MILITARY HISTORY SEA HARRIER NAVAL UPS

ANDTHE SEA DOWNS HARRIER STORY The has just retired its remaining Sea Harriers, ten years after the UK’s were withdrawn. Richard Freail looks at the development and service of the Sea Harrier

he UK’s declining overseas In a devastating blow for UK naval decommissioning of serving carriers, commitments in the post- aviation, the decision was taken in although HMS Ark Royal continued war years resulted in a 1966 to phase out the ’s until the end of the 1970s. Meanwhile, rapidly diminishing Royal (FAA) fixed-wing aircraft and cancel the FAA’s McDonnell Douglas F-4 TNavy (RN) fleet and a much smaller the planned CVA-01 large aircraft Phantoms and defence budget for the armed forces. carriers. There followed a fairly rapid Buccaneers were transferred to the

The ‘Ski Jump’ idea was proposed in 1973 and tests saw increasing angles of slope employed to help increase the aircraft’s upward velocity as it launched into the sky

58 JETS May/June 2016 Although the P.1127 made the first vertical deck landing by a fixed-wing aircraft in February 1963, a number of other trials were conducted before the Sea Harrier was finally ordered more than a decade later. Here, a pair of Kestrels from the Evaluation Squadron operate from a US carrier in the mid-60s

Sea Harrier FRS.1 XZ438 seen during assembly at Dunsfold in 1978 PRMAVIA Collection

RAF to make up for shortfalls following the cancellation of several key projects. The fleet was to be left without proper air cover for the first time in over half a century. However, in 1969 the RN suggested the ‘Through-deck Cruiser’, which would have three roles: the deployment of anti- submarine warfare (ASW) helicopters; the command and control of naval and maritime air forces; and a contribution to air defence. Neatly avoiding the politically sensitive The first production Sea Harrier FRS.1 was XZ450, which completed its maiden flight from suggestion of bringing back large carriers Dunsfold on August 28, 1978 with John Farley at the controls. It is seen here on an early test flight these new smaller ships, nevertheless, provided a significant deck area; if they were was cleared for ship deployment despite small squadrons of just six aircraft onto capable of operating helicopters then they having no air defence capability and also each of the three new ‘Command Cruisers’ could accommodate V/STOL aircraft. being assigned to cover NATO’s northern HMS Invincible, HMS Illustrious and HMS Ark Although the V/STOL Hawker P.1127 flank (Norway) in a time of war. Royal. However, the number delivered would was entering service with the RAF as the Hawker Siddeley had previously suggested eventually rise to 57. Harrier, the RN had no interest. Previously, a ‘Maritime Harrier’ in the late 1960s, which Money was also provided to convert two, it had examined the possibility of operating was radically different to the land-based and later a third, two-seat Hawker Hunter a supersonic VTOL aircraft, the Hawker version, but received little official interest. aircraft (XL580, XL602 and XL603) to T.8M P.1154, but that turned into a debacle as However, following Navy pressure the configuration with the Sea Harrier’s Blue both services fought for supremacy over the government awarded the manufacturer a Fox radar, for training. A single Harrier T.2 project. In August 1963 the RN declared it a design study contact in 1972 for a ship- would also be loaned from the RAF. ‘second rate interceptor’ and opted instead borne Harrier. for the F-4 Phantom. This was against the Just two years later, the RN pointed out Development backdrop of a P.1127, XP831, making the that five embarked ‘Sea Harriers’ would be Limited funds ensured there would be no first vertical deck landing by a fixed-wing capable of providing one airborne aircraft radical re-design of the Harrier; instead the Harrier GR.3 formed the basis for the sea variant. The changes essentially fell into two Sea Harriers shot down at least groups – those required for the aircraft to 20 Argentinean aircraft in undertake its designated roles and those necessary for the Harrier to withstand the air-to-air combat rigours of naval operations. ’s Blue Fox radar was fitted, aircraft in February 1963, onto HMS Ark for fleet defence for 97% of the time with developed from the Seaspray unit found in Royal. Throughout the 1960s, with the British another on standby on deck for over 90% helicopters. The weapons and Americans conducting sea trials, the of the time. For the RAF to provide two F-4 system incorporated a larger Smiths HUD body of knowledge rapidly increased and Phantoms on patrol, at 750 miles distance and digital computer with air-to-air and it appeared there was nothing to prevent from their base, would require 12 Phantoms air-to-surface capabilities. As per the GR.3, regular Harrier deployment and operations and ten Victor tankers (from there were five weapons pylons – two from suitably sized decks. fleets of 30 and 19 airframes). under each wing and one under the fuselage The RN therefore argued that the – in addition to the two gun pods. However, Maritime Harrier Harrier should be ordered for attack, a wider range of weapons could be carried With diminishing carriers and fixed-wing reconnaissance and all-weather defence including the AIM-9 Sidewinder (on the aircraft, the plan was that the RAF would operations at sea, and in May 1975 the first outboard pylons) and the Harpoon and provide worldwide air cover for the fleet – a batch of 24 Sea Harriers were contracted Martell missiles. The aircraft was also cleared somewhat fanciful notion at best. by the government. The order was limited to carry nuclear weapons. By 1971, the Harriers of the RAF’s 1 Sqn because it was intended to embark only The forward fuselage gained a reshaped

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The FRS.1 entered service with the The most notable difference between the Sea Harrier and the standard aircraft was the FRS.1’s FAA in 1979 and the aircraft were reshaped nose (to accommodate the new radar) and the canopy, which was enlarged and raised by soon embarked with the fleet approximately 11in to provide a better all-round view

A Sea Harrier taxies into a parking spot alongside three squadron mates while deployed aboard the USS Dwight D Eisenhower in October 1984 US Navy

Operations at sea required the removal of all magnesium from the engine and airframe and replacement by aluminium, which resulted in a small weight increase. The GR.3’s reaction control system was tweaked to improve performance in the hover with smaller control inputs giving larger movement of the nozzles. The airframe was also strengthened for carrier operations nose to accommodate the new radar while was tweaked to improve performance end of the aircraft’s take-off run would the cockpit was raised by approximately in the hover with smaller control inputs increase the machine’s upward velocity 11in which gave the additional benefit, with giving larger movement of the nozzles. as it launched into the sky. It also had the a larger canopy, of providing a better all- The airframe was strengthened for carrier advantage of lowering take-off speeds and round view – essential in a fighter aircraft. operations, but following operational allowing greater loads to be carried. The The radome was hinged to facilitate experience this proved to be insufficient and MoD and Hawker Siddeley developed on-board storage. Within the cockpit a further significant work was required to the computer models and a ramp was Martin-Baker Mk.10 zero-zero ejection rear fuselage. constructed at RAE Bedford. The first launch seat was provided together with a new The first production Sea Harrier FRS.1 took place on August 5, 1977 when John oxygen system. The RAF’s Inertial Navigation (XZ450) completed its maiden flight from Farley piloted Harrier GR.1 XV281. Initially, and Attack System (INAS) was replaced Dunsfold with John Farley at the controls on the ramp was set at six degrees with later with the Navigation, Heading and Attitude August 28, 1978. This aircraft was followed by trials being conducted at 12 degrees and 20 degrees – the latter producing significant The Intensive Flight Trials Unit stresses on the undercarriage and adjacent airframe but a take-off speed of just 42kts. was dogged by problems caused by The successful trials, undertaken with industrial action both single and twin-seat Harriers, resulted in a seven-degree ramp being installed Reference System (NAVHARS), which was three development examples, used for the on HMS Invincible and subsequently HMS quicker to align. majority of development and clearance trials, Illustrious. A greater angle was impossible at The 21,500lb/thrust Rolls-Royce Pegasus XZ438 (first flew in December 1978), XZ439 that time due to the ships’ forward-mounted 104 powerplant was selected and fitted (March 1979) and XZ440 (June 1979). missiles. The final ship, HMS Ark with an improved gearbox and generator Royal, which was not commissioned until to provide more power for the avionics. Ski Jump 1985, had a 12-degree ramp with a 40ft Operations at sea required the removal A key element in the development and extension – capable of launching a Sea of all magnesium from the engine and deployment of the Harrier for carrier Harrier at its maximum weight. In 1980/1 airframe and replacement by (less-reactive) operations was the ‘Ski Jump’, an idea HMS Hermes (a Centaur-class carrier that aluminium, which resulted in a small weight proposed by Lt Cdr Taylor in 1973. The had remained in service as a helicopter increase. The reaction control system (RCS) suggestion was that a ramp situated at the carrier) was fitted with a 12-degree ramp

60 JETS May/June 2016 Sea Harriers aboard HMS Hermes on the carrier’s triumphant return to Portsmouth on July 21, 1982. Note the kill markings on XZ457/‘14’ depicting two Daggers and a Skyhawk, although this aircraft was entitled to have two of the latter a crucial role in Operation Corporate. An aircraft, which hitherto was unknown to most people, was soon to be news When the FAA was told it could not have the headlines for several weeks as vivid pictures new Harrier II, it was agreed that the FRS.1s of air, sea and land battles filled the airwaves. would receive a mid-life upgrade. The new All available airframes and pilots, some Sea Harrier FA.2 variant differed from its predecessors most notably with a bulbous nose of whom had barely finished conversion to accommodate the Blue Vixen radar and a training, were soon heading off to war. 800 13.5in plug in the fuselage behind the wings NAS embarked in HMS Hermes and 801 NAS in HMS Invincible. On April 8, 1982, 809 NAS was reformed The Sea Harrier fleet saw combat within two at Yeovilton with men and aircraft from years of entering service. Here, eight FRS.1 899 NAS – the two squadrons eventually airframes are crammed onto the deck of the splitting their resources between Hermes Atlantic Conveyer alongside six RAF Harrier GR.3s for the long journey to the South and Invincible. During the course of the air Atlantic in April 1982 battles that followed, Sea Harriers, flown by both FAA and RAF pilots, shot down to allow Sea Harrier operations, and from at least 20 Argentinean aircraft in air-to-air 1986 both Invincible and Illustrious were also combat, with others recorded as probable re-equipped. or damaged. Numerous other aircraft were The Intensive Flight Trials Unit was formed destroyed on the ground or captured. The at RNAS Yeovilton in June 1979 with a single Sea Harriers suffered no losses in air-to-air Sea Harrier FRS.1 (XZ451) and a Harrier combat but lost two aircraft to ground fire T.2 (XW927) on loan from the RAF, but and four in accidents, with four FAA pilots was dogged by supply problems caused – Lt N Taylor, Lt WA Curtiss, Lt Cmdr JE by industrial action at the manufacturers. Eyton-Jones and Lt Cmdr G Batt, DSC – To mark the disbandment of 800 NAS in 2004, This unit became 700A Naval Air Squadron being killed in action. Sea Harrier FA.2 ZD613 gained this very (NAS) in September but then in March The contribution of the Sea Harriers and special scheme 1980 reformed as 899 NAS, becoming the their crews was outstanding; after the war it HQ and training squadron for the FAA was stated: “Without the Sea Harrier, there the Raytheon AIM-120 AMRAAM and the Harrier force. Former Buccaneer unit 800 could have been no Task Force”. BAe Sea Eagle sea skimming air-to-surface NAS reformed at RNAS Yeovilton in March anti-ship missile - providing improved 1980 as the first operational Sea Harrier Upgrade required velocity information and a long-range look- unit and 801 NAS, another ex-Buccaneer Prior to the Falklands the UK Defence down/shoot-down capability and BVR unit, reformed at the base in January 1981, Secretary had cancelled the Sea Harrier multiple engagement capability. both squadrons having just five aircraft. improvements programme, but lessons Airframe changes included a bulbous learned during that conflict underlined the nose to accommodate the radar; a 13.5in To war need for improved radar and BVR missiles. plug in the fuselage behind the wings (which The Sea Harriers were soon to prove their Cost restraints meant the FAA had no themselves had been reworked to move the worth: in April 1982, at extremely short chance of acquiring the new Harrier II so leading-edge mid-span dog tooth nearer to notice, a UK Task Force was assembled to it was agreed that the Navy’s FRS.1s would the root), as well as upgraded avionics and sail thousands of miles to the southern receive a mid-life upgrade, with contracts cockpit ergonomics. The improved Pegasus Atlantic and operate in atrocious conditions awarded to British Aerospace and Marconi. 106 was also fitted. to retake the Falkland Islands and South The new aircraft, initially designated Two FRS.1s were initially converted to act Georgia which had been invaded by the FRS.2 but changed in 1994 to FA.2, as trials aircraft: ZA195 first flew in the new Argentina. became a highly capable aircraft. Its radar format in September 1988 and XZ439, one With no other fixed-wing air cover was replaced with the Blue Vixen, one of of the original FRS.1 development aircraft, available it was inevitable that embarked the most advanced pulse-Doppler systems in March 1989. In due course, all remaining FAA Sea Harriers would play available – to be used in conjunction with FRS.1 airframes were converted to FA.2 standard and 18 ‘new builds’ were also ordered. The first aircraft was delivered in April 1993 and the last in early 1999. The Operational Evaluation Unit was formed at Boscombe Down in June 1993, as an offshoot of 899 NAS. First deliveries reached 801 NAS in October 1994 and 800 The Sea Harrier FA.2 was designed to use both the AIM-20 AMRAAM and the BAe Sea Eagle and 899 NAS in early 1995. sea-skimming air-to-surface anti-ship missiles

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Four Sea Harrier FA.2s from 801 NAS at RNAS The only overseas customer for the Sea Yeovilton pose for the cameras in 2001. In the Harrier was the Indian Navy, which took foreground is ZH797, which was delivered new to delivery of 23 single-seat Sea Harrier FRS.51s the FAA in December 1995 and can now be found and four twin-seat Harrier T.60s between In 2002 the MoD announced that the at the School of Operations at RNAS 1983 and 1986. Two further Harrier T.60s Sea Harrier would be retired by 2006. Its Culdrose as a ground instructional airframe were delivered as attrition replacements replacement was due to enter service in 2012 but still has yet to do so UK shock Worryingly, the Sea Harrier’s replacement After the Falklands Conflict, Sea Harrier seems now, in 2016, to be as far away from FRS.1s, and later FA.2s, served successfully entering service as it was ten years ago. on carrier deployments around the world and took part in allied operations over the Indian Sea Harriers former Yugoslavia and Persian Gulf in the Despite enquiries from Argentina(!), Iran – 1990s and Sierra Leone in 2000. which also wanted a through deck cruiser It was therefore a shock when the MoD – and Australia, which purchased HMS announced in 2002 that the Sea Harrier Invincible just before the (later The Indian Navy retained its final eleven Sea would be retired by 2006. With the F-35B cancelled), the only overseas customer the Harriers until earlier this year, with the jets remaining active until the very end. Here, a pair Lightning II due to arrive in 2012 and Sea Harrier ever had was the Indian Navy. of FRS.51s accompany a visiting US Navy F/A-18F the Sea Harrier in need of an expensive Following an evaluation in July 1972 of Super Hornet during an exercise US Navy upgrade, particularly to the powerplant to Hawker Siddeley’s two-seat demonstrator, allow operations in hot and sandy places, Harrier T.52, G-VTOL/ZA250, which included attrition replacements in 2002, these being refurbished ex-RAF machines. They were flown from INS Vikrant and, The last all-British jet fighter had from 1987 the INS Viraat (ex-HMS Hermes), finally been retired the former having a ten-degree ski ramp and the latter 14 degrees. The principal it was decided that its cost could not be operating from the carrier INS Vikrant (the operator was INAS 300 (The White Tigers), justified for just six years of operations. former British HMS Hercules), the Indian with training being delivered by INAS 551 First to disband was 800 NAS in 2004, government ordered the FRS.1 in late 1979 and INAS 552. followed by 899 NAS in 2005 and then 801 to replace its aging Hawker Sea Hawks. On several occasions the Indian NAS in March 2006. Until the F-35B’s arrival, it Between 1983 and 1986 the Indian Navy government tried to obtain the Sea Harrier was decreed that the RAF and RN would jointly took delivery of 23 single-seat Sea Harrier FA.2, either by direct purchase of ex-FAA operate the RAF’s Harrier fleet as Joint Force FRS.51s and four twin-seat Harrier T.60s. A aircraft or by upgrading existing airframes Harrier (itself unexpectedly retired in 2010). further two Harrier T.60s were delivered as but the former ran into difficulties over the transfer of US technology and the latter over costs. Eventually, the Indians settled on SPECIFICATION the Limited Upgrade Sea Harrier (LUSH) BAE SEA HARRIER FA.2 programme in the mid-2000s where the Israeli Elta EL/M-2032 multi-mode radar and Rafael Derby BVRAAM were fitted to extend life to approximately 2015. By 2016, after 33 years of service, just eleven aircraft remained operational and the decision was taken to retire them. On Crew 1 Length 46ft 6in (14.20m) March 6, the Sea Harriers left the decks of Wingspan 25ft 3in (7.60m) Height 12ft 2in (3.71m) INS Viraat – itself to be decommissioned later this year – for the final time and flew Wing area 201.1sq ft (18.68m2) Empty Weight 14,052lb (6,374kg) into storage at Goa, and so the curtain Max Take-Off Weight 26,200lb (11,900kg) finally came down on military use of the Sea Max Speed 635kts (735mph / 1,182km/h) Harrier. The last all-British jet fighter to be

Artwork: Andy Hay / www.flyingart.co.uk Artwork: built had finally been retired. Service Ceiling 51,000ft (16,000m) Ferry Range 2,000 miles (3,600km) Powerplant One Rolls-Royce Pegasus 106 turbofan (21,500lb/thrust) The author’s article about the Armament Two 30mm Aden cannon pods, four underwing hardpoints and one development of the Harrier can be found in the Jan/Feb 2016 issue of fuselage pylon for missiles, bombs or rocket pods Jets. Back issues are available from First Flight August 28, 1978 (FRS.1) / September 1988 (FRS.2/FA.2) www.keypublishing.com

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