Category AND ATTACK AIRCRAFT

Origin: Grumman Aerospace, USA.

Type: Two-seat carrier-based multi-role fighter.

Engines: (F-14A) two 20,900lb (9480kg) thrust Pratt & Whitney TF30- 412A two-shaft afterburning turbofans: (B and C) two 28,090lb (12,741 kg) thrust Pratt & Whitney F401-400 two-shaft afterburning turbofans. Dimensions: Span (68° sweep) 38ft 2in (11 -63m), (20° sweep) 64ft 1 Jin (19-54m); length 61ft 2in (18-89m): height 16ft (4-88m).

Weights: Empty 37,500lb (17,010kg); loaded (fighter mission) 55,000lb (24,948kg), (maximum) 72,000lb (32,658kg).

Performance: Maximum speed, 1,564mph (2517km/h, Mach 2-34) at height, 910mph (1470km/h, Mach 1-2) at sea level: initial climb at normal gross weight, over 30,000ft (9144m)/min; service ceiling over 56,000ft (17,070m); range (fighter with external fuel) about 2,000 miles (3200km). Armament: One 20mm M61-A1 multi-barrel cannon in fuselage; four AIM-7 Sparrow and four or eight AIM-9 Sidewinder air-to-air missiles, or up to six AIM-54 Phoenix and two AIM-9; maximum external weapon load in surface attack role 14,5001b (6577kg).

History: First flight 21 December 1970; initial deployment with US Navy carriers October 1972; first flight of F-14B 12 September 1973.

Users: Iran (available for sale), USA (Navy, Marine Corps).

Development: When Congress finally halted development of the com­promised F-111B version of the TFX in mid-1968 Grumman was already well advanced with the project design of a replacement. After a competition for the VFX requirement Grumman was awarded a contract for the F-14 in January 1 969. The company had to produce a detailed mock-up by May and build 12 development aircraft. Despite sudden loss of the first aircraft on its second flight, due to total hydraulic failure, the programme has been a com­plete technical success and produced one of the world’s outstanding

Above: Three-view of an F-14A showing (broken lines) range of wing and glove movement.

combat aircraft. Basic features include use of a variable-sweep wing, to match the aircraft to the conflicting needs of carrier compatability, dog­fighting and attack on surface targets at low level: pilot and naval flight officer (observer) in tandem: an extremely advanced airframe, with tailplane skins of ►

Left: In US markings but customer’s camouflage, this F-14A was one of a batch of 80 bought by Iran and delivered before the Shah went into exile in early 1979. Since then the entire force has been non – operational, and has been announced as up for sale. The US government doubts that security of its advanced radar and missile system can have been preserved.

Above: Menacing aspect of an F-14A of US Navy crack fighter squadron VF-211, showing all three missile types on board.

Right: F-14A with everything revealed, including the AWG-9 flat – plate antenna and (foreground) the long-range Phoenix AAM.

boron-epoxy composite and similar novel construction methods, and one canted vertical tail above each engine; and the extremely powerful Hughes AWG-9 radar which, used in conjunction with the Phoenix missile (carried by no other combat aircraft), can pick out and destroy a chosen aircraft from a formation at a distance of 100 miles. For close-in fighting the gun is used in conjunction with snap-shoot missiles, with the tremendous advantage that, as a launch platform, the Tomcat is unsurpassed (Grumman claim it to be unrivalled, and to be able — by automatic variation of wing sweep — to out­manoeuvre all previous combat aircraft). Introduction to the US Navy has been smooth and enthusiastic, with VF-1 and -2 serving aboard Enterprise in 1974. The export appeal of the F-14 is obvious and Iran is introducing 80 from 1976. But costs have run well beyond prediction. Grumman refusing at one time to continue the programme and claiming its existing contracts would result in a loss of $105 million. For the same reason the re-engined F-14B has been confined to two re-engined А-models, and the F-14C with new avionics and weapons remains a paper project. In 1 975 production agreements were worked out and by 1977 total deliveries amounted to 243 aircraft, including about 12 for Iran. The US Navy (which includes the aircraft for the Marines) has funds for 306 F-14As and plans to buy 403 by 1981, but the requirement for an eventual total of over 500 is likely to be cut back as the F-18 comes into production. In 1976 severe trouble hit the F-14, affecting engines, fuselage structure, computer/weapon system and accidents attributed to pilot error. Efforts are being made to improve the operational-readiness rate and, if possible, increase installed engine. thrust.

F-18, TF-18 and F-18L

Origin: Original basic design, Northrop Corp: prime contractor, McDonnell Douglas Corp, USA, with Northrop building centre and aft fuselage.

Type: (F) single-seat carrier-based multi-role fighter, (TF) dual trainer, (A) single-seat land-based attack fighter.

Engines: Two 16,0001b (7257kg) thrust General Electric F404-400 two – shaft augmented turbofans.

Dimensions: Span (with missiles) 40ft 8Jin (12 41m), (without missiles) 37ft 6in (11 -42m): length 56ft (17-07m); height 14ft 9Jin (4-50m). Weights: (Provisional) empty 20,583lb (9336kg): loaded (clean) 33.642lb (15,260kg): maximum loaded (catapult limit) 50,064lb (22,710kg). Performance: Maximum speed (clean, at altitude) 1,190mph (1915km/h. Mach 1 -8), (maximum weight, sea level) subsonic: sustained combat manoeuvre ceiling, over 49,000ft (14,935m): absolute ceiling, over 60,000ft (18,290m): combat radius (air-to-air mission, high, no external fuel) 461 miles (741km): ferry range, not less than 2,300 miles (3700km).

Armament: One 20mm M61 Gatling in upper part of forward fuselage: nine external weapon stations for maximum load (catapult launch) of 13,4001b (6080kg), including bombs, sensor pods, ECM, missiles (including Sparrow) and other stores, with tip-mounted Sidewinders.

History: First flight (YF-17) 9 June 1974: (first of 11 test F-18) 18 November 1978: (production F-18) probably late 1980: service entry, planned for 1 982.

User: USA (Navy, Marine Corps).

Development: In 1 971 the US Navy became concerned at the cost of the F-14 and the resulting reduced rate of procurement and total number that could be afforded. In 1973 it studied low-cost versions and compared them with navalised F-15 versions and improved F-4s. In 1 974 the VFX specifica­tion emerged for a wholly new and smaller fighter somewhat along the lines of the Air Force Air Combat Fighter. In May 1975 the Navy and Marine Corps announced their choice of the F-18, developed from the existing land-based Northrop F-17 by McDonnell Douglas and Northrop. In fact the F-18 will be almost twice as heavy as the original F-17 proposal but, with more powerful engines, is expected to have adequate dogfight per­formance through the 1980s. Features include an unswept wing with large dogteeth and forebody strakes at the roots, twin canted vertical tails, simple

Below: Takeoff by the first YF-18 Hornet prototype on 18 November 1978. All 11 flight-test aircraft had flown by 1980 and both land-based and early carrier trials were said to be promising.

fixed engine inlets and extensive graphite/epoxy structure. Search radar will be used in the interception and surface-attack roles, and a very wide range of weapons will be carried. In the Navy air-superiority mission the gun will be backed up by two Sparrows and two Sidewinders, and the F-18 is expected to show dramatic improvements over the F-4J in manoeuvrability, reliability and low cost. In Marine attack missions the maximum load can be 14,0001b for airfield operation, and the inertial guidance and weapon­aiming are expected to offer a significant advance over the accuracy of any A-7. The Navy/Marines plan to buy 11 development aircraft plus 1,366 production machines during the 1980s, the original target price being about $5-9 millidn in 1975 dollars. Originally the Marine Corps version was to be designated A-18, because of its different mission equipment but it was later decided not to produce a dedicated attack version. Instead the Marine F-18 will replace the two Sparrow (or AMRAAM) missiles by a laser spot-tracker on one pylon and a forward-looking infra-red pod on the other. About one aircraft in every 13 will be a dual-control TF-18, with less internal fuel and no head-up display. In addition an RF-18 version has been proposed as a Fleet reconnaissance machine to replace the RF-8G and RA-5C, with a nose basically similar to that of the RF-5E.

In late 1 976 Northrop — original designer of the YF-17 but a mere sub­contractor on the F-18 – was trying to relaunch the land-based Cobra, but now as a modified F-18. Despite severe competition from the F-16 and other aircraft. Northrop aims to find worldwide sales for the Cobra replacing the F-4, F-104, A-7 and Mirage. It would have less internal fuel than the F-18, and thus even higher performance. Planned export delivery date is 1983, priced at $8 million in 1975 dollars. This simplified land-based machine is designated F-18L, and is not normally named Plornet. Northrop is prime contractor for this project, which in late 1 979 was being considered by Australia, Canada, Israel and Turkey, among other possible customers.

G2-A, Galeb, J-1 Jastreb

Origin: "Soko" Metalopreradivacka Industrija, Yugoslavia.

Type: (Galeb) dual armed trainer: Jastreb, single-seat attack.

Engine: One Rolls-Royce Viper single-shaft turbojet; (G) 2,500lb (11 34kg) thrust Mk 22-6: (J) 3,0001b (1360kg) Mk 531.

Dimensions: Span (excluding tip tanks) 34ft 4Jin (10-47m); (J) 34ft 8in: length 33ft 11 in (10-34m): (J) 35ft 1Jin; height 10ft 9in (3-28m): (J) 11ft 114in.

Weights: Empty 5,775lb (2620kg): (J) 6,2171b maximum loaded 9,2101b (4178kg): (G, clean, fully aerobatic) 7,4381b; (J) 10,2871b.

Performance: Maximum speed 505mph (81 2km/h); (J) 510mph: initial climb 4,500ft (1370m)/min; service ceiling 39,375ft (12,000m): range (hi, max fuel) 770 miles (1240km): (J) 945 miles.

Armament: (G) 127mm guns in nose, each with 80 rounds: underwing pylons for two 220lb (100kg) bombs, or light loads of rockets. (J) three 127mm in nose, each with 135 rounds: eight underwing hardpoints, two furthest inboard carrying stores of 5511b (250kg), the rest single 127mm rockets.

History: First flight (G) May 1961: service delivery (G) 1965.

Users: Libya, Yugoslavia, Zambia.

Above: Three-view of Soko G2-A Galeb (TJ-1 similar).

seat Galeb (Seagull) has been fully developed and built in modest numbers for the Yugoslav Air Force and Zambia. Pupil and instructor sit in Folland lightweight seats, and an air-conditioning system is an option. The Jastreb (Hawk.) uses a similar airframe, with local strengthening for the more powerful engine and heavier external stores. Again Zambia has received an export version, but without the optional cabin pressurization and self – contained engine-start system. Jastrebs can carry cameras in the fuselage and in the nose of the tip tanks, and also tow an aerial target.

Left: This echelon of Jastrebs shows the basic J-1 attack version in service with the Yugoslav Air Force. This model has nose armament of three ‘fifty-calibre’ Colt-Browning guns and a total of eight underwing pylons for various stores. There are also RJ-1 reconnaissance and various export versions. All have the Viper 531 engine, as does the tandem-seat Jastreb trainer which looks very similar to the lower-powered Galeb.

Below: First flown in 1961, the Soko G2-A Galeb has been made in appreciable numbers both for the Yugoslav Air Force and for export. Normal armament comprises two heavy machine guns of familiar Colt-Browning type, plus light bomb, rocket and other loads under the wings. Now supplementing this type in service, the TJ-1 (trainer Jastreb) has the single-seat Jastreb’s more і powerful self-starting engine and additional avionics.

Lightning F.1 to 6 and export versions (data for F.6)

Origin: English Electric Aviation (now British Aerospace), UK.

Type: Single-seat all-weather interceptor.

Engines: Two 1 5,680lb (711 2kg) thrust Rolls-Royce Avon 302 augmented turbojets.

Dimensions: span 34ft 10in (10 6m): length 53ft 3in (16-25m); height 19ft 7in (595m).

Weights: Empty about 28,000lb (12,700kg); loaded 50,000lb (22,680kg). Performance: Maximum speed 1,500mph (2415km/h) at 40,000ft (12,200m): initial climb 50,000ft (15,240m)/min; service ceiling over 60,000ft (18,290m); range without overwing tanks 800 miles (1290km). Armament: Interchangeable packs for two all-attitude Red Top or stern – chase Firestreak guided missiles; option of two 30mm Aden cannon in forward part of belly tank; export versions up to 6,0001b (2722kg) bombs or other offensive stores above and below wings.

History: First flight (P.1 B) 4 April 1957; (first production F.1) 30 October 1959; (first F.6) 17 April 1964.

Users: Kuwait, Saudi Arabia, UK.

Development: As he had been with the Canberra, "Teddy" Petter was again moving spirit behind the award, in 1947, of a study contract for a supersonic research aircraft. Later this was built and flown as the P.1 of August 1954, exceeding Mach 1 on two crude unaugmented Sapphire engines mounted one above and behind the other and fed by a plain nose inlet. In mid-1949 specification F.23/49 was issued for a supersonic fighter, and after com­plete redesign the P.1 В was produced and flown in 1 957. This had a new fuselage with a two-shock intake, the central cone being intended to house Ferranti Airpass radar. The Avon engines were fitted with primitive after­burning, allowing a speed of Mach 2 to be attained on 25 November 1958.

Helped by 20 pre-production aircraft, the Lightning F.1 was cleared for service in 1960. Though relatively complicated, so that the flying rate and maintenance burden were terrible in comparison with more modern aircraft, these supersonic all-weather interceptors at last gave the RAF a modern fighter with radar, guided missiles (heat-homing Firestreaks) and supersonic performance. Production was held back by the belief that all manned fighters |a

were obsolete (as clearly set forth in the Defence White Paper of April 1 957), but the Treasury were persuaded to allow the improved F.2 to be built in 1961 with fully variable afterburner and all-weather navigation. Eventually, as the error of the 1 957 doctrine became apparent, the Mk 3 was allowed in 1964, with more powerful engines, more fuel, bigger fin, collision-course fire-control and allattitude Red Top missiles: but it was decided to fit no guns, earlier marks having had two 30mm Aden cannon. Finally, in 1965, the belated decision was taken to follow the advice of ВАС and almost double the fuel capacity and also fit the kinked and cambered wing (first flown in 1956) to improve operation at much increased weights. The T.4 and T.5 are dual conversion trainers equivalent to the F.2 and F.3. For Saudi Arabia and Kuwait, ВАС paid for development of the Lightning as a multi-role fighter and attack aircraft, adding 57 to the production total to Dring it up to 338.

Left: One of the Lightning F.2A interceptors of 92 Sqn, RAF Germany (a unit since re-equipped with Phantoms) in the one-colour green applied over all upper surfaces to render them less conspicuous when viewed from above.

Below: This Lightning is an F.6, the final standard to which the F.2A (a complete rebuild of a much earlier type) was a near approximation. It is shown unpainted serving with 23 Sqn, and was photographed whilst formating on a Soviet ‘Bear’ reconnaissance and electronic-warfare aircraft. Today IMo 23 also flies Phantoms.

Buccaneer S.1,2, 2A, 2B, 2C, 2D and 50

Origin: Hawker Siddeley Aviation (formerly Blackburn Aircraft, now British Aerospace), UK.

Type: Two-seat attack and reconnaissance.

Engines: (S.1) two 7,1001b (3220kg) thrust Bristol Siddeley (previously de Havilland) Gyron Junior 101 single-shaft turbojets; (all later marks) two 11,0301b (5003kg) Rolls-Royce Spey 101 two-shaft turbofans. Dimensions: Span (1) 42ft 4in (1 2-9m); (2 and subsequent) 44ft (1 341 m); length 63ft 5:n (19-33m); height 16ft 3in (4 95m).

Weights: Empty (1) 26,000lb (2) about 30,0001b (13,610kg); maximum loaded (1) 46,000lb (20,865kg); (2) 62,000lb (28,123kg).

Performance: Maximum speed (all) 645mph (1038km/h, Mach 0-85) at sea level; initial climb (2, at 46,0001 b) 7,000ft (2134m)/min; service ceiling not disclosed but over 40,000ft (9144m); range on typical hi-lo-hi strike mission with weapon load (2) 2,300 miles (3700km).

Armament: Rotating bomb door carries four 1,0001b (454kg) bombs or multi-sensor reconnaissance pack or 440gal tank; (S.2 and later) four wing pylons each stressed to 3,0001b (1 361 kg), compatible with very wide range of guided and/or free-fall missiles. Total internal and external stores load 16,0001b (7257kg).

History: First flight (NA.39) 30 April 1958; (production S.1) 23 January 1962; (prototype S.2) 17 May 1963; (production S.2) 5 June 1964; final delivery late 1 975.

Users: S Africa, UK (RAF, Royal’Navy).

Development: After the notorious "Defence White Paper" of April 1957, which proclaimed manned combat aircraft obsolete, the Blackburn B.103, built to meet the naval attack specification NA.39, was the only new British military aircraft that was not cancelled. Development was grudgingly permitted, and this modest-sized subsonic machine was gradually re­cognised as a world-beater. Designed for carrier operation, its wing and tail were dramatically reduced in size as a result of very powerful tip-to-tip supercirculation (BLC, boundary-layer control) achieved by blasting hot compressed air bled from the engines from narrow slits. The S.1 (strike Mk 1) was marginal on power, but the greatly improved S.2 was a reliable and formidable aircraft. The first 84 were ordered by the Royal Navy and most of these have been transferred to RAF Strike Command, designated S.2B when converted to’launch Martel missiles. Those remaining with the Navy are S.2Ds (2C if they are not Martel-compatible), In January 1963 the South African Air Force bought 16 S.50s with BS.605 boost rocket built into a retractable pack in the rear fuselage to facilitate use from hot and high air­strips. Finally – perhaps rather surprisingly, considering the scorn vented on Buccaneer during the TSR.2 era — the RAF signed in 1 968 for 43 new S.2Bs with adequate equipment, including a refuelling probe which is never used in front-line service in Germany. Within the limits of crippling budgets the RAF Buccaneers have been updated by improved avionics and ECM, and all

Below: A Buccaneer S.2B of RAF No 16 Sqn which, with No 15, forms the attack/strike force of RAF Germany based at Laarbruch.

Three-view of Buccaneer S.2 with FR probe and bomb-door tank.

models have the advantage of an unbreakable long-life airframe and the ability to carry weapons internally In 1977 they were getting Pave Spike laser-guided bomb systems. Altogether the Mk 2 Buccaneer is one of the most cost/effective aircraft ever designed for tactical use.

Above: This Buccaneer is seen with its rotary weapon-bay door open, revealing the internal bay which enables it to attack in the clean condition at speeds higher than the maximum speed at sea level of many so-called supersonic attack aircraft (which can reach super­sonic speed only at high altitude and carry their weapons outside).

MiG-17, -17P, -17F (Lim-5P and -5M,

S-104, F-4), -17PF and -17PFU (NATO name "Fresco")

Origin: The design bureau of Mikoyan and Gurevich, Soviet Union: licence-production as described in the text.

Type: Single-seat fighter; (PF, PFU) limited all-weather interceptor. Engine: (-17. -17P) one 5.952lb (2700kg) thrust Klimov VK-1 single­shaft centrifugal turbojet: (later versions) one 4,732/7,452lb (3380kg) VK-1F with afterburner.

Dimensions: Span 31ft (9-45m); length (all) 36ft 3in (11’05m); height 11ft (3’35m).

Weights: Empty (all) about 9.040lb (4100kg); loaded (F. clean) 11,7731b (5340kg): maximum (all) 14,7701b (6700kg)

Performance: Maximum speed (F, clean at best height of 9,840ft) 711mph (1145km/h); initial climb 12,795ft (3900m)/min; service ceiling 54,460ft (16,600m); range (high, two drop tanks) 913 miles (1470km). Armament: (-17) as MiG-15, one 37mm and two 23mm NS-23; (all later versions) three 23mm Nudelmann-Rikter NR-23 cannon, one under right side of nose and two under left; four wing hardpoints for tanks, total of 1,1021b (500kg) of bombs, packs of eight 55mm air-to-air rockets or various air-to-ground missiles.

History: First flight (prototype) January 1950; service delivery, 1952; service delivery (F-4) January 1956; final delivery (Soviet Union) probably 1959.

Users: Afghanistan. Albania, Algeria, Angola, Bulgaria, China, Cuba, Czechoslovakia, Egypt, E Germany, Guinea. Hungary, Indonesia (in storage), Iraq, Kampuchea, N Korea, Mali, Morocco (in storage), Nigeria. Poland, Romania, Somalia. S Yemen. Soviet Union, Sri Lanka, Sudan. Syria, Tanzania, Uganda, Vietnam, Yemen Arab.

Development: Only gradually did Western observers recognise the MiG-17 as not merely a slightly modified MiG-15 but a completely different aircraft. Even then it was generally believed it had been hastily designed to rectify deficiencies shown in the MiG-1 5’s performance in Korea, but in fact the design began in about January 1949, long before the Korean war. This was because from the first the MiG-1 5 had shown bad behaviour at high speeds, and though the earlier fighter was eventually made completely safe (partly by arranging for the air brakes to open automatically at Mach 0-92) it was still a difficult gun platform due to its tendency to snake and pitch. The MiG-17 – which was probably the last fighter in which Gurevich played a direct personal role — had a new wing with thickness reduced from 11 per cent to about 9 pet cent, a different section and planform and no fewer

Above: Three-view of typical MiG-17F (NATO name, "Fresco C").

three fences. Without taper and with inboard sweep of 47° this made a big difference to high-Mach behaviour, and in fact there are reasons to believe the MiG-17 can be dived to make a sonic bang. With a new tail on a longer rear fuselage the transformation was completed by considerable revision of systems and equipment, though at first the VK-1 engine was unchanged. In 1958 the first limited all-weather version, the -17P, went into modest production with longer nose housing the same Izumrud (”Scan Odd") Al radar and ranging avionics as was also in production for the MiG-19. With the introduction of an afterburning engine the airbrakes were moved aft of the wing, away from the hot back end, but this was not a good position and they were returned (in enlarged rectangular form) to the tail in the most important sub-type the -17F. This was made in Poland as the Lim-5P (the -5M being a rough-field close-support version with larger tyres and drag chute), in Czechoslovakia as the S-104 and in China as the F-4. The PF was the afterburning all-weather version, and the final model was the PFU with guns removed and wing pylons for four beam-riding "Alkali" air-to-air missiles. Total production for at least 22 air forces must have considerably exceeded 5.000, exports from China alone exceeding 1,000. Many 17F remained in use in the mid-1970s.

Left: This MiG-17F is one of about 50 which in 1980 were still serving with the Syrian Air Force. Used in the low-level attack role, it is now obsolescent but may continue as a weapon trainer.

Su-7B, -7BIN/I, -7BMK and -7U; NATO name "Fitter"

Origin: The design bureau of Pavel A. Sukhoi. Soviet Union.

Type: Single-seat close-support and interdiction: (-7U) dual-control trainer.

Engine: One Lyulka AL-7F turbojet rated at 15.4301b (7000kg) dry or 22.0461b (10,000kg) with maximum afterburner.

Dimensions: Span 29ft 3Jin (8-93m). length (all. incl probe) 57ft (17’37m); height (all) 15ft 5in (4-70m).

Weights: Empty (typical -7) 19,0001b (8620kg). maximum loaded (typical -7) 30.0001b (13.610kg).

Performance: Maximum speed, clean, at altitude, (all) 1.055mph (1700km/h. Mach 1 6). initial climb (-7BM) 29.000ft (9120m)/min; service ceiling (-7BM) 49,700ft (15.150m): range with twin drop tanks (all) 900 miles (1450km).

Armament: /-7) two 30mm NR-30 cannon, each with 70 rounds, in wing roots: four wing pylons, inners rated at 1.6531b (750kg) and outers at 1,1021b (500kg), but when two tanks are carried on fuselage pylons total external weapon load is reduced to 2.2051b (1000kg).

History: First flight (-7 prototype) not later than 1955: service delivery (-7B) 1959.

Users: (-7) Afghanistan. Algeria. Czechoslovakia, Egypt, ffungary, India. Iraq. N Korea. Poland. Romania. Soviet Union. Syria. Vietnam.

Development: Two of the wealth of previously unknown Soviet aircraft revealed at the 1956 Aviation Day at Tushino were large Sukhoi fighters, one with a swept wing (called "Fitter" by NATO) and the other a tailed delta (called "Fishpot"). Both were refined into operational types, losing some of their commonality in the process. The delta entered service as the Su-9 and -11, described separately. The highly-swept Su-7 was likewise built in very large numbers, optimised not for air superiority but for ground

Above: Three-view of Su-7BMK, with side view (bottom) of -7U "Moujik".

attack. As such it has found a worldwide market, and despite severe short­comings has been exported in numbers which exceed 700. All Sukhoi combat aircraft have been made within the Soviet Union The good points of the Su-7 family are robust structure, reasonable reliability and low cost: drawbacks are vulnerability to small-calibre fire and the impossibility of getting adequate field length, weapon load and radius of action all together There are many variants. The original -7B was quickly superseded by the more powerful -7BM. with twin ribbon tail chutes. The most common export model is the -7BMK with low-pressure tyres and other changes to improve behaviour from short unpaved strips. The -7U is the tandem dual trainer. Since 1964 many BMK have been seen with take-off rockets and four wing pylons.

Left: An Su-7BM of the Egyptian Air Force. Some 120 survive, despite heavy losses from many causes.

Below: A frame from a Soviet propaganda film showing Su-7B type attack aircraft making passes on surface targets. The fundamental fault of this family is ability to carry fuel or weapons but not both.

ВАС 145 and Strikemaster

Origin: Hunting/BAC (now British Aerospace), UK.

Type: Two-seat light tactical aircraft and trainer.

Engine: 3,4101b (1547kg) thrust Rolls-Royce Viper 535 turbojet. Dimensions: Span 36ft 10in (11 -23m); length 33ft 8iin (10-27m); height 10ft 11£in (3-34m).

Weights: Empty 6,270lb (2840kg): loaded (clean) 9,200lb (4170kg): maximum 11,5001b (5210kg).

Performance: Maximum speed 481 mph (774km/h): maximum speed at sea level 450mph (726km/h); initial climb (max fuel, clean) 5,250ft (1600m)/min: service ceiling 44,000ft (13,410m): ferry range 1,615 miles (2600km): combat radius with 3,3001b weapon load 145 miles (233km). Armament: Two 7-62mm FN machine guns fixed firing forwards with 550 rounds each: wide range of stores to maximum of 3,0001b (1 360kg) on four underwing strongpoints.

History: First flight (Jet Provost) 16 June 1954: (Strikemaster) 26 October 1 967: first delivery 1968.

Users: (Jet Provost) Iraq, Kuwait, Rhodesia, S Yemen, Sri Lanka, Sudan, UK, Venezuela: (Strikemaster) Ecuador, Kenya, Kuwait, New Zealand, Oman, Saudi Arabia, Singapore, Sudan, S Yemen.

Development: The Percival Provost basic trainer flew in February 1950. Hunting then produced a jet version, and flew this in June 1954. Subse­quently the Hunting (later ВАС) Jet Provost became a successful basic trainer made in great numbers for the RAF and many overseas countries, and more powerful pressurised versions are still one of BAC’s current products. From this was developed the ВАС.145 multi-role trainer/attack aircraft, which in turn was developed into the highly refined Strikemaster. With a

more powerful Viper engine, the Strikemaster proved to be a great world­wide success. It has side-by-side ejection seats, and the ability to operate from the roughest airstrip whilst carrying a combat load three times a typical bomber’s load in the 1930s and any desired equipment fit. The Strikemaster has set a world record for the number of repeat orders placed by its export customers. In early 1977 there were no plans to install the most powerful Viper, the Mk 632, because this would reduce time between overhauls and increase cost without meeting any requirement expressed by a customer. In 1973-76 ВАС refurbished 177 RAF Jet Provosts, in the course of which VOR, DME and ILS were installed.

Left: One of the 16 Strikemaster Mk 88s serving in a light strike and training role with RNZAF No 14 Sqn based at Ohakea.

Below left: Kuwait is one of the several states whose Strikemasters — in this case designated Mk 83 – have seen real action.

Below: Another air force whose Strikemasters have been fully used is the Sultan of Oman’s; note bomb and Sura rockets on this Mk 82.

Harrier GR.3 and T.4, AV-8A, TAV-8A and Sea Harrier FRS.1

Origin: Hawker Siddeley Aviation (now British Aerospace), UK,

Type: Single-seat tactical attack and reconnaissance: (T.4, TAV) dual trainer or special missions: (Sea Harrier) single-seat ship-based multi-role. Engine: One 21,500lb (9752kg) thrust Rolls-Royce Pegasus 103 two-shaft vectored-thrust turbofan (US designation F402): (Sea H, Pegasus 104). Dimensions: Span 25ft 3in (7-7m), (with bolt-on tips, 29ft 8in): length 45ft 6in (13’87m), (laser nose, 47ft 2in: two-seat trainers. 55ft 9iin; Sea Harrier, 48ft): height 11ft 3in (3’43m) (two-seat, 13ft 8in),

Weights: Empty (GR.1) 1 2.2001b (5533kg): (Sea H) 13,0001b (5897kg): (T) 13,6001b (6168kg): maximum (non-VTOL) 26,000lb (11,793kg), Performance: Maximum speed,737mph (1186km/h, Mach 0 972) at low level: maximum dive Mach number, T3: initial climb (VTQL weight) 50,000ft (1 5,240m)/min: service ceiling, over 50,000ft (15,240m): tactical radius on strike mission without drop tanks (hi-lo-hi) 260 miles (418km): ferry range 2,070 miles (3330km).

Armament: All external, with many options. Under-fuselage strakes both replaceable by pod containing one 30mm Aden or similar gun, with 150 rounds. Five or seven stores pylons, centre and two inboard each rated at 2,000lb (907kg), outers at 650lb (295kg) and tips (if used) at 220lb (100kg) for Sidewinder or similar. Normal load 5,3001b (2400kg), but 8,0001b (3630kg) has been flown.

Below: Unlike every other combat aeroplane in Western Europe the Harrier could escape the devastating missile attack on airfields that would begin any future war in Europe. Unfortunately most Harriers are usually at risk on airfields, instead of being safely dispersed into the countryside as are these Harrier FGA.3 single – seaters pictured during a special exercise in off-base operation.

Above: Three-view drawing of Harrier GR.3 with FR probe, laser nose and (dotted) ferry tips.

History: First hover (P.1127) 21 October 1960: first flight (P.1127) 13 March 1961: first flight (Kestrel) 13 February 1964: (development Harrier) 31 August 1966: (Harrier GR.1) 28 December 1967: (T.2) 24 April 1969: (Sea Harrier FRS.1) 20 August 1 978: squadron service (GR.1) 1 April 1969: (Sea Harrier) late 1979.

Users: Spain (Navy, AV-8A). UK (RAF, Royal Navy), USA (Marine Corps). Development: In the 1950s the realisation that the thrust/weight ratio of the gas turbine made possible a new class of high-speed jets having VTOL (vertical takeoff and landing) capability led to a rash of unconventional

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Left: Though they are basic attack platforms without most of the sophisticated systems carried by RAF Harriers, the AV-8A Harrier of the US Marine Corps had the important effect of showing an insular Washington that foreign equipment could offer new capabilities. In turn, the Marines explored Harriers as fighters.

Below: A Harrier GR.3 of the RAF salvoes rockets in a firing pass against a ground target. This particular example is armed with four Matra 155 pods, each containing 19 SIMEB rockets of 68mm calibre. They are reasonably effective against hardened targets such as armour, though probably not as lethal as the BL.755 cluster bomb which is an alternative now available.

By using an upward-curving ‘ski jump’ a Sea Harrier (or any other STOL aircraft) can carry much heavier loads with complete pilot safety, especially in operations from surface ships. This ski jump was built by Fairey Engineering from existing Medium Girder Bridge components and used at the 1978 Farnborough Air Show for Harriers and (as shown here) the first Sea Harrier FRS.1. Today the Sea Harrier is in service with the Royal IMavy and will be deployed aboard the lnvincible-cass light multi-role carriers. Invincible has a 7° ramp, while her two sisters. Illustrious and Ark Royal, have 15° ramps and a relocated Sea Dart launcher.

prototypes and research machines. Only one has led to a useful combat aircraft. It was the P.1127, designed by Camm’s team in 1957-59 around a unique engine, planned at Bristol by Stanley Hooker, in which the fan and core flows are discharged through four nozzles which, by means of chain drives from a single pneumatic motor, can be swivelled to point downwards, to lift the aircraft, or point to the rear, for propulsion. Gradually the P.1127 was transformed into the Kestrel, which equipped a UK/USA/German evaluation squadron in 1965. This was further developed into the Harrier (the much bigger, Mach 2, P.1154 for the RAF and RN having been can­celled in 1 965). Powered by a Pegasus 101 rated at 1 9,000lb, the GR.1 was capable of flying useful combinations of fuel and stores out of any hastily prepared site and did more than any other aircraft to explore the advantages and problems of operational deployment of combat aircraft well away from any airfield. Numerous flights were made from a wide variety of naval vessels and record flights were made from the centre of London to the centre of New York and vice versa. The GR.1 A had the 20,000lb Mk 102 engine and at this thrust the Harrier was adopted as the AV-8A by the US Marine Corps in both beach assault and defensive roles. All RAF and USMC aircraft have been re-engined with the Pegasus 103,.giving a payload/range performance adequate for a wide spectrum of missions, many of which cannot be flown by any other aircraft. Using VIFF (vectoring in forward flight) the Harrier can fly "impossible" manoeuvres and has proved itself an extremely tricky customer in a dogfight. This is not its main mission, however, and the RAF Harrier GR.3 (92 built) is primarily a tactical attack platform with Ferranti INAS (inertial nav/attack system) and laser ranger. The USMC AV-8A (112, plus six for Spain named Matador) does not have either of these equipments but carries Sidewinder air/air missiles. Including two-seaters, production by 1 977 amounted to 231. In Britain the main effort is completing development of the redesigned Sea Harrier, which should fly in 1977. The Royal Navy will deploy 24 from throughdeck cruisers and possibly other ships, and several other navies are discussing possible orders. The Sea Harrier has a completely new nose, with raised cockpit. Blue Fox’ radar, much enhanced systems and equipment and weapons for surface attack, reconnaissance, anti-submarine warfare and air combat. Since 1975 talks have been held with China, which is interested in buying a large number of Harriers. The next-generation AV-8B is discussed under McDonnell Douglas.

Below: A fine portrait of a British Aerospace TAV-8A Harrier dual-control trainer (with full combat capability) of the US Marine Corps, serving with VMAT-203, which handles the important task of converting pilots forVMA-231, -513 and -542.

MiG-19, -19S, -19SF (Lim-7, S-105, F-6), -19PF and -19PM; NATO name "Farmer"

Origin: The design bureau named for Mikoyan and Gurevich, Soviet Union: licence-production as described in the text.

Type: Single-seat fighter (PF, PM, all-weather interceptor).

Engines: (-19, -19S) two 6,700lb (3,040kg) thrust (afterburner rating) Mikulin AM-5 single-shaft afterburning turbojets: (-19SF, PF, PM) two 7,1651b (3250kg) thrust (afterburner) Klimov RD-9B afterburning turbojets. Dimensions: Span 29ft 6Jin (9m): length (S, SF, excluding pitot boom) 42ft 11 iin (13-08m): (-19PF, PM) 44ft 7in; height 13ft 2Jin (4-02m). Weights: Empty (SF) 12,6981b (5760kg): loaded (SF, clean) 1 6,7551b (7600kg): (maximum, SF) 19,1801b (8700kg): (PM) 20,9441b (9500kg). Performance: Maximum speed (typical) 920mph at 20,000ft (1480km/h, Mach 1-3): initial climb (SF) 22,640ft (6900m)/min; service ceiling’(SF) 58.725ft (17,900m): maximum range (high, with two drop tanks) 1,367 miles (2200km).

Armament: See text

History: First flight, September 1953: service delivery early 1955: first flight (F-6) December 1 961.

Users: Afghanistan, Albania, Bulgaria, China, Cuba, Czechoslovakia, E Germany (not operational), Flungary, Indonesia (in storage), Iraq, N Korea, Pakistan, Poland, Romania, Soviet Union, Tanzania (F6), Vietnam, Zambia (F6).

Development: With the MiG-19 the Mikoyan-Gurevich bureau established itself right in the front rank of the world’s fighter design teams. The new fighter was on the drawing board as the I-350 before even the MiG-15 had been encountered in Korea, the five prototypes being ordered on 30 July 1 951, Maj. Grigori Sedov flew the first aircraft on 18 September 1953 on the power of two non-afterburning AM-5 engines giving only 4,4101b thrust each. Nevertheless, despite the high wing loading and bold sweep angle of 55° (at 25% chord), the MiG-19 handled well, large fences and Fowler flaps giving satisfactory low-speed control. With afterburning engines the MiG-19 became the first Russian supersonic fighter and it was put into production on a very large scale, rivalling that of the MiG-15 and -17, despite a 100 per cent increase in price. After about 500 had been delivered the MiG-1 9S (stabilizator) supplanted the early model with the fixed tail – plane and manual elevators replaced by a fully powered slab. At the same time the old armament (unchanged since MiG-15 and -17) was replaced by three of the new 30mm NR-30 guns, one in each wing root and one under the right side of the nose. A large ventral airbrake was also added. In 1956 the AM-5 engine was replaced by the newer and more powerful RD-9.

Right: Few of this specialized missile­armed interceptor version (the MiG – 19PM, which unlike earlier MiG fighters was not made in Poland) remain in service with the PWL (Polish Air Force).

increasing peak Mach number from 1-1 to 1 -3. The new fighter was desig­nated MiG-19SF (forsirovanni. increased power), and has been built in very large numbers. Total production possibly exceeds 10,000. including licence-manufacture as the Lim-7 in Poland. S-105 in Czechoslovakia and F-6 in China. The corresponding MiG-19PF (perekhvatchik. interceptor) has an Izumrud Al radar (called "Scan Odd" by NATO) in a bullet carried on the inlet duct splitter, with the ranging unit in the upper inlet lip, changing the nose shape and adding 22in to the aircraft length. The final production version was the MiG-19PM (modifikatsirovanni), with guns removed and pylons for four early beam-rider air-to-air missiles (called "Alkali" by NATO). All MiG-19s can carry the simple K-1 ЗА missile (the copy of Side­winder. called "Atoll" by NATO) and underwing pylons can carry two 176 gal drop tanks plus two 5511b weapons or dispensers. Perhaps sur­prisingly. there has been no evidence of a two-seat trainer version of this fine fighter, which in 1960 was judged obsolescent and in 1970 was fast being reappraised as an extremely potent dogfighter. Part of the understand­ing of the MiG-19’s qualities has resulted from its purchase in large numbers by Pakistan as the F-6 from the Chinese factory at Shenyang. The notable features of the F-6 were its superb finish, outstanding dogfight man­oeuvrability and tremendous hitting power of the NR-30 guns, each projectile having more than twice the kinetic energy of those of the Aden or DEFA of similar calibre. Though China soon ceased making the MiG-21 the F-6 remains in production, and has been developed into the F-6bis.

Left: Very large numbers of many versions of F-6 (Chinese-built MiG-19) are used by the air force of the Chinese People’s Liberation Army. This is a regular F-6 single-seat tactical machine, but some versions — notably the TF-6 dual-control trainer — are wholly of Chinese design and have no counterpart in the Soviet Union. The F-6 was also the basis for the much heavier and more powerful F-6bis, called ‘Fantan-A’ by NATO.