Multipurpose fighter Harrier GR.3. "Harrier" - vertical takeoff and landing aircraft: characteristics, years of operation Harrier aircraft technical characteristics

Rajat Pandit "Indian Navy bids farewell to spectacular Sea Harrier jump jets after 33 years", The Indian Navy has retired its naval aviation British carrier-based short/vertical takeoff and landing fighters BAE Systems Sea Harrier after 33 years of operation. 11 remaining in service with the 300th squadron "White Tigers" aircraft of the Indian Navy The Sea Harriers are currently mothballed at the Hansa Naval Air Base in Goa and are now expected to be distributed mainly to museums.

Fighter BAE Systems Sea Harrier FRS.51 ( side number IN623, upgraded under the LUSH program) from the 300 Naval Aviation Squadron of the Indian Navy during active service. Ganza (Goa), 2013 (s) www.zone5aviation.com

Decommissioning of S aircraft ea Harrier is caused by the upcoming withdrawal of an aircraft carrier from the Indian Navy in the very near future R 22 Viraat(former British Hermes acquired from the Royal Navy in 1986), from which these fighters were used. March 6, 2016 from the boardViraat, who returned to Mumbai from his last campaign to participate in the naval parade in Vishakhapatnam, were unloadedsix aircraft carrier-borne S ea Harrier, after which preparations began for the final decommissioning, scheduled for June.

The 300th Squadron is to soon begin re-equipment with the MiG-29K/KUB ship-based fighters received from Russia with a springboard takeoff and horizontal landing. The squadron is expected to reach operational readiness status at MiG-29K / KUB in 2018-2019, when the new Vikrant aircraft carrier under construction should be commissioned by the Indian Navy.

Currently, MiG-29K/KUB fighters (of which 45 aircraft were ordered by India under two contracts in total, the transfer of the last six of which is expected in 2016) are armed with the 303rd Black Panthers Squadron of the Indian Navy Aviation, also stationed on Hansa. This squadron uses an aircraft carrier to base R 33 Vikramaditya(rebuilt former Russian heavy aircraft-carrying cruiser "Admiral of the Fleet Soviet Union Gorshkov").

In total, the aviation of the Indian Navy from 1983 to 1990 received 27 Sea Harrier fighters of the new construction of the British association British Aerospace (now BAE Systems) - 23 single Sea Harrier FRS.51 (Indian numbers IN601 to IN623) and four two-seat Sea Harrier T.60s (IN651 to IN654). In 2002, three "land" "sparks" Harrier T.4 were also received from the presence of the British Air Force, of which two were put into operation (as IN655 and IN656), and one was used for spare parts. In 2006-2010, several single-seat aircraftThe Sea Harrier FRS.51s were upgraded under the LUSH program with the Israeli Elta EL/M-2032 airborne radar.

In the aviation of the Indian Navy, Sea Harrier aircraft, in addition to the 300th squadron, were also used by the 551st combat training squadron on the Hansa. During the operation, the Indians lost 17 Sea Harrier aircraft, with seven pilots killed. Fighter number IN621 was used for spare parts and was transferred to the Indian Naval Aviation Museum in Goa in 2005.

In the Royal Navy, Sea Harrier aircraft were retired in 2006.

Aviation armament

Sea Harrier Fighter

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

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

The first vertical takeoff of the R1127 took place on October 21, 1960, and in 1968 the RAF began to receive serial Harrier GR.1 VTOL aircraft. The fighter for arming aircraft carriers of the Invincible type received the designation P.1184 / Sea Harrier Fighter-Reconnaissance-Strike Mark 1 (FRS.1). As the name implies, the aircraft was supposed to be multipurpose, capable of acting as a fighter carrying two Sidewinder missiles on each outer wing pylon, a reconnaissance aircraft and an attack aircraft.

To place the radar on the aircraft, the shape of its bow 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; thanks to this, the length of the aircraft was reduced from 14.5 to 12.7 m.

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

Since new equipment had to be placed in the cockpit, including a radar indicator on the dashboard, the cockpit had to be completely redesigned. A new Martin-Baker Mk.1 OH ejection seat, class 0-0, was also installed in it, which ensures the opening of the parachute 1.5 s after the start of the ejection - this parameter was 2.5 s for the previous seat. This reduction in response time increased the chances of rescuing the pilot in 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 finalized - many critical parts were made of alloys with increased corrosion resistance.

Guided missiles (UR) of the class " 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 armament was similar to that used on the Harrier GR.3. For its suspension served one ventral and four underwing pylons. External underwing pylons were designed for a load of 455 kg, internal - for 910 kg.

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

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

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

Given 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 serial production, and the first three serial machines were allocated for various tests, including for testing the take-off technique from a springboard.

After the completion of the ground stage of testing, the sea was also carried out. But since the Invincible aircraft carrier destined for the Sea Harrier had not yet been completed, the takeoffs were carried out from the Hermes landing helicopter carrier, 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 a major overhaul it was named Viraat).

The first serial Sea Harrier FRS.1 was handed over to the fleet in mid-June 1979. At the end of the same year, No. 800 Squadron was formed for the aircraft carrier Invincible, and a few months later, in early 1980, it was followed by a second squadron, No. 801, intended for the aircraft carrier lllastrious. No. 803 Squadron 3 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.1s and three new two-seat T.4Ns were produced. Despite the successes achieved by the Sea Harrier VTOL in the Falklands War of 1982, the Royal Navy understood that they were largely due to the high proficiency of the pilots and the excellent qualities of the all-aspect homing head of the AIM-9L Sidewinder air-to-air missile.

The fighting also demonstrated the shortcomings of the Sea Harrier. Chief among them - the plane could not stay in the air long enough. In addition, two Sidewinder missiles were clearly not enough. And yet - the Blue Fox radar was not very effective, in particular because of the inability to distinguish the target against the background of the sea surface. Conclusion - the plane needed to be improved.

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 equipped with new external fuel tanks with a capacity of 854 liters instead of 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 needed three hands to control the aircraft.

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

Aircraft performance Sea Harrier FRS.l

Crew, pers. one

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 aircraft weight, kg.6374

Mass of fuel, kg.2295

Takeoff weight during vertical takeoff, kg.8620

Take-off weight during takeoff with a run, kg.10 210

Maximum takeoff weight, kg. 11 880

Maximum speed, km/h. 1190

Practical ceiling, m.15 300

Range during vertical takeoff and landing, km. 135

The radius of action during takeoff with a takeoff run of 155 m and a takeoff weight of 9700 kg, km.795

Patrol duration during vertical takeoff, 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 much larger amount of work was required, so in 1983 a program was developed for the second stage of modernization (Phase II Update). The contract for its implementation was signed with BAe (British Aerospace) in 1985. The upgraded Sea Harrier, which was to become the benchmark for new aircraft under construction as well, received the designation Fighter Reconnaissance Strike Mark 2 (FRS.2).

In 1988, BAe completed the conversion of two Sea Harrier FRS.1s into experimental 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 enter combat units for operational testing. The main difference between the new modification of the Sea Harrier and the previous one was the more advanced Blue Vixen radar developed by Ferranti. The Blue Vixen station had 11 operating modes (the Blue Fox had only four). Among them are the view mode of the lower hemisphere; "track and view" mode, which allows you to follow the selected target while simultaneously scanning the sky to detect new targets, and low power mode (LPI) - to detect a target without triggering its radar exposure warning system (RWR).

The British Sea Harrier FRS.2 became the first European aircraft armed with American AIM-120 Advanced Medium Range Air to Air Missiles (AMRAAM) missiles. It could carry two of these missiles on external wing pylons and two more on pylons mounted instead of gun pods under the fuselage. In another payload variant, the Sea Harrier FRS.2 could carry two AMRAAMs and four Sidewinders. The FRS.2 modification turned out to be 350 mm longer than the FRS.1 due to the increased nose cone of the new radar. The wing span also increased slightly due to the large endings.

To compensate for the aerodynamic drag of the suspended AMRAAM missiles, it was supposed to increase the keel area, but this turned out to be unnecessary. The cockpit was also redesigned to accommodate multifunctional 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 installed behind the ejection seat. The aircraft also received a new engine - Pegasus 106.

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

Eighteen new ordered FRS.2s were delivered to the fleet between 1995 and 1998, the last aircraft from this batch was transferred on December 24, 1998 as a "Christmas present" by Royal Navy. In addition, the fleet received seven Sea Harrier T.8 trainers, which were converted from Royal Navy and RAF two-seat Sea Harriers already in service.

The training T.8 is very similar to the T.4N, 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 the start of deliveries of these aircraft dates back to 1995. From May 1994, the designation for the Sea Harrier FRS.2 was changed to Sea Harrier FA.2, where "FA" stands 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 " cold war» tasks for delivering tactical nuclear strikes by Sea Harrier aircraft have become irrelevant.

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

Aircraft performance characteristics Sea Harrier FRS.Mk 2

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 takeoff weight, kg. 11 884

Maximum ground speed, km/h 1185

Practical ceiling, m.15 545

Range, km.750

Armament. 2 x 30-mm Aden 4xUR AIM-120 guns, 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 S-58 piston engines on the decks of American ships, which were used as anti-submarine under the designation HSS-1 Seabat and as universal under designation HUS-1 Seahorse.

The development of a new amphibious transport helicopter took just over a year. The car was assigned the corporate designation S-61. Her extremely successful layout scheme was immediately liked by customers. T58-GE-6 engines with 1050 hp removed from the nose 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 got a perfect view forward and down, and the fuselage of the aircraft-type helicopter was completely freed to accommodate equipment and weapons.

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

The first copy of the S-61 helicopter with serial number 147137 was built in early 1959. Helicopter tether tests began, lasting 450 hours, and bench tests of engines for 5,000 hours. In addition, tests were carried out on special stands of the main and tail propellers. March 11, 1959 S-61 made its first free flight. With a takeoff weight of 7250 kg, the helicopter easily made a vertical takeoff both in calm and with a wind 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 level flight, the required operating mode of the second engine was automatically set using the speed controller, which maintained the specified speed and torque on the main rotor shaft. When both engines were turned off, the helicopter descended in the autorotation mode and landed with a run of no more than 15 m. During the tests, water landings were also made both with the engines running and with the engines turned off.

Over the entire period of flight tests of the helicopter, more than 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 freely hover in the air at an altitude of 2591 m. The stabilization of the helicopter in flight and in the hover mode was provided by an automatic control system. For the suspension of homing torpedoes and depth charges, two locks were provided on the struts of the floats. On the first production helicopters, the T58-GE-6 engines were first installed, and then the T58-GE-8 engines with an HP 1250 power.

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

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

The modern British anti-submarine helicopter HAS.Mk.6 is equipped with a 2069 descending sonar station with an AQS-902G-DS acoustic signal processor that can search submarines at depths up to 213 m. In addition, an AN / ASQ-504 (V) magnetic detector, which is released on a cable, is installed in the right float of the helicopter. On top of the tail boom of the helicopter, a cylindrical radome of the Mk.6 radar is fixed 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 flight and navigation system of the helicopter consists of Mk.31 automatic control equipment, AN / APN-171 radio altimeter, Mk.71 Doppler radar and aerometric instruments.

The cargo compartment of the search and rescue version of the helicopter can accommodate up to 22 people or nine stretchers with the wounded and two orderlies. 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 upgraded the helicopter's equipment, after which it added the GPS-STR2000 satellite navigation system, the new RNAV-2 navigation system and the Mk.91 Doppler radar. Since 2004, the SKMSS infrared search and rescue system has been installed on British search and rescue helicopters, which improves the efficiency of the crew at night and in bad weather conditions.

On May 4, 1982, the British destroyer Sheffield was sunk by a direct hit from an Exocet anti-ship missile in the Falkland Islands. Almost immediately after that, the British decided to create a radar patrol helicopter based on Sea King. Work on upgrading the first two Sea King Mk.2s began in June 1982. The helicopter was equipped with a Searchwater Mk.1 surveillance radar station weighing 545 kg from the Nimrod Mk.2 base patrol aircraft, while mounting the station’s bulky antenna on a swivel bracket on the left side of the vehicle. The new helicopter was given the designation Sea King AEW Mk.2. Tests of machines showed that at an altitude of 3000 m, the detection range of air targets is 230 km. The first three Sea King AEW Mk.2s were delivered to the aircraft carrier Illustrious in 1985.

In 2000, it was decided to modernize the radar and on-board equipment of helicopters. The updated helicopter received the designation 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 in the improvement of the helicopter began in 2002. Its goal is to bring the parameters of the helicopter equipment and carrier-based aircraft of the E-2C Hawkeye type DLRO closer together. 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 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 transmitting data from the JTIDS 16 system. The equipment includes a new friend-foe interrogator and HaveQuick II radio communication system.

The Sea King Helicopter was built over 46 years ago, but it still meets the needs of today's fleets. different countries and will be 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 mass 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 water. The bottom of the boat has a slight deadrise - to increase the lateral stability of the helicopter when taxiing on the water.

Helicopter landing gear tricycle with tail wheel. The main landing gear with twin wheels is fixed on floats. Inside the latter, special niches are provided in which the landing gear is removed. The self-orienting non-retractable tail wheel is mounted on the bottom redan of the bottom.

The tail part of the fuselage smoothly passes into the end beam bent upwards. To the right of the end beam there is a stabilizer with an elevator.

In the forward part of the fuselage there is a two-seat cockpit with pilots' seats located nearby. In the gap between the seats is a control panel for the power plant, an automatic stability increase system, as well as radio and navigation equipment.

Instrument panels with flight instruments were mounted in front of the pilots. Devices for monitoring the operation of engines are installed on the central panel.

The next compartment is the operator's cabin with a large hydroacoustic station indicator in its front part and a winch for raising and lowering the sonar through a rounded 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 carrying cargo weighing up to 3692 kg under the fuselage on an external sling.

The British HAS Mk.6 helicopter is equipped with H1400-2 1660 hp engines mounted on top of the fuselage in front of the main gearbox. The air intakes are somewhat raised above the fuselage; exhaust gases are directed downwards through nozzles on both sides of its upper part.

The output shafts of the HPT are connected to the main gearbox having a gear ratio of 30:1. A feature of the transmission design is the ability to start one engine on the ground to drive the 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 is started.

Flight performance helicopter Sea King HAS Mk.6

Fuselage length, m. 16.69

Fuselage width, m.4.8

Rotor diameter, m. 18.9

Rotor speed, rpm 200

Swept rotor area, m2.280

Helicopter length with rotating propellers, m.22.1

Height, m.5.13

Chassis base, m.7.1

Empty weight, kg.6202

Maximum takeoff weight, kg.9707

Maximum flight speed, km/h.232

Flight range, km. 1230

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

Rate of climb, m/s. 10.3

The engine control system lacks the rotary throttle control knob on the collective-pitch lever that is common in helicopters. Instead, there is a main rotor speed controller, controlled by levers located on top, in front of the pilots' seats.

The five-blade main rotor of a helicopter with hinged 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 in the parking lot, 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 glued to it with a honeycomb core. To determine the presence of fatigue cracks in the spar, its sealed cavity is filled with compressed air, and a sensor is installed on the butt side of the spar, signaling a change in pressure. In the presence of a fatigue crack, the pressure in the spar drops, which is indicated by the sensor reading.

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

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

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

The US Marine Corps is rethinking its need for Harriers and F-35Bs. There are several reasons for this. First, their cost. Replacing the Harrier and F-35B will cost more than $100 million each.

Moreover, VTOL aircraft tend to have a higher accident rate than conventional aircraft, which adds to the cost of maintaining them. These aircraft are no longer used from forward airfields because fuel and other materials are much more difficult and expensive to transport here, and the presence of smart bombs eliminates the need to deploy fighter-bombers so close to the front line.

In fact, smart bombs, especially those guided by GPS, have eliminated much of the advantage of VTOL aircraft. Modern warplanes must now have a long flight time (which VTOL aircraft lack) to stay as long as possible over the battlefield while smart bombs are needed there. Cheaper aircraft such as the F-18E can accomplish these tasks cheaper and more efficiently.

The main problem is the costs and the announcement of a significant reduction in the US defense budget. As a result, the Marines cannot afford to buy new ones, as well as upgrade their aging helicopter fleet. In addition, the delivery of the F-35B was delayed several times, and the Marines had to take extreme measures to keep their Harrier fleet in combat readiness.

For example, three months ago, the Marine Corps purchased all British Harrier fighters, spare parts for them and ancillary equipment. The US Marines are currently the largest operator of Harrier aircraft, with 140 AV-8Bs in service and talks of early retirement.

Harrier aircraft have the highest accident rate of any current fighter aircraft. This is largely due to its VTOL capability, which brings its accident rate closer to that of a helicopter. As a result of accidents in 32 years of operation, the US Marine Corps lost a third of its 397 "Harriers". This is about three times more than the F-18C.

Moreover, the accident rate of combat aircraft has been declining over the past century. The Harrier's current accident rate is similar to that of many aircraft in the 1970s. Harrier pilots simply accepted the fact that since the aircraft can fly like a helicopter, then the level of its non-combat losses is appropriate.

Airplane Harrier is the world's first serial combat aircraft capable of vertical or short takeoff and landing. The creation of the Harrier was preceded by lengthy tests of the P-1127 Kestrel vertical take-off and landing aircraft created by Hawker Siddeley, the prototype of which made its first flight on November 24, 1960. Serial production of Harrier fighters began in 1967, and in 1969 the first combat squadron (12 machines), which became part of the RAF.

A feature of the aircraft is its power plant, consisting of one turbojet bypass engine with a variable direction of the thrust vector. The change in the direction of the thrust vector is carried out by two pairs of rotary nozzles located on the sides of the fuselage. They rotate synchronously by 98.5╟, allowing the engine to be used for vertical takeoff and landing. The side air intakes have flaps that open into the channel in vertical take-off and low-speed flight modes and provide an increase in air flow. There is an air bleed system for jet control nozzles. For vertical takeoff, the engine is accelerated to takeoff speed, while the aircraft is restrained by brakes, the engine nozzles are directed backwards. They then turn all the way down and the plane lifts off the ground. Takeoff with a small takeoff is carried out when the nozzles are installed in some intermediate position. Landing can be carried out vertically, with low or normal mileage.

The aircraft has a fuselage made mainly of aluminum alloys, in front of which there is a pressurized cockpit equipped with an ejection seat. The engine and fuel tanks are located in the middle part of the fuselage, and jet nozzles of longitudinal and directional control - in the tail (in the fairing). The undercarriage of the bicycle scheme is retracted inside the fuselage in flight, and the supporting struts at the ends of the wings turn back.

The basis of the radio-electronic equipment of the British Harrier aircraft is the Ferranti FE541 inertial sighting and navigation system, which provides the aircraft with an autonomous approach to the target, aiming, bombing, launching missiles and firing cannons. In addition, the aircraft are equipped with HF and VHF radios, TAKAN short-range navigation and radar identification equipment.

The armament of the aircraft includes two suspended cannon mounts with 30-mm Aden cannons, located under the fuselage. In addition, there are five nodes for the suspension of various weapons and fuel tanks with a total weight of 2300 kg.

Aircraft modifications:

Harrier GR.Mk I, 1A and 3 - single-seat attack aircraft and reconnaissance aircraft.

Harrier T.Mk 2, 2A, 4, 4A and 4RN- double all-weather and training aircraft with a longer fuselage.

Harrier Mk 50- modification for the US Marine Corps, structurally similar to GR.Mk 1.

Harrier Mk 54- double modification with a different engine.

Sea Harrier FRS.1- marine version for use as a fighter, attack aircraft and reconnaissance aircraft.

Sea Harrier PRS.2- a version of the Sea Harrier FRS.1 aircraft modernized based on the experience of fighting in the Falkland (Malvinas) Islands.

Harrier GR.Mk 5- a tactical fighter for the British Air Force, created jointly by British Aerospace and McDonnell Douglas.

Harrier GR.Mk 7- further development of the Harrier GR.Mk 5, the aircraft is capable of combat operations at night, for which it is equipped with a high-resolution forward-looking IR station and other equipment.

Tactical specifications aircraftHarrierGR.3:

Year of adoption - 1970

Wingspan, m - 7.7

Aircraft length, m - 13.87

Aircraft height, m ​​- 3.45

Wing area, sq.m - 18.68

Empty aircraft - 6140

Maximum takeoff - 11430.

Mass of combat load:

When taking off with a short run - 3600

with vertical takeoff - 2300

Fuel, kg

Domestic fuel - 2295

PTB - 2400

Engine type and thrust - 1 turbofan Pegasus Mk. 103 (1 x 8750 kgf)

Maximum speed at altitude, km / h - 1350

Maximum ground speed, km/h - 1180

Practical range, km - 3425

Combat radius of action, km - 520

Practical ceiling, m - 15200

Maximum operational overloads - 7.8

Crew, people - 1

Armament:

2 30mm Aden cannons with 200 rounds per cannon. Combat load - 2300 kg on nine hardpoints: four under each wing console and one under the fuselage between gun mounts. On two underwing nodes located in front of the underwing landing gear, launchers for the AIM-9L “Sidewinder” short-range air-to-air missiles are installed. The rest of the nodes can be suspended bombs for various purposes, launchers of unguided aircraft missiles and fuel tanks.

Harriers are several generations of British vertical takeoff and landing combat aircraft. Having made its first flight in 1960, it has been in service with the Royal Air Force, the US Marines, the Thai and Spanish Air Forces for many years. All this time, the combat vehicle has been constantly evolving, keeping the already tested solutions and absorbing technical innovations.

Multi-purpose attack aircraft and reconnaissance aircraft with vertical takeoff / landing Harrier GR.1

Harrier GR. The Mk.1 is the world's first production combat aircraft capable of short or vertical takeoff/landing. The creation of Harrier was preceded by lengthy tests of the VTOL P-1127 Kestrel, created by Hawker Siddeley Aviation Limited (today British Aerospace). The prototype made its first flight on November 24, 1960. In 1967, serial production of the Harrier began. Two years later, the first combat squadron was formed, consisting of 12 vehicles and became part of the British Air Force.

Harrier GR.1 was intended to support ground forces. In this regard, he had to have high maneuverability and operate in any climatic conditions at low altitudes (up to 3050 m). Maximum operational altitude - 13700 m. Estimated dive speed - M = 1.2. The glider of the Harrier aircraft is designed for overload up to 11.7d. The design uses aluminum, magnesium and titanium alloys, as well as high-strength composite materials and steel.

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

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 by means of a pneumatic motor from 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 by the engine as follows. Four air ducts depart from the compressor - to the tail and nose, as well as on 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 - for channel control. The jet control system is activated when the engine nozzles are shifted 20 degrees or more from the horizontal position during vertical takeoff and landing or in low speed flight mode.

In the central section of the fuselage are the rear and nose landing gear. The front landing gear is controlled by two hydraulic cylinders, which provide a rotation of 45 degrees. 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 filler. There is an airbrake at the bottom of the tail that extends up to 66 degrees in flight.

The wing on the Harrier aircraft is made continuous, it is attached to the fuselage at six points. Construction - coffered with two lower and three upper milled panels. The wing in four places has nodes for attaching pylons for combat load. Fuel tanks can be suspended from the inner pylons. 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 released a modification of the Harrier GR. Mk.1A powered by a larger Rolls-Royce Bristol Pegasus Mk 102 engine. Further development"Hariera" took the path of developing a multi-role attack fighter with vertical takeoff / landing. The first modification was the Harrier GR. Mk.3

Adopted - 1969;
Wingspan - 7.7 m;
Wing area - 18.68 m2;
Height - 3.43 m;
Length - 13.87 m;
Empty aircraft weight - 5530 kg;
Maximum takeoff 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 of action - 1200 km;
Practical ceiling - 15000 m;
Crew - 1 person;
Armament:
Combat load - 2270 kg;
5 suspension units: 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-kilogram or 5,450- kilogram bombs, or 2 incendiary bombs, or 8 12.7-kilogram 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.

Multipurpose fighter with vertical takeoff / landing Harrier GR.3

The GR.Mk-Z multi-role fighter GDP differs from the basic modification of the Harrier GR.Mk-1 with an 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, common feature all "Harriers" with a vertical or short takeoff / landing. The standard equipment of the GR.Mk-3 includes an air refueling system, a laser rangefinder and a head-up display.

Features of the machine: two 30-mm Aden cannons mounted under the fuselage; aerodynamic braking device; the possibility of suspension under the wing of Matra rockets.

The electronic equipment of the Harrier GR.1 and GR.3 aircraft is based on the FE541 inertial sighting and navigation system from Ferranti. This system provides autonomous access to the target, aiming, launching missiles, bombing and firing from cannons. Also, the aircraft are equipped with VHF and KB radios, radar identification and short-range navigation equipment "TAKAN".

The gunnery armament of the multirole fighter consisted of two detachable 30 mm Aden cannons. Under the fuselage and inside it housed 1821 kg of weapons. Combat load of external suspension points - 2x454 kg. Guided missiles - 2 x AIM-9 air-to-air missiles. In blocks LAU 10 - 16 (4x4) unguided rockets of 127 mm caliber, in blocks LAU 68 - 28 (4x7) missiles "Hydra" caliber 70 mm, in blocks LAU 69 - 76 (4x19) missiles "Hydra". 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) and 4 cluster bombs Mk.20 or 2 – 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. After serving for almost 20 years, these vehicles were replaced by new modifications of the GR.Mk-5 and Mk-7.

Tactical and technical characteristics:
Adopted - 1970;
Wingspan - 7.7 m;
Wing area - 18.68 m2;
Aircraft height - 3.45 m;
Aircraft length - 13.87 m;
Maximum takeoff 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;
The mass of internal fuel - 2295 kg;
The mass of fuel in the PTB is 2400 kg;
Engine type - turbofan Pegasus Mk. 103 (thrust 8750 kgf);
Maximum speed - 1350 km / h (at altitude);
Maximum speed - 1180 km / h (near the ground);
Practical range - 3425 km;
Practical ceiling - 15200 m;
Combat radius - 520 km;
Crew - 1 person.

Harrier GR.5 VTOL fighter

Since July 1987, tactical fighters with short or vertical takeoff / landing Harrier GR.5 began to enter service with the RAF. It differs from its predecessor, the Harrier GR.3, in its ability to carry a large combat load and increased range.

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

Harrier GR.5 is structurally a cantilever monoplane with a swept high wing, a bicycle chassis and a single-fin tail. A feature of this aircraft is the widespread use of composite materials in the design. Their share is 26.3%. The fixed wing has a thicker supercritical profile compared to the Harrier GR.3 wing. Wingspan increased by 20%, area - by 14.5%. On the leading edge, the sweep of the wing is reduced by 10%. Basically, composite materials were used for the manufacture of the wing. For the leading and trailing edges of the wing and wingtips used aluminum alloy. According to British experts, the increase in the area of ​​the flaps and wing, the use of hovering ailerons, which deviate depending on the position of the engine nozzles at a certain angle, 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 decrease in speed can be eliminated due to minor changes in the interface of the fuselage and the wing, as well as the design of the air intakes. The fuselage in comparison with the "Harrier-GR.Z" is somewhat longer. The nose part of the fuselage is mainly made of composite material (graphite-epoxy), the tail and center part 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 at the bottom of the central part of the fuselage, a “box” can be installed, which consists of a retractable transverse shield and two longitudinal rigidly fixed ridges. The transverse shield is located behind the nose landing gear, the ridges are attached to the gondolas of the gun mounts. "Box" during vertical takeoff and landing captures part of the exhaust gases reflected from the ground. As a result, an air cushion is formed, which increases the lift force by approximately 500 kg.

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

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

The fuel system is basically the same as that of the Harrier GR.3, but due to the increase in the volume of the wing fuel tanks, the capacity of the internal fuel tanks reaches 4200 liters, an increase of 45%. more than its predecessor. In addition, 4 outboard fuel tanks (capacity of each 1135 l) can be hung on the GR.5. There is an air refueling system.

Radio-electronic equipment includes noise-proof VHF and KB radio stations, Kossor IFF 4760 radar identification equipment, Ferranti FIN 1075 inertial navigation system, TAKAN short-range navigation equipment, landing system receiver, digital aerodynamic parameters computer, electro-optical indicator (data are 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 electronic integrated system radio countermeasures and radio reconnaissance, including an active jamming station, an AN / ALR-67 (V) 2 detection receiver, an AN / ALE-40 IR trap and anti-radar reflector ejection device. An infrared reconnaissance forward-looking 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 units, which are located forward of the underwing landing gear, are used to install launchers for short-range AIM-9L Sidewinder air-to-air missiles. The rest of the nodes can be used for hanging fuel tanks, bombs for various purposes and launchers for unguided aircraft missiles.

Tactical and technical characteristics:
Adopted - 1987;
Wingspan - 9.25 m;
Wing area - 21.37 m2;
Height - 3.55 m;
Length - 14.12 m;
Maximum takeoff weight - 13500 kg;
The weight of the empty aircraft is 6250 kg;
Combat load during vertical takeoff - 3000 kg;
Combat load during takeoff with a short run - 4170 kg;
Mass of internal fuel - 3500 kg;
The mass of fuel in the PTB is 3700 kg;
Engine type - turbofan Pegasus Mk. 103 (thrust 9870 kgf);
Max Speed:
- near the ground - 1100 km / h;
- at an altitude - 1150 km / h;
Combat radius of action - 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 first withdrew from the joint Harrier program, but then returned. The British Air Force needed 94 vehicles, and the US - more than three hundred. British Aerospace is the junior partner and is responsible for 40% of the work on machines destined for Spain and the United States, and 50% for British aircraft. BAe was engaged in the manufacture of stabilizers, tail and central sections of the fuselage, as well as rudders and keels of aircraft. The company also performed the final assembly of British cars.

McDonnell Douglas specialists developed a fully composite wing for the aircraft, which made it possible to reduce its weight by 150 kg. The supercritical profile of the wing, which has a large relative thickness, made it possible to increase the fuel capacity. The wing of the AV-88 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-slotted flaps are larger, there are nodules in the root part of the wing.

Harrier GR.Mk7 RAF received Rolls-Royce Pegasus Mk 105 bypass turbojet engines (thrust 95.6 kN). To eliminate the gyroscopic effect, the motor shafts rotate in opposite directions. The stabilization of the aircraft is ensured by the valves-nozzles of the gas-dynamic control system, located in the tail and bow 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 boost system made it possible to obtain an increase in traction.

The Harrier GR.Mk 7 also received upgraded avionics and an IR forward vision system. The GR.Mk 7 is equipped with the GEC Avionics AD3500 anti-jamming radio communication system and the Cossor IFF 4760 gas recognition system. The Ferranti moving map indicator was left. The AN / ALE-40 IR trap and chaff firing machine is mounted at the bottom of the rear fuselage, an additional BOL machine is placed 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 25mm ADEN cannon, developed by the Royal Ordnance state weapons arsenal. The lower rate of fire was compensated by the placement of two guns. The revolver type gun has a rotating drum with chambers. Rate of fire - 1650-1850 rounds per minute. One of the main means of destroying Harrier aircraft was the Hunting 8L755 cluster munition. The 227-kilogram cassette container contained 147 submunitions (small-caliber cumulative fragmentation bombs) placed in seven compartments. The cassette was opened with the help of pyrotechnic charges, and submunitions were pushed out by a pneumatic mechanism from its cylindrical compartments at certain intervals.

Tactical and technical characteristics:
Length - 14.53 m;
Span - 9.25 m;
Wing area - 21.37 m2;
Height - 3.55 m;
Power plant - 1 turbofan Rolls-Royce Pegasus Mk 105;
Thrust - 95.6 kN;
Empty weight - 6336 kr;
Maximum takeoff 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;
Takeoff run with short takeoff - 435 m;

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



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 precision-guided weapons being developed/modernized. 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 Brimstone and Storm Shadow air-to-surface weapon systems. A previously planned ASRAAM air-to-air missile capability was rejected. Although the use of these precision weapons systems is the basis of the IWP, the Harrier GR.7 requires numerous other improvements to most effective use of this weapon. This is mainly due to the need to apply modern system control MIL-STD-1760, associated with the new on-board computer and software. Precision weapons also require the use of a new GPS inertial navigation system that can provide them with navigational information. The aircraft is equipped with a more informative instrument panel and a ground proximity warning system.

The Harrier GR.9 first flew in 2001. Adopted in 2003. Existing Harrier GR.7s are planned to be equipped with IWPs and upgraded to GR.9s.

The Royal Air Force and the Royal Navy each have 2 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.

Tactical and technical characteristics:
Length - 14.30 m;
Height - 3.55 m;
Wingspan - 9.25 m;
Wing area - 21.37 m2;
Empty aircraft weight - 6336 kg;
Maximum takeoff weight - 14060 kg;
Engine - Rolls Royce Pegasus Mk.107;
Thrust - 10795 kgf;
The maximum speed near the ground is 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 with vertical takeoff - 280 km;
Crew - 1 person.
Armament:
two Aden guns of 30 mm caliber (ammunition load 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 anti-ship missiles SeaEagle or AGM-84 Harpoon;
2 bombs AGM-62 Walleye with optical guidance;
2 containers with guns of caliber 30 mm;
various bombs, containers with electronic warfare and reconnaissance equipment, NUR launchers;
Storm Shadow cruise missiles.

Prepared from:
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