 1x8610 kgf;
Maximum speed – 1360 km/h (at altitude);
Maximum cruising speed – 1185 km/h;
Practical range – 3700 km;
Combat radius – 1200 km;
Practical ceiling – 15000 m;
Crew – 1 person;
Weapons:
Combat load - 2270 kg;
5 hardpoints: 2 containers with 30 mm Aden cannons, 2 AIM-9D Sidewinder air-to-air guided missiles, 2 AS.37 Martel air-to-ground guided missiles, or 8 225 kg or 5 450- kg bombs, or 2 incendiary bombs, or 8 12.7 kg practical bombs, or 4 cluster bombs, or 4 Type 155 SNEB NUR launchers or 6 19x68-mm NUR launchers or 1 container with reconnaissance equipment.

Harrier GR.3 multi-role vertical take-off/landing fighter

The multi-role fighter GDP GR.Mk-Z differs from the basic modification of the Harrier GR.Mk-1 by the upgraded Rolls Royce Pegasus 103 engine. Take-off thrust was 9753 kg. The fuselage has not undergone significant changes. During operation, it became clear that with a full combat load during vertical takeoff, the aircraft consumes too much fuel - which, however, is a common feature of all Harriers with vertical or short takeoff/landing. The standard equipment of the GR.Mk-Z includes an in-flight refueling system, a laser rangefinder and an indicator on windshield.

Features of the vehicle: two 30-mm Aden cannons installed under the fuselage; aerodynamic braking device; possibility of suspension under the wing of Matra missiles.

The avionics of the Harrier GR.1 and GR.3 aircraft is based on the FE541 inertial targeting and navigation system from Ferranti. This system provides autonomous access to the target, aiming, launching missiles, bombing and firing guns. Also, the aircraft are equipped with VHF and HF radio stations, radar identification and short-range navigation equipment “TAKAN”.

The multirole fighter's small arms and cannon armament consisted of two detachable 30 mm Aden cannons. Under the fuselage and inside it there were 1821 kg of weapons. Combat load of external hardpoints – 2x454 kg. Guided missiles - 2 x AIM-9 air-to-air missiles. In blocks LAU 10 - 16 (4x4) unguided missiles of 127 mm caliber, in blocks LAU 68 - 28 (4x7) Hydra missiles of 70 mm caliber, in blocks LAU 69 - 76 (4x19) Hydra missiles. The aircraft could carry high-explosive free-fall bombs Mk.81 (5x119 kg) or Mk.82 (5x227 kg) or Mk.83 (2x460 kg), incendiary bombs - Mk.77 (5x340 kg) as well as 4 Mk.20 or 2 cluster bombs – CBU-24.

Since 1970, three squadrons in Germany and one in the UK have been equipped with Harrier GR.3 aircraft. The last combat unit to operate the GR.Mk-3 was the operational re-equipment unit stationed in Belize. Having served for almost 20 years, these vehicles were replaced by new modifications GR.Mk-5 and Mk-7.

Performance characteristics:
Adopted into service - 1970;
Wing span – 7.7 m;
Wing area – 18.68 m2;
Aircraft height – 3.45 m;
Aircraft length – 13.87 m;
Maximum take-off weight – 11430 kg;
Empty aircraft weight – 6140 kg;
Combat load during takeoff with a short run - 3600 kg;
Combat load during vertical takeoff – 2300 kg;
Internal fuel mass – 2295 kg;
Fuel mass in the tank is 2400 kg;
Engine type – turbofan Pegasus Mk. 103 (thrust 8750 kgf);
Maximum speed – 1350 km/h (at altitude);
Maximum speed – 1180 km/h (at the ground);
Practical range – 3425 km;
Service ceiling – 15200 m;
Combat radius - 520 km;
Crew – 1 person.

Multi-role vertical take-off/landing fighter Harrier GR.5

Since July 1987, the Harrier GR.5 tactical fighters with short or vertical take-off/landing began to enter service with the Royal Air Force. It differs from its predecessor, the Harrier GR.3, in its ability to carry a larger combat load and increased range.

The GR.5 fighter is designed to conduct aerial reconnaissance and provide close air support to ground forces.

The Harrier GR.5 is structurally a cantilever monoplane with a swept high wing, a bicycle chassis and a single-fin tail. A special feature of this aircraft is the widespread use of composite materials in its design. Their share is 26.3%. The non-separable wing has a thicker supercritical profile compared to the Harrier GR.3 wing. The wing span is increased by 20%, the area by 14.5%. Along the leading edge, the wing sweep has been reduced by 10%. Composite materials are mainly used to make the wing. Aluminum alloy is used for the leading and trailing edges of the wing and tips. According to British experts, an increase in the area of ​​the flaps and wing, and the use of hovering ailerons, which deviate at a certain angle depending on the position of the engine nozzles, improved the performance of the Harrier GR.5 when using an aircraft with a short takeoff.

At the same time, innovations introduced into the wing design led to an increase in drag, which was the main reason for the decrease in maximum speed by 80 km/h. It is believed that this reduction in speed can be eliminated due to minor changes in the interface of the fuselage and wing, as well as the design of the air intakes. The fuselage is slightly longer in comparison with the Harrier-GR.Z. The forward part of the fuselage is made mainly of composite material (graphite-epoxy), the tail and central parts are made of aluminum alloy. Titanium is used in the manufacture of two ventral heat shields and a small panel in front of the windshield. Between the main and nose landing gear, a “box” can be installed at the bottom of the central part of the fuselage, which consists of a retractable transverse flap and two longitudinal rigidly fixed ridges. The transverse shield is located behind the nose landing gear, the ridges are attached to the gun pods. During vertical takeoff and landing, the “box” captures part of the exhaust gases reflected from the ground. As a result, an air cushion is formed, increasing the lifting force by approximately 500 kg.

The single-seat cabin of a new design, with air conditioning, is made entirely of composite materials. The pilot's seat is located 30.5 higher compared to the Harrier-GR.3. Thanks to this and the use of a new canopy, the pilot receives good all-round visibility.

The Harrier-GR.5 power plant is one Rolls-Royce Pegasus Mk.105 bypass turbojet engine with variable thrust vector direction (maximum static thrust is 9870 kgf). There is a 4-second (short-term) transfer to a higher temperature mode of engine operation during a vertical landing. Compressed air from a compressor is used to power the on-board oxygen system and flight control system, as well as to pressurize the cabin.

The fuel system is largely similar to that of the Harrier GR.3, but by increasing the volume of the wing fuel tanks, the capacity of the internal fuel tanks reaches 4,200 liters, an increase of 45%. more than its predecessor. In addition, the GR.5 can be equipped with 4 external fuel tanks (each capacity is 1135 l). There is an in-flight refueling system.

Radio-electronic equipment includes noise-resistant VHF and HF radio stations, Kossor IFF 4760 radar identification equipment, Ferranti FIN 1075 inertial navigation system, TAKAN short-range navigation equipment, landing system receiver, digital computer of aerodynamic parameters, electro-optical indicator (data is displayed on windshield), Hughes Aircraft control system. The weapon control system ensures the use of various guided weapons, including weapons with a television or laser guidance system. The fighter is also equipped with an electronic integrated radio countermeasures and radio reconnaissance system, including an active jamming station, an AN/ALR-67(V)2 detection receiver, and an AN/ALE-40 IR trap and anti-radar reflector release device. A forward-looking infrared reconnaissance station can be installed under the forward fuselage.

The Harrier GR.5 fighter is equipped with 2 ventral cannon mounts with 25 mm Aden cannons (200 rounds of ammunition for each cannon). To accommodate other weapons, 9 hardpoints are used: 1 between the cannon mounts under the fuselage and 4 under each wing console. Two underwing assemblies, which are located in front of the underwing landing gear, serve to install launchers for short-range AIM-9L Sidewinder air-to-air missiles. The remaining units can be used for hanging fuel tanks, bombs for various purposes and launchers of unguided aircraft missiles.

Performance characteristics:
Adopted into service - 1987;
Wing span – 9.25 m;
Wing area – 21.37 m2;
Height – 3.55 m;
Length – 14.12 m;
Maximum take-off weight – 13500 kg;
Empty aircraft weight – 6250 kg;
Combat load during vertical take-off – 3000 kg;
Combat load during takeoff with a short run - 4170 kg;
Weight of internal fuel – 3500 kg;
Fuel mass in the PTB – 3700 kg;
Engine type – turbofan Pegasus Mk. 103 (thrust 9870 kgf);
Maximum speed:
- near the ground - 1100 km/h;
- at altitude - 1150 km/h;
Combat radius - 520 km;
Practical range - 3825 km;
Crew – 1 person.

Harrier GR.7 VTOL tactical strike fighter

The Harrier GR.Mk7 is the most common Harrier model in service with the Royal Air Force. This aircraft is jointly manufactured by British Aerospace and McDonnell Douglas. The UK initially withdrew from the joint Harrier program, but then returned. The British Air Force required 94 vehicles, and the United States - more than three hundred. British Aerospace is the junior partner and is responsible for 40% of the work on aircraft destined for Spain and the US, and 50% for British aircraft. BAe was engaged in the manufacture of the stabilizer, tail and central sections of the fuselage, as well as rudders and fins of aircraft. The company also carried out the final assembly of British cars.

McDonnell Douglas specialists developed a completely composite wing for the aircraft, which made it possible to reduce its weight by 150 kg. The supercritical wing profile, which has a large relative thickness, made it possible to increase the fuel supply. The AV-88 wing is the largest single composite structural element ever used on a combat aircraft. The upper part of the wing was made removable for access to the internal compartments. Single-slot flaps are larger; there are bulges in the root part of the wing.

The RAF Harrier GR.Mk7 received Rolls-Royce Pegasus Mk 105 bypass turbojet engines (95.6 kN thrust). To eliminate the gyroscopic effect, the motor shafts rotate in opposite directions. Stabilization of the aircraft is ensured by valve-nozzles of the gas-dynamic control system, located in the tail and nose sections as well as on the wingtips. Installed on the Harrier GR.7, the front pair of rotary nozzles with a new design, modified air intakes and a lift-increasing system made it possible to obtain an increase in thrust.

The Harrier GR.Mk 7 also received upgraded avionics and a forward-looking IR system. The GR.Mk 7 is equipped with a noise-resistant GEC Avionics ADЗ500 radio communication system and a Cossor IFF 4760 gas detection system. The Ferranti moving map indicator has been retained. The AN/ALE-40 automatic weapon for shooting IR traps and dipole reflectors is mounted at the bottom of the rear fuselage; an additional BOL machine gun is located in the pylon. In the nose, under the fairing, there is an IR forward-looking system.

The tactical strike fighter was equipped with a new 25-mm ADEN cannon, developed by the Royal Ordnance state weapons arsenal. The lower rate of fire was compensated by the placement of two guns. The gun is a revolver type and has a rotating drum with chambers. Rate of fire – 1650-1850 rounds per minute. Hunting 8L755 cluster munitions became one of the main means of destruction of Harrier aircraft. The 227-kilogram cassette container contained 147 submunitions (small-caliber cumulative fragmentation bombs) placed in seven compartments. The cassette was opened using pyrotechnic charges, and submunitions were pushed out of its cylindrical compartments by a pneumatic mechanism at certain intervals.

Performance characteristics:
Length – 14.53 m;
Swing – 9.25 m;
Wing area – 21.37 m2;
Height – 3.55 m;
Powerplant – 1 Rolls-Royce Pegasus Mk 105 turbofan engine;
Thrust - 95.6 kN;
Empty weight – 6336 kr;
Maximum take-off weight – 10410 kr;
Total fuel supply – 8858 l
Maximum speed at high altitude – 1041 km/h;
Maximum speed at low altitude - 1065 km/h
Practical ceiling - 15240 m;
Take-off run for short take-off – 435 m;

Combat range:
- with vertical take-off - 277 km;
- during takeoff with a short run - 2722 km;
Crew – 1 person;
Armament: two Aden 25 mm cannons (total ammunition capacity: 400 rounds);
Nine hardpoints: 1 under the fuselage, 4 under each wing;
Maximum combat load:
- for vertical take-off - 3 tons;
- during takeoff with a short run - 4170 kg;
On two nodes in front of the underwing landing gear are launchers for AIM-9L Sidewinder air-to-air guided missiles.
On other nodes the following can be suspended:
4 AGM-65 Maveric air-to-surface guided missiles;
4 AIM-120 AMRAAM or AIM-9 air-to-air class;



various NUR launchers and bombs, as well as containers with electronic warfare and reconnaissance equipment.

Harrier GR.9 VTOL tactical strike fighter

The RAF Harrier GR.9/9a program has two main elements. The first element is an integrated weapons program designed for the unified use of a wide range of developed/modernized high-precision weapons. The second is the installation of a more powerful Rolls-Royce Pegasus Mk.107 engine.

The IWP forms the basis of GR.9/9a. The program builds on the capabilities of the GR.7 through the integration of the Brimstone and Storm Shadow air-to-surface weapon systems. The previously planned possibility of using the ASRAAM guided air-to-air missile was rejected. Although the use of these precision weapon systems is the basis of the IWP, the Harrier GR.7 requires numerous other improvements to make the most effective use of this weapon. This is mainly due to the need to use a modern MIL-STD-1760 control system associated with the new on-board computer and software. Precision weapons also require the use of a new inertial navigation system, GPS, which can provide navigation information to them. The aircraft is equipped with a more informative instrument panel and a warning system about the danger of approaching the ground.

The Harrier GR.9 made its first flight in 2001. Entered service in 2003. Existing Harrier GR.7s are planned to be equipped with IWP and upgraded to GR.9.

The Royal Air Force and Royal Navy each have two squadrons equipped exclusively with the Harrier GR.9. There is also a training squadron equipped with a two-seat version of the vehicle, which has an IWP but is equipped with a less powerful engine.

Performance characteristics:
Length – 14.30 m;
Height – 3.55 m;
Wing span – 9.25 m;
Wing area – 21.37 m2;
Empty aircraft weight – 6336 kg;
Maximum take-off weight – 14060 kg;
Engine – Rolls Royce Pegasus Mk.107;
Thrust - 10795 kgf;
Maximum ground speed – 1086 km/h;
Maximum speed at high altitude – 1198 km/h;
Ferry range – 3640 km
Combat range with external fuel tanks - 2700 km;
Combat range during takeoff with a short run - 1800 km;
Combat range during vertical takeoff - 280 km;
Crew – 1 person.
Weapons:
two Aden guns of 30 mm caliber (ammunition capacity of one gun is 200 rounds).
Maximum combat load – 4900 kg;
Nine hardpoints:
6 air-to-air AIM-120 AMRAAM or AIM-9;
4 Brimstone or AGM-65 Maveric air-to-surface guided missiles;
4 SeaEagle or AGM-84 Harpoon anti-ship missiles;
2 AGM-62 Walleye optically guided bombs;
2 containers with 30 mm caliber guns;
various bombs, containers with electronic warfare and reconnaissance equipment, NUR launchers;
Storm Shadow cruise missiles.

Prepared based on materials:
http://warplane.ru
http://www.airwar.ru
http://www.planers32.ru
http://vooruzenie.ru
http://www.dogswar.ru
http://military-informer.narod.ru
http://www.nato-aviation.ru

Aviation weapons

Sea Harrier fighter

The Harrier fighter prototype, an experimental aircraft designated R1127, was developed by a team led by Sidney Camm, then chief designer at Hawker Siddeley. The basis of the project was a jet engine with deflectable thrust vector - B.E.53, specially created by Bristol Aero-Engines.

The vertical take-off of the VTOL R. 1127 was carried out by deflecting the engine thrust vector downwards using four rotary nozzles; when transitioning to horizontal flight, they turned into a marching position - along the axis of the aircraft.

The first vertical take-off of the R1127 took place on October 21, 1960, and in 1968, the British Air Force (RAF) began to receive serial VTOL aircraft Harrier GR.1. The fighter for arming Invincible-class aircraft carriers was designated P.1184/Sea Harrier Fighter-Reconnaissance-Strike Mark 1 (FRS.1). As the name itself suggests, the aircraft was intended to be a multi-role aircraft, capable of acting as a fighter carrying two Sidewinder missiles on each outer wing pylon, a reconnaissance aircraft and an attack aircraft.

To accommodate the radar on the aircraft, the shape of its nose was changed. In addition, to save space on the deck or in the hangar of an aircraft carrier, the nose cone was tilted to the left; due to this, the length of the aircraft was reduced from 14.5 to 12.7 m.

To provide the pilot best review During landing on the deck, the cabin was raised up by 280 mm, and the canopy was given a teardrop shape. Raising the cockpit also eliminated one of the significant disadvantages of the GR.3 during air combat - poor rear and side visibility for the pilot. As aerodynamic compensation for the raised cabin, the fin height had to be increased by 100 mm.

Since new equipment had to be placed in the cockpit, including a radar indicator on the instrument panel, the cockpit had to be completely redesigned. It also installed a new Martin-Baker Mk.1 OH ejection seat, class 0-0, which ensures the parachute opens 1.5 s after the start of ejection - with the previous seat this parameter was 2.5 s. This reduction in response time increased the chances of saving the pilot in the event of an accident during takeoff or landing on a ship.

To reduce the harmful effects of salt water and humid sea air on the Pegasus 104 airframe and engine, their design was modified - many critical parts were made of alloys with increased corrosion resistance.

The R. 1184's armament included guided missiles (UR) of the " air-air» AIM-9 Sidewinder, suspended from external wing pylons. To combat ships, it was possible to install two anti-ship missiles of the Sea Eagle or Harpoon type. The rest of the weapons were similar to those used on the Harrier GR.3. One ventral and four underwing pylons were used for its suspension. External underwing pylons were designed for a load of 455 kg, internal ones - for 910 kg.

Containers with two 30-mm Aden cannons with 130 rounds of ammunition per barrel could be installed on special mounts under the fuselage.

In May 1975, the British Ministry of Defense ordered a batch of 25 Sea Harrier aircraft (including one double-seater trainer) to equip new aircraft carriers.

On 20 August 1978, the first Sea Harrier FRS.1 (number XZ 450), piloted by test pilot John Fairley, took off from Dunsfold airfield for a 25-minute flight. Prior to this event - in May 1978 - the fleet ordered 10 additional Sea Harriers.

Considering that the Harrier GR.3 aircraft had been in operation for a long time, and their components and assemblies were well developed, it was decided not to build prototypes of the Sea Harrier. The aircraft was immediately put into mass production, and the first three production aircraft were allocated for various tests, including testing the ski-jump takeoff technique.

After the completion of the ground stage of testing, the sea stage was also carried out. But since the Invincible aircraft carrier intended for the Sea Harrier had not yet been completed, takeoffs were carried out from the landing helicopter carrier Hermes - a former light aircraft carrier launched in 1953 and converted into a helicopter carrier in 1971 (in 1984 the ship was sold to India, where after major repairs it was named Viraat).

The first production Sea Harrier FRS.1 was delivered to the fleet in mid-June 1979. Late that year, No. 800 Squadron was formed for the carrier Invincible, followed a few months later in early 1980 by a second squadron, No. 801, assigned to the carrier Illlastrious. A third squadron, No. 803, for Ark Royal was formed in 1982. In the same year, an order for another 23 aircraft followed.

Thus, a total of 57 Sea Harrier FRS.1 and three new two-seater T.4N aircraft were produced. Despite the successes achieved by the Sea Harrier VTOL aircraft in the Falklands War of 1982, the Royal Navy understood that they were largely due to the high training of the pilots and the superior qualities of the all-aspect homing head of the AIM-9L Sidewinder air-to-air missile.

The combat also demonstrated the shortcomings of the Sea Harrier. The main one was that the plane could not stay in the air long enough. In addition, two Sidewinder missiles were clearly not enough. And one more thing - the Blue Fox radar turned out to be not very effective, in particular due to the inability to highlight a target against the background of the sea surface. Conclusion - the plane needed improvement.

The first (intermediate) stage of modernization (Phase I Update) of the Sea Harrier began immediately after the end of the war, during repairs, and lasted from the summer of 1982 to 1987. The aircraft were fitted with new external fuel tanks with a capacity of 854 liters to replace the old ones with a capacity of 455 liters, as well as special launch beams that allowed two Sidewinder missiles to be suspended on each external pylon, so that the Sea Harrier began to carry four such missiles.

At the same stage of modernization, a nozzle control system, known as nozzle inching or nozzle nudging, was installed on the aircraft, which allowed the Sea Harrier pilot to change the position of the nozzles using a brake air flap switch located at the top of the thrust control handle. This greatly facilitated the manipulations that the pilot had to carry out during takeoff and landing. Due to the complexity of these manipulations, there was a joke that Sea Harrier pilots required three hands to control the aircraft.

The modernized aircraft was equipped with a more advanced system compared to the previous one, which facilitates landing in poor visibility conditions - Microwave Aircraft Digital Guidance Equipment (MADGE)). In addition, the FRS.1 was equipped with a new emergency power supply system, and the previously used electric generator, which was pulled out of the fuselage into the oncoming air flow in emergency situations, was removed.

Performance characteristics of the Sea Harrier FRS.l

Crew, people 1

Wingspan, m.7.70

Aircraft length, m.14.50

Aircraft height, m.3.71

Wing area, m2.18.68

Engine thrust Pegasus 11 Mk.104, kgf.9750

Empty weight of the aircraft, kg.6374

Fuel mass, kg.2295

Take-off weight during vertical take-off, kg.8620

Take-off weight during take-off run, kg.10 210

Maximum take-off weight, kg. 11,880

Maximum speed, km/h. 1190

Practical ceiling, m.15 300

Radius of action during vertical takeoff and landing, km. 135

Radius of action during take-off with a run of 155 m and take-off weight 9700 kg, km.795

Duration of patrol during vertical take-off, min. 24

Duration of patrol during takeoff with a run of 155 m, min. 72

Maximum operational overload.+7.8/-4.2

To correct other shortcomings of the Sea Harrier, a significantly larger amount of work was required, so in 1983 a program for the second stage of modernization (Phase II Update) was developed. The contract for its implementation was concluded with the BAe (British Aerospace) concern in 1985. The modernized Sea Harrier, which was to become the standard also for new aircraft under construction, received the designation Fighter Reconnaissance Strike Mark 2 (FRS.2).

In 1988, BAe completed the conversion of two Sea Harrier FRS.1 aircraft into pre-production prototypes of the FRS.2 aircraft. The first of them took off on September 19 of the same year, and deck tests were carried out in November 1990. In the summer of 1993, the Sea Harrier FRS.2 began to be delivered to combat units for operational testing. The main difference between the new modification of the Sea Harrier and the previous one is the more advanced Blue Vixen radar developed by Ferranti. The Blue Vixen station had 11 operating modes (Blue Fox only had four). These include the lower hemisphere viewing mode; a track and survey mode that allows you to track a selected target while simultaneously scanning the sky to detect new targets, and a low power mode (LPI) that allows you to detect a target without triggering its Radar Warning (RWR) system.

The British Sea Harrier FRS.2 became the first European aircraft armed with American AIM-120 Advanced Medium Range Air to Air Missiles (AMRAAM). It could carry two such missiles on external wing pylons and two more on pylons installed instead of gun containers under the fuselage. In another combat load variant, the Sea Harrier FRS.2 could carry two AMRAAMs and four Sidewinders. The FRS.2 modification was 350 mm longer than the FRS.1 due to the enlarged nose cone of the new radar. The wing span has also increased slightly due to larger wingtips.

To compensate for the aerodynamic drag of suspended AMRAAM missiles, it was planned to increase the fin area, but this turned out to be unnecessary. The cockpit was also redesigned to accommodate multi-function information displays, a hands-on throttle and stick (HOTAS) control system, a Marconi Sky Guardian RWR radiation warning system and a GPS navigation system, the antenna of which was mounted behind the ejection seat. The plane also received a new engine - Pegasus 106.

33 Sea Harrier FRS.1 aircraft underwent modernization, which subsequently received the designation FRS.2. The last FRS.1 went for modernization in 1995, and the last modified FRS.2 was transferred to the fleet in 1997.

Eighteen new FRS.2s were ordered and delivered to the Navy between 1995 and 1998, with the final aircraft being delivered on 24 December 1998 as a "Christmas gift" to the Royal Navy. In addition, the fleet received seven Sea Harrier T.8 trainers, which were converted from two-seat Sea Harrier aircraft already in service with the Royal Navy and RAF.

The T.8 trainer is very similar to the T.4N modification, but has updated cockpit instrumentation to match the Sea Harrier FRS.2. The T.8 modification was not equipped with the Blue Vixen radar. The Sea Harrier T.8 made its first flight in 1994, and deliveries of these aircraft began in 1995. From May 1994, the designation for the Sea Harrier FRS.2 was changed and is now Sea Harrier FA.2, with "FA" standing for Fighter Attack. The letter "R" (reconnaiss-ance) was removed from the designation, since the Sea Harrier was never actually used for reconnaissance missions, and the Navy never ordered a container with reconnaissance equipment for use on the Sea Harrier. The letter “S” (Strike) was replaced by the letter “A” (Attack), apparently because after the end of the Cold War, the task of carrying out tactical nuclear strikes by Sea Harrier aircraft became irrelevant.

It was previously planned that the Sea Harrier VTOL aircraft would serve at least until 2012, but in early 2002 the Ministry of Defense announced that this period would be limited to 2006. It is assumed that they will be replaced by the second generation Harrier adapted for naval service - Harrier II.

Performance characteristics of the Sea Harrier FRS.Mk 2 aircraft

Engine.Rolls-Royce Pegasus Mk 106

Thrust, kgf.9770

Wingspan, m.7.70

Length, m.14.50

Height, m.3.71

Wing area, m2.18.68

Empty weight, kg.6374

Maximum take-off weight, kg. 11,884

Maximum ground speed, km/h. 1185

Practical ceiling, m.15 545

Range, km.750

Armament: 2 x 30 mm Aden 4хUR AIM-120 cannons, bombs, NUR, Sea Eagle anti-ship missiles

When taking off from the deck.2270

When taking off from the airfield.3630

Sea King anti-submarine helicopter

In December 1957, the US Navy signed a contract with Sikorsky Aircraft to develop a carrier-based helicopter with a gas turbine power plant, which was supposed to replace helicopters with piston engines S-58, used as anti-submarine under the designation HSS-1 Seabat and as a general purpose aircraft under the designation HUS-1 Seahorse.

The development of a new amphibious transport helicopter took a little over a year. The car was given the corporate designation S-61. Its extremely successful layout scheme was immediately liked by customers. Engines T58-GE-6 with 1050 hp. removed from the forward part of the fuselage, installing them on top of the cargo compartment with dimensions of 7.6 x 1.98 x 1.32 m, while the pilots received an ideal view forward and down, and the fuselage of an aircraft-type helicopter was completely free to accommodate equipment and weapons.

The lower part of the fuselage was made in the form of a boat with a redan and chines in the bow, which prevented water from splashing on the cockpit windows when the helicopter was taxiing through the water. To increase flight speed, the landing gear was retracted into streamlined all-metal floats, which gave the vehicle stability when moving through water.

The first copy of the S-61 helicopter with serial number 147137 was built in early 1959. Tethered testing of the helicopter began, lasting 450 hours, and engine bench testing for 5,000 hours. In addition, tests were carried out on special stands for the main and tail rotors. On March 11, 1959, the S-61 made its first free flight. With a take-off weight of 7250 kg, the helicopter easily made a vertical takeoff both in calm conditions and in winds with a speed of 45 - 50 km/h.

During flight tests, the failure of one and then both engines was simulated. When one engine was turned off in horizontal flight, the required operating mode of the second engine was automatically set using the speed controller, at which the specified rotation speed and torque on the main rotor shaft were maintained. When both engines were turned off, the helicopter descended in autorotation mode and landed with a run of no more than 15 m. During the tests, landings on water were also carried out both with the engines running and with the engines turned off.

During the entire period of flight testing of the helicopter, over 1000 flights were made in various modes with a total duration of 1100 hours. The maximum flight range was 868.9 km, the service ceiling was 4480 m. The helicopter could hang freely in the air at an altitude of 2591 m. The helicopter was stabilized in flight and in hovering mode by an automatic control system. For suspension of homing torpedoes and depth charges, two locks were provided on the struts for attaching the floats. The first production helicopters were first equipped with T58-GE-6 and then T58-GE-8 engines with a power of 1250 hp.

The flight characteristics of the vehicle turned out to be more than sufficient for its adoption, and in 1961 the helicopter was put into production under the military designation HSS-2.

In 1959, the British company Westland acquired a license to produce and improve the S-61 helicopter. Commissioned by the Royal Navy, she developed her own anti-submarine helicopter based on it, called the Sea King (translated from English as “sea king”). Its first modification, HAS.Mk.1, differed from the American prototype only in its power plant and equipment. Westland launched large-scale production of vehicles not only for its navy, but also for the armed forces of other countries.

The modern British anti-submarine helicopter HAS.Mk.6 is equipped with a lowerable hydroacoustic station “2069” with an AQS-902G-DS acoustic signal processor, which can search for submarines at depths of up to 213 m. In addition, a magnetic cable released on a cable is installed in the right float of the helicopter detector AN/ASQ-504(V). A cylindrical fairing of the Mk.6 radar is mounted on top of the tail boom of the helicopter to search for surface targets.

The HAS.Mk.6 equipment includes the IDS-2000 terminal of the JTIDS tactical information ship system, which allows real-time exchange of information with the home ship and making joint decisions on the destruction of certain targets.

The helicopter's flight and navigation system consists of Mk.31 automatic control equipment, AN/APN-171 radio altimeter, Mk.71 Doppler radar and aerometric instruments.

The cargo cabin of the search and rescue version of the helicopter can accommodate up to 22 people or nine stretchers with the wounded and two paramedics. The helicopters are equipped with hydraulic winches designed for a load of 272.4 kgf, and ARI5955 or RDR-1500B search radars.

In 1995, Agusta-Westland modernized the helicopter's equipment, after which it added a GPS satellite navigation system - STR2000, a new RNAV-2 navigation system and a Mk.91 Doppler radar. Since 2004, British search and rescue helicopters have been equipped with the SKMSS infrared search system, which improves crew efficiency at night and in poor weather conditions.

On May 4, 1982, near the Falkland Islands, the British destroyer Sheffild was sunk by a direct hit from an Exocet anti-ship missile. Almost immediately after this, the British decided to create a radar patrol helicopter based on the Sea King. Work on upgrading the first two Sea King Mk.2s began in June 1982. A Searchwater Mk.1 surveillance radar station weighing 545 kg from Nimrod Mk.2 base patrol aircraft was installed on the helicopter, while the station’s bulky antenna was mounted on a rotating bracket on the left side of the vehicle. The new helicopter was designated Sea King AEW Mk.2. Tests of the vehicles have shown that at an altitude of 3000 m, the detection range of air targets is 230 km. The first three Sea King AEW Mk.2s arrived on the aircraft carrier Illustrious in 1985.

In 2000, it was decided to modernize the radar and onboard equipment of the helicopters. The updated helicopter was designated Sea King AEW Mk.7. It was equipped with a Searchwater 2000 radar, similar to the station from the Nimrod MR4A aircraft, a new Doppler radar and a satellite navigation system.

The next stage of helicopter improvement came in 2002. Its goal is to bring closer the equipment parameters of the helicopter and carrier-based DLRO aircraft of the E-2C Hawkeye type. After its completion, in 2006, 13 radar patrol helicopters of the Royal Navy became radar detection and control helicopters.

AEW.7 helicopters were modernized by further improving the radar and installing the Cerberus control system. At the same time, the designation of the helicopters was changed to ASaC Mk.7. The Search-water 2000 pulse-Doppler radar received an improved digital signal processing system and an interface for data transmission of the JTIDS 16 system. The equipment includes a new interrogator-responder “friend or foe” and the HaveQuick II radio communication system.

The Sea King helicopter was created more than 46 years ago, but it still meets the requirements of modern fleets different countries and will remain in their service for a long time. As for the British Navy, it is gradually being replaced by the Merlin helicopter.

* * *

The Sea King helicopter has an all-metal fuselage, the structure of which is made mainly of aluminum alloys, and the most loaded power elements are made of steel and titanium. To reduce the weight of the structure, non-power structural elements (doors and fairings) are molded from fiberglass.

The lower part of the fuselage is arranged in the form of a boat with a redan and chines in the bow, which reduce splashing when moving on the water. The bottom of the boat has a slight deadrise - to increase the lateral stability of the helicopter when taxiing on the water.

The helicopter has a three-post landing gear with a tail wheel. The main landing gear with twin wheels is mounted on floats. Inside the latter there are special niches into which the landing gear can be retracted. A self-orienting, non-retractable tail wheel is installed below on the bottom step.

The tail part of the fuselage smoothly transitions into the end beam bent upward. A stabilizer with an elevator is installed on the right end beam.

In the forward part of the fuselage there is a two-seat crew cabin with pilot seats located next to each other. In the space between the seats there is a power plant control panel, automatic system increasing stability, as well as radio and navigation equipment.

Mounted in front of the pilots dashboards with flight instruments. Instruments for monitoring engine operation are installed on the central panel.

The next compartment is the operator's cabin with a large sonar indicator in the front part and a winch for raising and lowering the sonar through a round hatch in the bottom of the fuselage in its center.

On the right side of the helicopter there is a large cargo door measuring 1.6 x 1.7 m with an emergency hatch. A winch is installed on a bracket above the door for lifting cargo on board in hover mode. The helicopter can be equipped with a device for transporting cargo weighing up to 3692 kg under the fuselage on an external sling.

The British helicopter HAS Mk.6 is equipped with H1400-2 engines with a power of 1660 hp, installed on top of the fuselage in front of the main gearbox. The air intakes are slightly raised above the fuselage; exhaust gases are discharged downwards through nozzles on either side of its top.

The output shafts of the turbomachine engine are connected to the main gearbox, which has a gear ratio of 30:1. A special feature of the transmission design is the ability to run one engine on the ground to drive units of the hydraulic and electrical systems, which made it possible to abandon the auxiliary power unit. The main rotor spins up only after the second engine starts.

Flight characteristics of the Sea King HAS Mk.6 helicopter

Fuselage length, m. 16.69

Fuselage width, m.4.8

Main rotor diameter, m. 18.9

Rotor speed, rpm 200

Sweepable area of ​​the main rotor, m2.280

Helicopter length with rotating propellers, m.22.1

Height, m.5.13

Chassis base, m.7.1

Empty weight, kg.6202

Maximum take-off weight, kg.9707

Maximum flight speed, km/h.232

Flight range, km. 1230

Static ceiling (without taking into account the influence of the ground), m. 2440

Rate of climb, m/s. 10.3

The engine control system does not have the rotating throttle control handle on the collective pitch lever, which is typical for helicopters. Instead, there is a main rotor speed regulator, controlled using levers located on top, in front of the pilots' seats.

The helicopter's five-bladed main rotor with articulated blades is tilted forward at an angle of 3.5 degrees. The rotor hub is made of steel and has combined horizontal and vertical hinges. In addition, the hub is equipped with a special hydraulic system for folding the main rotor blades when parked, controlled by a button.

All-metal main rotor blades are rectangular in plan. The blades have a D-shaped extruded aluminum alloy spar and tail sections with honeycomb core glued to it. To determine the presence of fatigue cracks in the spar, its sealed cavity is filled compressed air, and a sensor is installed on the butt side of the spar, signaling a change in pressure. If there is a fatigue crack, the pressure in the spar drops, which is indicated by the sensor reading.

A tail rotor with five blades is mounted on a pylon located on the left on the upper part of the end beam, the end of which, together with the tail rotor, can be folded, hinged sideways and installed along the rear fuselage.

The helicopter uses a centralized lubrication system for the main and tail rotor parts, and the rotor bushings are equipped with self-lubricating Teflon bearings.

The fuel is stored in two separate groups of protected fuel tanks with a total capacity of 2600 liters, which are located under the cabin floor.

The British Aerospace Sea Harrier carrier-based vertical take-off and landing fighter-bomber was created on the basis of the land-based Harrier aircraft. Was in service with the Royal Navy from 1980 to 2006.
In order to increase the combat potential of the Sea Harrier aircraft, British Aerospace specialists made a number of changes to the design of the aircraft - the result was the Sea Harrier FA Mk.2, one of the best ship-based fighters.

In January 1985, British Aerospace received a contract for the modernization of the Sea Harrier, within the framework of which it was planned to convert two Sea Harrier FRS Mk.1 aircraft to the FRS Mk.2 (then FA Mk.2) standard. It was initially announced in 1984 that the Ministry of Defense intended to provide £200 million to BAe and Ferranti to modernize the entire Sea Harrier fleet, but already in 1985 the number of modernized vehicles was reduced to 30.

The FA Mk.2 differs externally from the FRS Mk.1 with a less pointed antenna nose cone, a longer rear fuselage, redesigned antennas and external suspensions, and larger slats.
The modernization included the installation of a Blue Vixen pulse-Doppler radar, an integrated tactical information distribution system, an improved radar exposure warning system and the ability to use the AIM-120 AMRAAM missile. At first, BAe also proposed to provide the ability to suspend Sidewinder missiles on the wingtips, but then this and a number of other improvements were excluded from the project, but the aerodynamic ridge and enlarged slats were left.
The first of the converted aircraft (ZA195) took off on 19 September 1988, followed by the second aircraft (XZ439) on 8 March 1989. The aircraft was equipped with an additional compartment for avionics and the nose was redesigned - due to the installation of the Blue Vixen radar, the nose cone became less pointed, but overall the new FA Mk.2 turned out to be 0.61 m shorter than its predecessor - due to the fact that the nose rod was removed PVD.

The wingspan remained the same, but the underwing suspension units were redesigned - the modernized vehicle could now hang a pair of 864-liter PTBs, as well as one Hughes AIM-120 AMRAAM (or BAe ALARM) missile on the external pylons. A total of five weapons suspension systems were installed on the aircraft, based on the LAU-106A and LAU-7 multi-purpose aircraft launchers. When performing strike missions, the aircraft can carry Sea Eagle anti-ship missiles (range - more than 50 miles, speed - 0.3 km per second) and ALARM anti-radar missiles.

Electronic equipment includes a radar warning system Sky Guardian 200 from Marconi Electronic Systems, a jamming system - AN/ALE-40, a communication system - AD120 VHF Marconi Electronic Systems and AN/ARC-164, a friend-or-foe identification system AN/ APX-100 MK12 or PTR 446 IFF, AD 2770 Tactical Air Navigation System Tacan Marconi Electronic Systems and MADGE Microwave Airborne Digital Guidance Equipment from Thomson Thorn. For surveillance, an F.95 camera installed in the bow is used.

The FA Mk.2 cockpit instrumentation includes new multifunction displays on cathode ray tubes, and the aircraft controls are arranged according to the HOTAS principle, which allows you to fly the aircraft without removing your hands from the control stick and throttle. The FA Mk.2 received more powerful Pegasus Mk 106 engines - the so-called “dampened” version of the Mk 105 engine installed on the AV-8B, without the use of magnesium in its design.
On December 7, 1988, a contract was issued for the conversion of 31 FRS Mk.1 aircraft to the Mk.2 standard, and on March 6, 1990, a contract was issued for the construction of 10 new FA Mk.2s.
In January 1994, a new contract was signed for 18 new FA Mk 2s and the conversion of a further five FRS Mk.1s. Aircraft conversions were carried out at Dunsfold and Brough - final assembly of the modernized aircraft was carried out at Dunsfold.

Sea tests of the modernized fighter were carried out on board the aircraft carrier Ark Royal in November 1990 and confirmed all the calculated data and the possibility of safe takeoff from the bow ramp with a landing angle of 12 degrees. Two pre-production aircraft took part in the tests, but only one of them had a radar.
To more effectively train pilots, a two-seat version of the T Mk 8N was created - in 1996, four of these machines replaced the Harrier T Mk 4N. The vehicle had almost a complete set of avionics of the FA Mk.2 variant, with the exception of the radar.
The main air-to-air guided missile for the Sea Harrier FA Mk.2 was the Hughes AIM-120, and the new Blue Vixen radar (Model A) was tested on the BAC 1 - 11 and BAe 125 aircraft until August 1988.

Another BAe 125 was equipped with a full set of instrumentation equipment from the FA Mk.2 aircraft - it was installed in the right seat, and in 1989 it was equipped with a Blue Vixen radar (model “B”) for testing. During testing of the AIM-120 missile launcher, 10 launches were carried out; unmanned targets MQM-107 and QF-106 were used as targets. The tests were almost derailed when, on January 5, 1994, one of the two aircraft equipped with the new radar was lost during an accident.
In June 1993, the first experimental unit was formed at Boscombe Down, and on the basis of the 899th Air Squadron, the Navy created a group to conduct evaluation tests of the Sea Harrier FA Mk.2 - four of its aircraft made a cruise aboard the aircraft carrier Invincible in 1994 year. In January 1995, the 801st Squadron departed on the aircraft carrier USS Illustrious for its first full combat service. The aircraft also entered the 800th squadron, which then took part in the operation against Yugoslavia.
The aircraft was generally considered to have performed well during Operations Deny Flight and Operations Allied Force, but one aircraft was lost to ground fire on 16 April 1994. The pilot was saved.

Flight characteristics of Sea Harrier FA Mk.2:
Crew: 1 (pilot);
Length, m: 14.17;
Wingspan, m: 7.7;
Height, m: 3.71;
Wing area, m2: 18.68;
Empty weight, kg: 6097;
Curb weight, kg: 6374 (without combat load);
Normal take-off weight, kg: for vertical take-off – 8620, for take-off run – 10210;
Maximum take-off weight, kg: 11880;
Fuel mass in internal tanks, kg: 2295 (+ 2404 kg in PTB);
Powerplant: 1 x Rolls-Royce Pegasus Mk.104 turbofan engine;
Thrust, kN: 1 x 95.6 (9750 kgf);
Maximum speed, km/h: 1190;
Combat radius, km: with vertical take-off - 135, with take-off run - 795 (with take-off weight 9700 kg);
Duration of patrol, min: with vertical take-off - 24, with take-off run - 94;
Practical ceiling, m: 15300;
Armament: 2 x 30 mm ADEN cannons with 130 pat. on the barrel (removable)
Guided missiles: air-to-air missiles - AIM-9, AIM-120 (FRS.2), R550 Magic (FRS.51); air-to-surface missiles - ALARM, AS.37 Martel, Sea Eagle; rockets - 4 x 18 x 68 mm unguided rockets SNEB

At the conceptual development stage, the Navy command did not yet have a final decision regarding what type of aircraft would replace the AV-8A, winged or rotorcraft, so the helicopter manufacturing company Sikorsky (as a branch of the United Aircraft Corporation) took part in the competition with a reconnaissance-attack tiltrotor project . Management of the progress of work, computer modeling of the tactical situation of air combat and testing of various subsystems, components and assemblies for a promising aircraft were entrusted to government-owned research institutions within the US Navy and NASA:

• Landing gear, landing and hangar infrastructure of motherships - Shipbuilding Research Center, Carderock, Maryland;
• Small arms, guns, missiles, air-to-air weapons control subsystem - Fleet Weapons Research Center, China Lake, California;
• Air-to-Surface Weapons Control Subsystem—Central Naval Laboratory, Washington, D.C.; Fleet Aviation Research Center, Warminster, Pennsylvania;

Development work

Especially for use in the production of fuselages and wings of the Super Harrier, high-strength sandwich-type structures were developed based on a lightweight titanium alloy, resistant to corrosion and temperature changes, a turbofan propulsion system of large diameter and short length with variable geometry of elements (turbines and nozzles) and low noise level, new means of emergency escape from the cabin - ejection seat minimum size and masses with a hermetically sealed parachute system. An innovation in avionics, which was also developed by order of the Navy specifically for installation on the developed promising aircraft, there was a non-analog system for displaying information on the windshield at that time (before that, only target designation signs of sighting and navigation systems were displayed on the windshield, on the glass of the Super Harrier it was supposed to display, in addition to target designation, the entire range of necessary flight control information for the pilot to accept this or that other decision on the implementation of the maneuver and its boundary parameters), as well as digital holographic displays and LED indicators on the dashboard. Weapons control systems were developed by Hughes Aircraft in Culver City, California, and Westinghouse Electric Systems Division in Baltimore, Maryland, simultaneously for the Super Harrier and the advanced Tomcat fighter.

Project AV-16

The McDonnell Douglas AV-16 had an old partnership and contractual commitment with Hawker Siddeley, and the two companies worked together on a number of US-British aerospace projects. In fact, in the development of the Super Harrier, McDonnell Douglas acted as the local representative of the interests of Hawker Siddeley in the United States and vice versa, Hawker Siddeley acted as the representative of McDonnell Douglas in the UK and the countries of the British Commonwealth in the matter of routine maintenance, life extension work and modifications of "Phantoms" to the requirements of the national armed forces. A license agreement for the modification of the original Harrier model to the requirements of national customers - the branches of the armed forces and the production of modified aircraft at American aircraft factories, was concluded between McDonnell Douglas and Hawker Siddeley for the future on December 22, 1969, even before the start of the competition for applications for the “Super- Harrier."

Among a dozen other promising original projects, the McDonnell Douglas project, which received the index AV-16, was not particularly original, since he implemented the idea of ​​​​creating a licensed modification of the Harrier - an improved l. A. using the existing fuselage and tail, but with a larger wing and a more powerful engine (after 1977, Hawker Siddeley was nationalized by the government of James Callaghan and British Aerospace became McDonnell Douglas's British partner). This program, accepted for further development, was eventually curtailed after its costs exceeded $1 billion.

Project AV-8B

Despite this, McDonnell Douglas does not give up and is making a new attempt to improve the aircraft without changing the engine. To increase the bomb load and flight range, the new aircraft was given a larger wing with larger tanks and more suspension points. However, failure to replace the engine (and its power) resulted in the requirement that the total weight of the new aircraft remain equal to that of the base AV-8A. To achieve this, McDonnell Douglas engineers decide to make the fuselage and wings from lightweight materials, as well as improve the flight properties of the aircraft. As a result, the larger wing was made of graphite composite materials (lighter than aluminum and, in some respects, stronger than steel). The air intakes were also enlarged and improved, larger flaps were installed on the wings, and a ridge was added to the cannon container at the bottom of the fuselage to improve flight performance during takeoff and landing.

Models of the new aircraft were shown in August 1975. Initially, two AV-8A aircraft received the necessary improvements for testing. The first flight of these prototypes took place at the end of 1978. The tests were so successful that a program was launched to improve the entire American AV-8A fleet. The improved aircraft were designated AV-8C.

In the early 1980s, four aircraft built from scratch were tested. In 1981, British Aerospace entered into an agreement with McDonnell Douglas. Under this agreement, British Aerospace took part in the program as a subcontractor, which meant the British government returned to the Harrier program. Production began in 1983, with McDonnell Douglas building 60 percent of the aircraft and British Aerospace the remaining 40. The AV-8B entered service with the US Marine Corps in late 1983, the British version (GR.5) was adopted by the RAF a little later. .

Several modifications were made to Marine Corps aircraft. In the late 1980s, a variant for night operations (AV-8B Night Attack) was created - an IR forward-looking system was placed in the nose, used in conjunction with night vision goggles. In total, in the period 1989-1993. 72 aircraft were built in the AV-8B Night Attack modification. In June 1987, British Aerospace and McDonnell Douglas decided to create a modification of the Harrier II with a radar. To do this, an AN/APG-65 pulse-Doppler radar (similar to that used in the McDonnell Douglas F/A-18 Hornet) was installed in the nose of the AV-8B Night Attack aircraft. This modification allowed the aircraft to conduct air combat and improved its performance in ground strikes. The Marine Corps ordered 31 aircraft of the new modification (Plus), its deliveries began in July 1993. Another 72 aircraft were modified in 1997. By 1997, only the Plus and Night Attack modifications were in service in the Marine Corps.

Video on the topic

Modifications

• YAV-8B- prototype, 2 copies.
• AV-8B Harrier II- basic modification.
• AV-8B Harrier II Night Attack- an upgraded version with an IR forward-looking system and a new Pegasus 11 engine.
• AV-8B Harrier II Plus- an upgraded version of Night Attack with a new radar.
• TAV-8B Harrier II- double training option.
• EAV-8B Matador II- designation in the Spanish Navy.
• EAV-8B Matador II Plus- designation in the Spanish Navy.

Combat use

Used by the American side during the war in Afghanistan. On the night of September 14, 2012, about 15 Taliban dressed in American uniforms attacked the American aircraft parking lot at Camp Bastion. The attack resulted in the destruction of eight Harriers and one C-130, in addition to many buildings and hangars.

Performance characteristics

The given characteristics correspond to the modification AV-8B. Data source: DEPARTMENT OF THE NAVY -- NAVAL HISTORICAL CENTER

Specifications

• Crew: 1 (pilot)
• Length: 14.12 m
• Wingspan: 9.245 m
• Height: 3.551 m
• Wing area: 21.37 m²
• Sweep along 1/4 chord line: 30.62°
• Wing aspect ratio: 4,0
• Chassis base: 3,481 m (between main pillars)
• Chassis track: 5.182 m (between side posts)
• Empty weight: 5,822 kg
• Curb weight: 6,097 kg (without combat load)
• Maximum take-off weight: 14,060 kg
  • during vertical takeoff: 8618 kg
• Fuel mass in internal tanks: 3,590 kg
• Fuel tank capacity: 4,319 l (+ 4 × 1,136 l PTB)
• Powerplant: 1 × Rolls-Royce F402-RR-406 turbofan
• Thrust: 1 × 95.86 kN

• Maximum speed: 1,063 km/h