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The Harrier |
| The Harrier began life as a purely British aircraft, but when identified by the US
Marine Corps, as a plane which had the potential to fill their needs for close air
support, and virtually immediate response for beach head response, it was clear they had
to have the Harrier.
The only true V/STOL strike fighter, the Harrier was an offspring of the Hawker
Siddeley P.1127 Kestrel which first flew on October 21, 1960, while tethered. Testing
began on this experimental tactical fighter. The quite simple but remarkable idea of using
the "bicycle chain" configuration for rotating the thrust vectoring nozzles came
from this experimentation.
The BAe Harrier GR.1 entered RAF service, April 1, 1969 with the 233 Squadron.
Several significant upgrades have continued with the Harrier as it entered service. Engine
upgrades, two place seating, and provisions for Sidewinder missiles on the USMC versions.
Note the wing-tip mounted outriggers on the early Harrier
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| The "Big Wing Harrier" AV-8B GR. Mk 5 had it's political ins and outs to give
it a bit of a rough beginning. Initially going it alone, the purely American Harrier II
redesign ran headlong into American politics and was saved by an agreement for British
participation in the programme and cancellation of it's own plans for redevelopment. The
new Harrier was developed jointly between McDonnell Douglas and BAe. Even though the AV-8B
was not quite what the RAF was asking for, the refinements resulting from the
redevelopment made for a remarkable new aircraft. All this was done despite the fact
that there was no radical redesign of the Rolls Royce Pegasus engine. The Harrier II is
capable of carrying 70% more external ordinance, has improved target accuracy, 50% more
internal fuel, 400% more external fuel, and had reduced maintenance man hours by 60% over
the Mk. 3. |
| Large amounts of the component airframe in the Harrier II are constructed from
composite material. The one piece wings show a radically altered design, using a
supercritical aerofoil section, 20% more span and 14.5% more area. The wing section is
thicker for improved low speed handling and more fuel capacity. The torsion box, skins,
ribs, ancillaries, trailing edge flaps, ailerons, fairings, and LERX are constructed
largely of composites such as carbonfibre. Engine intakes are larger and redesigned, and the outriggers were moved inboard towards
the fuselage. Combined with an increase to 15 degrees of aileron droop, this has allowed
an increase in 3059 kg. ( 6,700 lbs.) take off weight. There is also a transverse dam
which can be lowered between interconnecting cannon pods allowing for another 544 kg
(1,200 lbs.) of extra lift or shortened STO. run. Zero scarf front nozzles also contribute
another 90 kg. (198 lbs.) to lift capacity. |
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Specifications;
Harrier; Engine; (one) Rolls Royce Pegasus 101, 84.5 kN. (19,000 lbs. st.)
vectored thrust turbofan (GR. 1), retrofitted Pegasus 102 89 kN. (20,000 lbs. st.) (GR.
1A), upgraded to Pegasus 103 95.6 kN. (21,500 lbs. st.) (GR. Mk 3.), vectored thrust
turbofan, Wing Span; 7.7 m. (25' 3"), Length 13.91 m. (45' 7.8"), Maximum level
speed; 1,186 km/h. (737 mph.), Maximum take off weight; 11,340 kg. (25,000 lbs.),
Harrier II; Engine; (one) Rolls Royce F 402-RR-406A Pegasus 11 95.42 kN. (21,450
lbs. st.) or F402-RR-408 Pegasus 11-61 105.9 kN. (23,800 lbs. st.), vectored thrust
turbofan, Wing Span 9.25 m. (30' 4"), Length; 14.12 m. (46' 4"), Maximum
take off weight; 14,061 kg. (31,000 lbs.) (STOL), 8,596 kg. (18,950 lbs.) (VTOL), Maximum
speed; Mach 0.98.
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