Although the K1 model does not have the freight door, it retains a passengerseat fit of in the rear cabin, with baggage carried in the forward cabin. The three ex-Pan Am aircraft are largely unchanged from their airline days and operate in the passenger role, carrying up to passengers.
These aircraft are designated C2 and C2A and are used extensively for transporting troops to world-wide destinations in support of exercises and operations. All versions of the Tristar aircraft can operate in the aeromedical evacuation role, including the option of installing a full stretcher fit if required for the repatriation of casualties.
All RAF Tristars have a comprehensive avionics suite, which is undergoing modernisation. As part of this programme the aircraft are being fitted with equipment which will enable them to operate as a JTIDS Joint Tactical Information Distribution System station and a radio relay station in areas of intensive military operations.
The standard operating crew for each aircraft consists of two pilots, two cabin crew and a ground engineer. The BAE CC2 is an all-metal, high-wing monoplane, with a wide-bodied fuselage and a slightly swept, anhedral wing.
The fin is also slightly swept with a high T-tail. Ailerons and elevators are controlled through conventional wire-linked servo tabs, whereas the rudder is hydraulically operated.
The aircraft has a trailing-axle main gear with a large damper unit, which allows the aircraft to operate from unprepared surfaces, including gravel and desert runways. Compartment A is situated at the front of the aircraft and accommodates the crew. Compartment B, in the centre of the fuselage, accommodates additional crew and extra passengers. The layout of the compartments can be varied to meet task requirements, but the maximum seating capacity is 30 passengers.
The BAE is a quiet, but rugged aircraft, with a high level of built-in redundancy. It can carry many of its own spares, allowing it to operate for long periods away from base, with little or no external support.
The standard operating crew for each aircraft consists of two pilots and one cabin attendant. The HS CC3 is an all-metal, low-wing monoplane with a semi-monocoque fuselage and a moderately swept, cantilever wing and stabilisers. It is certified as a transport category aircraft and can operate in all weather conditions, including adverse icing conditions. The aircraft is powered by two Garret TFEH turbofans that are attached by pylons to the rear section of the aircraft. As each engine has a separate gearbox, all aircraft systems can operate normally on a single engine.
The HS fuselage contains three main sections. The forward section of the fuselage contains a weather radar, the cockpit and the galley area; the centre section contains the passenger compartment, which can accommodate up to six passengers and their luggage; the rear section contains a large equipment bay and two additional fuel tanks for extended-range operations.
Its robust engineering, flexibility of operation and rapid turn-around times have made it a very successful aircraft, operated throughout the world in the VIP role and, in its communications role, the HS CC3 has provided support for most RAF peacekeeping and humanitarian operations worldwide.
While the flight deck and general systems remained the same, the Mission System was given a significant upgrade. The Nimrod is the only jet-powered maritime patrol aircraft in military service and offers the advantages of speed and height in transit, while still capable of operating for long on-task periods. It also offers a stealth element in the anti-submarine warfare ASW role as most propeller driven aircraft make a discrete resonance that is easily detectable by submerged submarines, whereas the jet noise of the Nimrod is much less detectable.
It has an unrefuelled endurance of around 10 hours, which can be extended by the use of air refuelling. The operating crew comprises two pilots and a flight engineer, two weapons systems officers WSO tactical and routine , and a WSO who is the sensor and communications coordinator. For SAR purposes the aircraft has a selection of air deliverable, multi-seat dinghies and survival packs. For self-defence, the aircraft can be armed with four AIM-9L Sidewinder air-to-air missiles carried under the wings.
The aircraft can carry in excess of sonobuoys internally, of several different types, both active and passive, which are delivered via two unpressurised 6-buoy rotary launchers and two pressurised single-shot launchers.
SAR tasks include long-range searches, assistance to SAR helicopters and coordination of search activities as an on-scene communication platform at major incidents. The aircraft routinely operates over the sea down to feet, but is limited to feet at night or in bad weather.
The Nimrod MR2 will continue in service until it is replaced by the MRA4, which is expected to enter service from The MRA4 operating crew will consist of two pilots and eight mission crew members operating new stateof-the-art radar, electronic and acoustic sensor systems.
The new flight deck is an all-glass cockpit, which incorporates many of the systems, displays and integrated avionics developed for the Airbus series of civil airliners.
There are a total of seven liquid-crystal, full-colour displays - the seventh display presents tactical information fed from the sensor bays for use by the pilots. The aircraft navigation system incorporates an interfaced navigation computer and flight management computer, which automatically controls the aircraft using a laser inertial navigation system and two global-positioning systems. The primary sensor will be the Thales Searchwater MR multi-mode search radar.
This is a new, extremely high-performance radar designed for all-weather operation and optimised to have a high probability of tracking small targets in poor weather. It can automatically track over surface contacts and can use a pulse-doppler mode for air contacts. Other sensors include electronic support measures, an acoustic detection system, magnetic anomaly detection equipment and an electro-optical surveillance and detection system.
The MRA4 will carry an extensive range of weapons both underwing and in the weapons bay. The range will include Harpoon anti-ship missiles, Sting Ray torpedos, mines and over sonobuoys. Weapons management will be conducted via a stores management system, which carries out inventory tracking control, air-to-air and air-to-sea weapon control, and built-in test and fault diagnostic systems.
In its weapons and tactical training role the Hawk is used to teach air combat, air-toair firing, air-to-ground firing and low-flying techniques and operational procedures. The fuselage comprises three main parts. The front fuselage accommodates two equipment bays and a pressurised cabin containing two tandem cockpits. The centre fuselage contains the engine, a fuselage fuel tank, a gas turbine starting system and a ram air turbine; the ram air turbine provides emergency hydraulic power should the two normal hydraulic systems fail.
The rear fuselage houses the jet pipe bay and an airbrake hinged to its under surface. The engine, which drives a gearbox providing power for the aircraft generator, both hydraulic pumps, an oil pump and a fuel pump, has proved to be economical in use and is ideally suited for a fast-jet training aircraft. While the Hawk TMk1 is used solely in the advanced flying-training role, the Hawk TMk1A is equipped to an operational standard and is capable of undertaking a number of war roles.
The cannon can be fired at the same time as any of the pylon-mounted weapons are selected for release or firing. The next generation Hawk aircraft, the Hawk , will enter service in as a replacement for some of the current Hawk TMk1s. The Hawk will introduce student pilots to the digital cockpit environment they will experience in front-line operational service and will provide a seamless transition between basic flying training on the Tucano, and operational conversion training onto advanced fighter aircraft such as the Typhoon F2 and the Joint Combat Aircraft.
The aircraft is powered by an shp Garret Turboprop engine, has a maximum speed of kts mph and can maintain kts mph at low level. The Tucano replaced the Jet Provost in RAF service and its twoseat tandem cockpit makes it an ideal lead-in to the Hawk, which is flown at the next stage of training. The aircraft handling is similar to that of a jet aircraft and it is fully aerobatic, thus providing an excellent workhorse for training fast-jet pilots in all aspects of military flying.
It is used to develop students in a full range of skills, including general aircraft handling, formation flying and low-level navigation and, due to its comprehensive avionics and ice-protection packages, it can be flown in all types of weather, by day and by night.
Should weather conditions be poor at their home base, crews operating from RAF Lintonon-Ouse can fly low-level sorties to locations as far away as Wales or the North of Scotland. The Tutor is constructed mainly from carbonfibre reinforced plastic, which combines high strength with light weight. This allows the student to fly the aircraft from the right-hand seat with a right-hand stick and a left-hand throttle so that future transition to fast-jet aircraft is made easier.
Unpressurised, and powered by a Textron-Lycoming hp piston engine driving a Hoffman three-bladed, constant-speed propeller, the Tutor can cruise at kts at sea level and climb to 5, ft in seven minutes. The aircraft has a very clean airframe and has a three-minute inverted-flight time limit, making it ideal for aerobatics where, unlike previous RAF light aircraft, it loses little or no height during a full aerobatic sequence. The aircraft has a very modern instrument and avionics suite, including a Differential Global Positioning System, which, apart from giving excellent navigational information, can also be used to generate a simulated Instrument Landing System ILS approach for training use at airfields where ILS ground equipment is not fitted for the runway in use.
The Tutor is a cost-effective, modern, elementary training aircraft. The combination of docile handling characteristics and good performance make it very suitable for its training role.
The course gives student pilots an insight into more advanced flying than they encounter on the elementary course and comprises general handling, procedural instrument flying, low-level navigation, formation flying, night flying and an introduction to dual-crew operations.
Its instrumentation and communications equipment allows it to be flown along airways and the aircraft is cleared for instrument flying and night flying. The Firefly is fitted with side-by-side dual controls, a fixed windscreen and a backward-tilting canopy incorporating direct ventilation windows and fresh-air scoops. The unpressurised aircraft is fully aerobatic and can easily maintain height during an aerobatic sequence. The aircraft also has fuel and oil systems capable of sustaining inverted flight.
The Firefly can carry two pilots for over three hours of training. This endurance, coupled with a rapid climb rate of less than 10 minutes to reach 10,ft, make it an excellent training aircraft.
A total of nine aircraft are operated by No 55 R Squadron at the RAF College Cranwell, where they are used to train weapons systems officers and operators, air engineers and air loadmasters in systems management, air leadership, decision making and teamwork to meet the operational demands of the RAF.
In the aircraft underwent a major upgrade programme, with the installation of a modern avionics suite and a new systems installation and cabin layout, completed under contract by Racal and Marshall Aerospace. The Dominie T Mk1 has a maximum crew of six and is generally operated with one pilot captain, with the remaining aircrew comprising a balance of up to five students and instructors. These sorties include a mix of low-level flying, maritime operations, radar handling and targeting training.
Prior to flying the Jetstream, elementary flying training students who have been selected to fly multi-engined aircraft receive an additional 30 hours training on the Firefly multi-engine lead-in MELIN course, which is also run by No 45 R Squadron.
During the MELIN course, students learn about crew cooperation and procedural flying to prepare them for their advanced flying training on the Jetstream. In addition to its flying training role, the Jetstream can be used to carry up to 12 passengers or freight. The Jetstream TMk1 has offered excellent service during its time in the RAF; however, it is now reaching the end of its active life. It is anticipated that it will be replaced in by the Beech King Air B Specifications A crew of two student and instructor operates the aircraft and students learn advanced skills such as twinengine general handling, asymmetric flying, formation flying, low-level flying and airways navigation.
Their role is to train air cadets in basic flying techniques and to enable them to reach a standard where they are able to fly solo. The conventional landing gear, which is non-retractable, comprises two main wheels with fairings, and a tailwheel, which is steered through the rudder pedals.
A retrofitted throttle is provided for use by the left-hand seat, giving the student the familiar military configuration of right-hand stick and left-hand throttle arrangement. The Vigilant TMk1 is a cost-effective, modern aircraft. Its docile handling characteristics, combined with good fuel economy, make it an excellent training aircraft for cadets and instructors alike. Their role is to train air cadets to a standard that will allow them to fly solo. Courses available to the air cadets are the gliding induction course, the gliding scholarship course and the advanced gliding training course.
The Viking TMk1 is a high performance sailplane, which can be winch launched or aero-towed. The aircraft is fitted with a non-retractable tandem undercarriage and upper surface airbrakes. The Viking is a cost-effective, modern, high performance glider, ideally suited to its training role with the Air Cadet Organisation. Secondary roles include search and rescue and casualty evacuation, in which role a total of 24 stretchers can be carried. The crew consists of either two pilots, or a pilot and a weapons systems officer WSO , and two air loadmasters.
The pilot captain is responsible for the safe operation of the aircraft and completion of the mission, while the co-pilot or WSO operates the mission-management systems, navigation, communications and the self-defence suite. In the cabin are two air loadmasters who are responsible for passenger safety, load or cargo restraint, weapons operation and voice marshalling of the aircraft.
The aircraft are well equipped for their varied roles and are fitted with a satellite Global Positioning System, an Instrument Landing System, comprehensive avionics that enable them to fly in airways, and an extensive radio suite.
The aircraft cockpit has a full night-time capability when operated with night-vision goggles, thus allowing low-level night operations in a hostile environment. The aircraft also carries dualmode landing lights that can be switched between white and Infrared light, which are supported by Infrared searchlights operated by the two crewmen.
The Chinook is well equipped with defensive aids and has a Radar Warning Receiver, an Ultraviolet and Doppler Missile Approach Warning System, Infrared Jammers and chaff and flare dispensers, which can be manually or automatically fired. The aircraft can be armed with two M six-barrelled Miniguns, one in each front side window, and an M60D machine gun on the ramp.
It is an all-weather, day and night, multi-role helicopter used in both tactical and strategic operational roles. The aircraft carries an impressive defensive-aids suite, which includes a Radar and Laser Warning Receiver, Missile Approach Warners and Directional Infrared Counter Measures equipment, all integrated with an automatic chaff and flare dispensing system. This is one of the most comprehensive defensive-aids suites fitted to any helicopter in the world.
Further range can be achieved by shutting down the third engine during the cruising phase of flight. It is also fitted with an active vibration-damping system, which reduces the level of noise and vibration inside the cabin to a level no greater than that of a turboprop aircraft. As a result, crew fatigue is much reduced during long transits and airframe life is increased. The Merlin is able to carry a diverse range of bulky cargo, either internally or under-slung. Cargo can include artillery, Landrovers or light-strike vehicles and over five tonnes of freight.
The spacious cabin can also accommodate up to 24 fully equipped combat troops and, when required, will convert to carry 16 stretchers for casualty evacuation or during humanitarian and disaster relief operations. Designed to operate away from base workshops and in difficult terrain, the Merlin has state-of-the-art support technology and incorporates aircraft health-and-usage diagnostics and a self-test capability for ease of maintenance.
The Merlin is armed with two general purpose machine guns converted for the air role, although there is provision for additional weaponry to be fitted at a later date.
No 33 Squadron, which is divided into two flights and the operational conversion flight, offers flexibility in its role in that the aircraft of one of the flights are fitted with desert warfare specialist equipment, while the aircraft of the other flight are fitted with arctic warfare specialist equipment.
The aircraft can carry 16 fully-equipped troops, or up to two tonnes of freight carried either internally or as an underslung load. The other major role is that of casualty or medical evacuation support, for which up to six stretchers can be fitted. Each aircraft is equipped with satellite-based globalpositioning-system equipment and an instrument landing system, enabling the aircraft to be navigated accurately and to be landed at suitably equipped airfields in poor weather conditions.
The normal crew of two pilots, or a pilot and a weapons systems officer, plus a crewman, is trained in procedural instrument flying and tactical low flying by day and by night using night-vision goggles.
The aircrew and their supporting ground crew are also trained to operate from inhospitable areas in all conditions ranging from desert to arctic environments. For self-defence, the Puma is being upgraded with a new defensive-aids suite. This suite includes an integrated radar warning receiver, an AAR47 missile-approachwarning system, an ALQ Infrared jammer and automatic chaff and flare dispensing equipment.
In addition, two cabin-mounted 7. The aircraft are operated from six locations around the UK, with each location supporting two aircraft. Each squadron maintains a minutes readiness state during daylight hours and a minutes readiness state during the hours of darkness.
For its rescue role, the aircraft is equipped with a hydraulically-operated main rescue hoist, an electrically-operated emergency rescue hoist and electrical connections suitable for powering medical equipment such as incubators. All SAR crews are trained to operate using night-vision goggles over unfamiliar terrain. The standard SAR crew is made up of four members: two pilots, one of whom is the aircraft captain, a radar operator who acts as the winch operator at the rescue scene and a winchman, normally trained to paramedic standard, who will supply immediate first-aid and recovery services at the rescue site.
The Griffin HT1 is a military twin-engined helicopter derived from the civilian Bell Textron EP helicopter and is powered by two Pratt and Whitney turboshafts rated at shp.
The aircraft has an advanced, composite material, four-blade main rotor system, and pendulum dampers on the rotor hub to reduce vibrations at higher cruise speeds. The syllabus includes general-handling flying, underslung-load carrying, night-vision goggle training, procedural instrument flying, formation flying, low-flying navigation and an introduction to tactical employment, including operations from confined areas. In addition to pilot training, the Griffin is used for crewman training: a very important and integral part of multi-crew operations.
It is especially useful for procedural instrument-flying training and practising complex emergency-handling techniques. The DHFS selected the Squirrel helicopter, manufactured by Eurocopter, as a replacement for the Gazelle when the School became operational in , and since that date the 26 aircraft in service have amassed over , hours flying time between them.
Powered by a single Ariel 1D1 gas-turbine engine, which drives a conventional three-blade main rotor and a twin-blade tail rotor, the Squirrel is an ideal platform to teach the rudiments of rotary-wing flying. The syllabus includes non-procedural instrument flying, basic night flying, low-level and formation flying, mountain flying and an introduction to winching for RN students. The Twin Squirrel is operated by a single pilot. The aircraft is a twin-engined, six-seat helicopter with a skid undercarriage, and is derived from the single-engined AS B Single Squirrel design.
The rotor system is made up of three main rotor blades of glass-resin laminate construction, a starflex semi-rigid main rotor-head, a two-bladed glass-resin laminate tail rotor, and main-rotor and tail-rotor gearboxes of conventional geared design. The airframe comprises an aluminium centre fuselage and cabin floor, a monocoque tailboom, a fibreglass-laminated cabin ceiling and main cowlings, and polycarbonate windows.
Built by Eurocopter France, and first certified by the UK Civil Aviation Authority in March , the helicopter can be used by day and by night, in all weather conditions. It has full instrumentation and navigation systems, including a three-axis autopilot, an auto-coupled Instrument Landing System and a satellite-based Global Positioning System.
The Twin Squirrel is powered by two Allison C20 turboshaft engines, installed in two independent fireproof bays. The well-proven, reliable engines drive fuel, oil and hydraulic pumps, and a generator for all electrical power. The twin-engine design gives the pilot more flexibility when planning routes over built-up areas, as the aircraft can operate at limited weight on a single engine; therefore, even if power from one engine is lost, the pilot can maintain level flight to clear the built-up area.
The twin-engine design also increases safety margins when flying into and out of confined landing sites. This arrangement allows the RAF to provide Government ministers and senior military officers with a flexible, door-to-door service throughout the UK and to Europe. The in-built IR seeker allows the pilot to launch the missile, then leave the area, or take evasive action, while the missile guides itself to impact by homing on the engine exhaust of the target aircraft.
IR homing allows the missile to be used by day or by night and in electronic countermeasure conditions. The Sidewinder is the most widely used air-to-air missile in the world and is one of the oldest, least expensive and most successful missiles ever produced.
The Sidewinder has been continually updated over the years and the AIM-9L version used by the RAF has enhanced guidance characteristics, which give it the ability to attack targets from all angles, including head-on. The Sidewinder is a fire-andforget missile, allowing the pilot to fire several missiles at different targets. The latest version of the missile has a boost-sustain, solidfuel rocket motor giving it a greater range than previous versions.
The missile discriminates between separate target groups and can operate in a variety of countermeasure environments.
The Skyflash missiles on the F3 are recessed into the underside of the aircraft and are launched by large rams forcing them down into the airflow.
The missile uses semi-active homing, where the launch aircraft illuminates the target and the missile uses its built-in radar receiver to home on the reflected energy. In a typical beyond-visual-range BVR engagement the T missile is launched and semi-actively guided until the active-radar proximity fuse detonates the high-explosive fragmentation warhead near to the target.
Although Skyflash is primarily a BVR missile, it can also be employed at shorter ranges, where the missile is optimised to ensure quick reaction times and maximum manoeuvrability after it has been launched.
Full integration onto the Tornado F3 will be completed in mid AMRAAM is faster than Skyflash, which it replaces on the F3, and incorporates an active radar with an inertial reference unit and a datalink microcomputer system. This equipment makes the missile less dependent upon the fire-control radar of the firing aircraft. In a typical BVR engagement, the AMRAAM is launched from a range of 20 to 30nmls and is guided by its own inertial navigation system, while receiving command-guidance updates from the firing aircraft via the data link, until it reaches the target area.
The missile is equipped with a radar proximity fuse, which detonates the high- explosive fragmentation warhead at a pre-set distance from the target. Built by Matra-BAE Dynamics, the missile is designed as a fire-and-forget missile, able to counter intermittent target obscuration in cloud as well as sophisticated Infrared IR countermeasures.
When combined with digital signal-processing and imaging software, ASRAAM is able to see individual areas of its target, such as the engines, cockpit or wings. The picture is very similar to a monochrome TV picture, and gives the missile excellent long-range target acquisition, even against employed countermeasures such as flares or similar pyrotechnics.
In addition to its ability to image targets, the seeker also allows the missile to be fired at very high off-boresight angles, in either lock-before, or lock-after launch modes. Because the missile has a fireand-forget capability, the pilot can engage multiple targets with several missiles simultaneously. To increase its speed and its operating range, the missile has a lowdrag design; only tail fins are provided for control purposes; and a new, low-signature, dual-burn, high T impulse solid rocket motor provides the power.
Following release, the missile accelerates to speeds in excess of Mach 3 whilst being guided to the target using its IR seeker. Detonation of the high-explosive fragmentation warhead is achieved by the use of a laser proximity fuse, which can be set to detonate on impact or at a pre-determined distance from the target.
Built by an international consortium led by MBDA UK , the Meteor is a highly flexible, agile, air-to-air weapon that will give the RAF a significant capability in the most complex air-combat scenarios.
The missile will engage targets autonomously by using its internal, active radar-seeker by day or by night, in all weather conditions, and against hostile countermeasures. In essence, Meteor is made up of four sections: the radome, the missile electronics and fuse system, the warhead and the ramjet rocket motor, all enclosed within a stealthy, low-drag, lightweight body.
The radome encloses the active radar-seeker head, which will be developed from the French Mica and Aster family of radar seekers. The final section contains the boost motor and the air-breathing ramjet rocket sustain motor, the datalink package and, on the rear of the missile, the datalink antenna.
The missile has four rear-mounted fins, which provide flight control and a robust end-game manoeuvrability against agile targets. To ensure total destruction of the target, the missile is equipped with both proximity and impact fuses and a fragmentation warhead that is detonated at the optimum point to achieve maximum effect. Even when the missile is launched from extreme stand-off ranges it remains under its own power right up to impact. A freefall or slick tail allows the weapon to be delivered with a degree of stand-off from the target, whilst a retarded tail allows the weapon to be released at low level in close proximity to the target, so making the bomb more accurate.
The lb general-purpose bomb can be detonated in one of three modes: airburst, impact or post-impact delay. In the airburst mode, the bomb is fused to detonate a short distance above the ground, to provide the maximum fragmentation effect, and is therefore most suited to attacking unprotected targets.
In post-impact delay mode, the bomb fuse is set to detonate shortly after impact to allow the weapon to penetrate the target structure; the degree of delay is varied for each target to obtain maximum penetration before detonation. T he lb bomb is similar to the lb bomb but, has only about two-thirds the destructive power of the bigger bomb. It can be delivered as either a freefall or retarded bomb and can be set to function in the airburst, impact or post-impact delay mode.
The CCG supports a seeker-head and movable guidance fins canards. However, conditions over the target, such as cloud, smoke or mist, may obstruct or scatter the laser beam and prevent precise weapon guidance. The Paveway II can be delivered from either low-level or medium-level; therefore, the operational environment for the aircraft will dictate the release height of the bomb. In these circumstances, the EPWII is steered to the target using satellite-based GPS information and guidance from its on-board inertial navigation unit.
Where good visibility permits, crews may still guide the weapon to the assigned target using the original laser guidance contained within the weapon. Laser designation may be provided from the air using the TIALD pod or, from forces on the ground using a laser target-designator. The performance of EPW II offers additional flexibility, and provides increased stand-off delivery range and improved launch-aircraft survival rates. The bomb used its own mass and kinetic energy to destroy the target.
The guidance control unit GCU fitted to the nose detects the laser energy reflected from a target; however, unlike the Paveway II, this bomb uses proportional guidance: the control canards on the front of the bomb move only that amount necessary to guide the weapon.
When the bomb is released, it flies a pre-programmed profile into the target area, using the energy given to it by the releasing aircraft. These preprogrammed profiles are designed to provide the best attack conditions for the different types of target and to make maximum use of the increased stand-off capability of the weapon.
Computer-controlled trajectory-shaping during the final stage of the attack, coupled with its greater mass, enables the Paveway III to penetrate a greater depth of reinforced concrete than the Paveway II, which makes the Paveway III very effective against hardened targets.
Target coordinates can also be loaded into the weapon by the aircrew, prior to its release from the delivery aircraft. Once released, the EPW III is fully autonomous where cloud or smoke over the target might obstruct the laser and prevent weapon guidance. This allows multiple targets to be attacked with one weapon, rather that a number of missions with single-warhead weapons. This is of great advantage in a high-threat environment, particularly when the targets are mobile. The BL bomb dispenses its bomblets into the airflow shortly after the weapon leaves the aircraft, and on impact with the ground, or a target, the bomblets detonate, producing a high-explosive velocity plasma jet that can penetrate armour up to mm thick.
In addition, the bomblet casing breaks into shrapnel fragments that are capable of destroying soft-skinned vehicles and equipment. Recent improvements to the bomblets, designated IBL, include better reliability and armour penetration. RBL is a modification of the original BL to give the cluster bomb an anti-armour capability from a medium-level attack.
A radar-proximity, height-detecting sensor in the tail causes the bomblets to be dispensed after the weapon falls to a pre-determined height just above the target. This release system negates further aircraft involvement, and allows the aircraft to fly at a safer weapon-delivery level. The bomblets are distributed in an approximately oval shape of some metres by 60 metres around the target.
Each singleuse operational launcher contains 19 rockets, which are ripple launched at the target. The rockets are fitted with a high-explosive, semi-armour-piercing warhead for attack on lightly protected installations and ships, or a kinetic energy penetrator, which contains no explosives, but relies on its kinetic energy to destroy armoured targets.
The CRV-7 rockets have a very high impact speed and may be fired up to 3nmls from the target. A re-usable six-tube launcher and inert warheads are used during training. The ALARM operates by homing onto the radar energy emitted by a target radar, either in a direct attack or, if the targeted radar is quiet when the missile is launched, by loitering in the area until the radar starts transmitting.
In Direct Mode, the missile is pre-programmed with a prioritised threat file and after launch it initiates a search for emitters within a box search area. The missile then locks onto the highest-priority emitter and homes to impact. In Dual Mode, the missile maximises the time available to detect an emitter. If the emitter shuts down before the ALARM has completed its attack, the missile will fly to a memorised point above the emitter where it deploys a parachute and loiters.
If the emitter transmits again, the parachute is ejected and the missile dives onto the target. The missile then autonomously selects the highest-priority target for attack.
Since its original entry into service, radars have become increasingly more sophisticated in their ability to avoid detection and attack by anti-radiation weapons such as ALARM; consequently, the missile is currently being upgraded. The improved ALARM employs a better radar-homing seeker-head, and is fitted with a pre-formed fragmentation warhead for maximum destructive effect. The missile can be launched from a stand off range of km and after following an entirely autonomous terrainfollowing flight at very low altitude it is able to destroy sensitive, highly protected and hardened targets with very great accuracy.
On approaching the target area, precise terminal guidance to the target is achieved by an Imaging Infrared sensor and an autonomous target-recognition system. When a feature match is achieved, the target is acquired and as the missile closes on the target the acquisition process is repeated using a higher-resolution data set to refine the aim point. When engaging hard targets, such S as hardened aircraft shelters or bunkers, the missile strikes the target at the estimated optimum dive angle, pre-selected during mission planning.
On impact, the pre-cursor charge, mounted ahead of the main charge, perforates the target structure and the follow-through penetrator warhead continues to penetrate inside the target and is detonated after a pre-selected fuse delay. Should the mission be against a target which could result in high levels of collateral damage, the mission would be aborted if the target identification and acquisition process were unsuccessful.
In such a case, the missile would fly to a predetermined crash site. The Maverick enables a standoff launch to be made with a high probability of strike against a wide range of tactical targets, including armour, ships and transportation, and fuel-storage facilities. The system tracks heat generated by a target at night or in bad weather and provides the pilot with a pictorial target display in the cockpit. The Maverick can hit targets ranging in distance from a few thousand feet when launched from low level or up to 13nmls when released at medium level.
The Maverick missile will complement the Brimstone missile when the Brimstone enters service, and give the RAF a complete hour all-weather capability for air-to-ground operations against a wide variety of targets. Its millimetric wave mmW radar-seeker ensures target searching and identification can be effected by day and by night, in all-weathers, and it is not susceptible to battlefield obscurants such as smoke, dust, flares or chaff.
Brimstone can be launched in Indirect and Direct modes. Indirect Mode is used when the targets and their position are known but are out of sight of the attacking aircraft. The launch aircraft releases Brimstone from a safe position, thus ensuring aircrews do not have to enter defended enemy airspace to destroy their targets. In Direct Mode, the pilot selects the target by using an on-board sighting system prior to weapon release. In both modes, Brimstone supports off-bore-sight operation so that the aircraft does not have to carry out any special manoeuvre prior to launch.
Once launched, Brimstone operates autonomously. When the target is a group of armoured vehicles, missiles can be fired in a salvo of up to the entire platform load to cover the largest area. Mid-course guidance is controlled by a digital autopilot and a highly accurate digital inertialmeasurement unit, giving the necessary high-performance navigation required to locate targets at long range and in off-boresight operations.
The missile automatically rejects returns which do not match such as cars, buses, buildings and continues searching and comparing until it identifies a valid target. The missiles can be programmed not to search for targets until they reach a given point, allowing them to safely overfly friendly forces, or only to accept targets in a designated box area, thus avoiding collateral damage.
The Brimstone warhead is a dual, tandemconfigured, high-explosive anti-tank warhead. The front charge breaks through the initial armour on a main battle tank and clears the path for the main charge immediately behind. The warhead is capable of defeating all known and projected armoured threats. Operated by the Nimrod MR2 and MRA4, the missile is pre-programmed with targeting information and then launched from the aircraft to fly to the target using its integral turbojet motor.
To operate autonomously, the Harpoon is equipped with an active Phase J-band radar for terminal acquisition of the target, combined with a radar altimeter and a digital mid-course guidance system. The Harpoon can be launched at long range from its intended target, thereby minimising the danger of counter-detection and subsequent attack against the launch aircraft.
The missile is made up of four main components: the guidance section, the warhead, the sustainer section and the boat-tail assembly. The guidance section contains the radar seeker and radar altimeter, which are integrated with the missile guidance unit to maintain the missile on its programmed flight profile and guide it to its target. The sustainer section contains the jet engine to power the missile during sustained flight.
The Harpoon has proved to be both exceptionally reliable and extremely effective. Its low-level, highspeed attack profile, coupled with its high resistance to countermeasures, make it an excellent anti-ship weapon.
It is powered by a seawater battery, and combines lownoise and excellent manoeuvrability with a high-speed attack capability. The Sting Ray is an autonomous weapon which, having received pre-launch, search pattern information from the launch aircraft, uses its active sonar and tactical software to search for, localise and attack its submarine target. After being launched, the torpedo descends by parachute until it enters the water. The torpedo then activates its propulsion system, which discards the parachute and carries out an immediate check to determine the water depth.
If the water is shallow, the torpedo runs at a fixed height following the contours of the sea bed. The target is classified and T identified from the return signals and, once acquired, the torpedo starts homing onto it. Should the Sting Ray miss its target, it has the ability to turn and home in again for another attack.
The current version of the Sting Ray torpedo, designated Mod 0, is receiving a major performance upgrade. The new version will enter service with the RAF as Mod 1.
The cannon is a single-barrel, high performance, breechcylinder gun operated by a fully automatic gas-operated system at a selective rate of or rounds per minute. The belted-link ammunition box is positioned to the side of the gun-feed mechanism and a floating buffer system imposes a very small recoil and vibration load on the airframe of the aircraft.
Spent cartridge cases and empty links are ducted from the rear of the gun into a collection bay immediately behind the gun. Automatic ram air purges the gun compartment and spent cases bay during and after firing.
This is an important asset, particularly if the cannon is being used against a fast-moving target. When the cannon is selected in the cockpit, a firing predictor is projected onto the HUD; this depicts a moving line continuously compacted impact line , or snake, that predicts where the next few rounds of cannon fire will go.
The cannon can be aimed by using either a prediction sight or, in the case of the F3, a radar-designated sight. The cannon has a very high muzzle velocity and its high rate of fire, coupled with its ability to fire several different types of high-explosive shells, make it equally suitable for both interceptor-type aircraft and groundattack aircraft alike.
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