Hawker Siddeley/BAE Harrier (1964-2010) (RAF)
Hawker Siddeley/BAE Harrier (1964-2010) (RAF)
^ RAF Harrier GR9
Introduction
The Harrier, informally referred to as the Harrier Jump Jet, is a family of military jet aircraft capable of vertical/short takeoff and landing (V/STOL) operations. The Harrier was developed in Britain to operate from ad-hoc facilities, such as car parks or forest clearings, avoiding the need for large air bases vulnerable to tactical nuclear weapons. Later, the design was adapted for use from aircraft carriers. The Harrier is also distinct as being of modern era, yet subsonic, contrasting with most of the major Western post–World War II–era fighter aircraft, which tend to be supersonic aircraft.
There are two generations of four main variants of the Harrier family:
Hawker Siddeley Harrier
British Aerospace Sea Harrier (Sea Harrier thread: http://ukdefenceforum.net/viewtopic.php?f=41&t=73 )
Boeing/BAE Systems AV-8B Harrier II
BAE Systems/Boeing Harrier II
The Hawker Siddeley Harrier is the first generation-version and is also known as the AV-8A Harrier. The Sea Harrier is a naval strike/air defence fighter. The AV-8B and BAE Harrier II are the US and British variants respectively of the second generation Harrier aircraft.
Development
Following an approach by the Bristol Engine Company in 1957 that they were planning a directed thrust engine, Hawker Aircraft came up with a design for an aeroplane that could meet the NATO specification for a "Light Tactical Support Fighter". There was no financial support for the development from HM Treasury, but aid was found through NATO's Mutual Weapon Development Project (MWDP).
The Hawker P.1127 was ordered as a prototype and flew in 1960. NATO developed a specification (NBMR-3) for a VTOL aircraft, but one that was expected to have the performance of an aircraft like the F-4 Phantom II. Hawker drafted a supersonic version of the P.1127, the P.1150, and also the Hawker P.1154, which would meet NBMR-3. The latter was a winner of the NATO competition and development continued, initially for both services, until cancelled, by the new government on cost grounds, at the point of prototype construction in 1965.
Work on the P.1127 continued with nine evaluation aircraft, the Hawker Siddeley Kestrel, ordered. These started flying in 1964 and were assessed by the "Tri-partite Evaluation Squadron", which consisted of British, US and German pilots. With the cancellation of the P.1154, the RAF ordered a modified P.1127/Kestrel as the Harrier GR.1 in 1966.
First-generation Harriers
The Hawker Siddeley Harrier GR.1/GR.3 and the AV-8A Harrier were the first generation of the Harrier series, the first operational close-support and reconnaissance attack aircraft with vertical/short takeoff and landing (V/STOL) capabilities. These were developed directly from the Hawker P.1127 prototype and the Kestrel evaluation aircraft.
The British Aerospace Sea Harrier is a naval V/STOL jet fighter, reconnaissance and attack aircraft, a development of the Hawker Siddeley Harrier. The first version entered service with the Royal Navy's Fleet Air Arm in April 1980 as the Sea Harrier FRS.1, and was informally known as the Shar. The upgraded Sea Harrier FA2 entered service in 1993. It was withdrawn from Royal Navy service in March 2006. (Sea Harrier thread: http://ukdefenceforum.net/viewtopic.php?f=41&t=73)
Second-generation Harriers
The Harrier was extensively redeveloped by McDonnell Douglas and British Aerospace (now parts of Boeing and BAE Systems respectively), leading to the Boeing/BAE Systems AV-8B Harrier II. This is a family of second-generation V/STOL jet multi-role aircraft, including the British Aerospace-built Harrier GR5/GR7/GR9, which entered service in the mid-1980's. The AV-8B is primarily used for light attack or multi-role tasks, typically operated from small aircraft carriers. Versions are used by several NATO countries, including Spain, Italy, and the United States. The BAE Systems/Boeing Harrier II is a modified version of the AV-8B Harrier II that was used by the Royal Air Force (RAF) and the Royal Navy until 2010.
Between 1969 and 2003, 824 Harrier variants were delivered. While the manufacture of new Harriers concluded in 1997, the last remanufactured aircraft (Harrier II Plus configuration) was delivered in December 2003 which ended the Harrier production line.
Operation
The Harrier Jump Jet, capable of taking off vertically, can only do so at less than its maximum loaded weight. In most cases, a short take off is performed, using forward speed to achieve aerodynamic lift, which uses fuel more economically than a vertical take off. On aircraft carriers, a ski-jump ramp is employed at the bow of the carrier to assist the aircraft in becoming airborne.
Landings are typically performed very differently. Although a conventional landing is possible, the range of speeds at which this can be done is narrow due to relatively vulnerable outrigger undercarriage. Operationally, a near-vertical landing with some forward speed is preferred.
Replacement
The F-35B STOVL variant of the F-35 Lightning II (formerly the Joint Strike Fighter) is intended to replace the AV-8B Harrier II. The RAF and Royal Navy are scheduled to introduce the F-35B around 2020.
In 2010, it was announced that the RAF and RN would retire their remaining Harriers by 2011, but in December 2010 the RAF's Harrier GR9's made their last operational flights.
In June 2011, the MoD denied press reports that the aircraft are to be sold to the US Marine Corps for spares to support their AV-8B fleet, but options for disposal are still being considered. However, at the end of November 2011, Defence Minister Peter Luff announced the sale of the final 72 Harriers to the US Marine Corps. As many as possible of the 72 Harrier GR9's will be converted to match AV-8B Night Attack configuration to augment the total AV-8B end strength (this will allow the USMC to retire some high-flight-hour F/A-18D aircraft), while the remaining aircraft will be used as spare parts sources for the airworthy fleet.
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Re: Hawker Siddeley/BAE Harrier (1964-2010) (RAF)
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Re: Hawker Siddeley/BAE Harrier (1964-2010) (RAF)
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- shark bait
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Re: Hawker Siddeley/BAE Harrier (1964-2010) (RAF)
http://www.urbanghostsmedia.com/2014/05 ... -boneyard/
Some images of our harrier fleet in an American bone yard.
Some images of our harrier fleet in an American bone yard.
@LandSharkUK
Re: Hawker Siddeley/BAE Harrier (1964-2010) (RAF)
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Re: Hawker Siddeley/BAE Harrier (1964-2010) (RAF)
Can the public have tours of that boneyard?shark bait wrote:http://www.urbanghostsmedia.com/2014/05 ... -boneyard/
Some images of our harrier fleet in an American bone yard.
- ArmChairCivvy
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Re: Hawker Siddeley/BAE Harrier (1964-2010) (RAF)
If I knew how, I would check the serials of the two USMC Harriers damaged beyond repair in the Camp Bastion attack (my bet being that they are miraculously flying again), RE
"
... the extent of losses suffered in Afghanistan is higher than the 7 percent and could be a big deal for the U.S. Marine Corps
that has to carefully ration the employment of the Harriers if it wants to keep the AV-8B+ in service beyond 2030"
"
... the extent of losses suffered in Afghanistan is higher than the 7 percent and could be a big deal for the U.S. Marine Corps
that has to carefully ration the employment of the Harriers if it wants to keep the AV-8B+ in service beyond 2030"
Ever-lasting truths: Multi-year budgets/ planning by necessity have to address the painful questions; more often than not the Either-Or prevails over Both-And.
If everyone is thinking the same, then someone is not thinking (attributed to Patton)
If everyone is thinking the same, then someone is not thinking (attributed to Patton)
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Re: Hawker Siddeley/BAE Harrier (1964-2010) (RAF)
Shouldn't McDonnell-Douglas be credited in the opening as they developed the AV8B which is what the GR5 was based on.
- ArmChairCivvy
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Re: Hawker Siddeley/BAE Harrier (1964-2010) (RAF)
Definitely, because it is from that point on that the interchangeability of parts derives
... otherwise there would not have been a deal "for spares"
... otherwise there would not have been a deal "for spares"
Ever-lasting truths: Multi-year budgets/ planning by necessity have to address the painful questions; more often than not the Either-Or prevails over Both-And.
If everyone is thinking the same, then someone is not thinking (attributed to Patton)
If everyone is thinking the same, then someone is not thinking (attributed to Patton)
Re: Hawker Siddeley/BAE Harrier (1964-2010) (RAF)
Old thread but seems appropriate, saw today that sadly John Farley, the famous Harrier test pilot, has died. A few colleagues had been to his lectures and had nothing but praise for an fantastic man to whom the success of the Harrier owed much to.
The 'Farley Take off' must have been an amazing sight.
Hover Safe.
The 'Farley Take off' must have been an amazing sight.
Hover Safe.
Re: Hawker Siddeley/BAE Harrier (1964-2010) (RAF)
(Forces TV) 9th May 2018
The Hawker Harrier was one of Britain's greatest innovations - a jump jet attack aircraft that could land without a runway and hover like a helicopter. In 1969, it completed a trans-Atlantic flight that made world headlines. Now that same aircraft is being restored, and the hunt is on for a museum in which to house it.
Re: Hawker Siddeley/BAE Harrier (1964-2010) (RAF)
(Forces TV) 28th August 2018
Famous for its ability to do both conventional and vertical take offs and landings, the Harrier (or ‘Jump Jet’) was a versatile, single-seat aircraft.
Re: Hawker Siddeley/BAE Harrier (1964-2010) (RAF)
Today is the 50th anniversary of the first Hawker Siddeley Harriers entering RAF service, with No.1 Squadron at RAF Wittering.
Re: Hawker Siddeley/BAE Harrier (1964-2010) (RAF)
Couldn’t believe my luck this week. I do removals and though I’ve been on lockdown for months I agreed to take some stuff down to a relative’s house in Devon from storage near mine as they were desperate and there was nothing too heavy for me to carry by myself. Anyway I get there and am sent down a track that went for miles along the edge of RNAS Culdrose. Was literally a dirt track and was in a Luton van so was driving very slowly and enjoying watching marlins coming in and out as the track ran parallel to the runway for much of it. After literallly 4 miles I finally reached the house which was totally on its own. I pull up and reverse onto the drive and see that the base fence is right at the end of the drive and sat there are three Sea harriers. One appeared complete, the other two had bits missing. One I couldn’t see much of, but the second had the radar removed. I was still able to stand right on the edge of the fence only a few metres from these fantastic aircraft I’d never thought I’d see again. It made my day. The relative and owner of the house hated having the air base there and were at a total loss to my utter excitement and envy of their view!!
Re: Hawker Siddeley/BAE Harrier (1964-2010) (RAF)
(Imperial War Museums) 22nd June 2022
Standing beside IWM’s Harrier GR9, the second generation and last of the Harrier jump jets, Fighter Pilot Paul Tremelling tells us about the history of the Hawker-Siddeley Harrier, the world’s first fixed-wing vertical or short take-off and landing strike aircraft (VSTOL). Paul joined the Royal Navy in 1996 and flew the Sea Harrier on 800, 801 and 899 Naval Air Squadrons. Qualifying as an Air Warfare Instructor, he transitioned to the Harrier GR9 and served on the Naval Strike Wing, a unit where he became Senior Pilot. Selected for exchange duties with the USN, Tremelling flew F/A-18E Super Hornet with VFA-25, The Fist of The Fleet. In 2009, Paul even flew Harrier ZD461, the one he now stands beside, at RAF Spadeadam. This experience makes Paul the perfect guide to explain the development of the Harrier Jump Jet and why it was so well loved by pilots, with insight into what it was like to land on an aircraft carrier for the first time, how it was to switch between models and what it felt like to learn that the British government was retiring their Harrier fleet.
Re: Hawker Siddeley/BAE Harrier (1964-2010) (RAF)
https://www.key.aero/article/ex-british ... s-boneyard
EX-BRITISH HARRIER JETS HEAD TO BE SCRAPPED AFTER 11 YEARS IN THE BONEYARD
Dino van Doorn witnesses the final departure of the UK’s Joint Force Harrier fleet from the 309th Aerospace Maintenance and Regeneration Group (AMARG) at Davis-Monthan AFB in Arizona.
The Harriers were picked up by a forklift and dropped onto a low loader truck. The Harrier GR9 seen here (ZD409) was not serving any squadron when the fleet was retired but was coded ‘38’.
The Harriers were picked up by a forklift and dropped onto a low loader truck. The Harrier GR9 seen here (ZD409) was not serving any squadron when the fleet was retired but was coded ‘38’. Dino van Doorn
After the RAF/Royal Navy Harrier fleet was prematurely retired in December 2010, Joint Force Harrier (JFH) was disbanded in February 2011. In November 2011, the UK Ministry of Defence (MOD) announced the $180m (£110m) sale of its Harrier assets to the US government, which included 72 Harrier airframes, spares and associated support equipment.
These were subsequently shipped to the US and 58 (three Harrier GR7/7As, 47 Harrier GR9/As and eight Harrier T10s) arrived at the 309th AMARG at Davis-Monthan AFB in April 2012. Visits on July 19 saw the final days of these Harriers unfolding, when they left the giant facility, having been stored in Area 23 for more than ten years.
This aerial photo of the 309th AMARG’s Area 23 shows the empty spots left by the 41 RAF/RN Harriers. Only nine Harrier GR7/9s and eight dual-seat T10s were left when this was taken on July 19, but these had gone by mid-August. The hard and dry desert ground provides perfect conditions to park the current 3,143 military aircraft stored there.
This aerial photo of the 309th AMARG’s Area 23 shows the empty spots left by the 41 RAF/Royal Navy Harriers. Only nine Harrier GR7/9s and eight dual-seat T10s were left when this was taken on July 19, but these had gone by mid-August. The hard and dry desert ground provides perfect conditions to park the current 3,143 military aircraft stored there. Dino van Doorn
Ex-RAF Harrier GR9A (ZG504) en-route to HVF-West scrapping company. This jet was operated by RN’s 800 NAS when the fleet was retired and coded ‘75A’. It had earlier flown with 1(F) Squadron and was one of the eight aircraft that returned from Kandahar, Afghanistan, on July 1, 2009, marking the end of the Harrier’s presence there. It also marked the beginning of the end for the iconic ‘jump jet’.
Ex-RAF Harrier GR9A (ZG504) en-route to HVF-West scrapping company. This jet was operated by Royal Navy’s 800 NAS when the fleet was retired and coded ‘75A’. It had earlier flown with 1(F) Squadron and was one of the eight aircraft that returned from Kandahar, Afghanistan, on July 1, 2009, marking the end of the Harrier’s presence there. It also marked the beginning of the end for the iconic ‘jump jet’. Dino van Doorn
On the back of low loader lorries they were transported to melting furnaces of the HVF-West company, located close to the AMARG facility. HVF-West is the main contractor for the removal of surplus military aircraft leaving AMARG.
During the author’s visit, he witnessed a number of Harriers being transported to HVF-West, where they were promptly chopped into pieces and processed into scrap. At that time, all the Harrier T10s remained in their place in Area 23, but by August 20 they had gone too. Gone but not forgotten!
The last 17 Harriers in Area 23 – including ZD402, which was serving No 1(F) Squadron when the Harrier was retired, is next for the scrappers. By mid-August, these had left the AMARG.
The last 17 Harriers in Area 23 – including ZD402, which was serving No 1(F) Squadron when the Harrier was retired, is next for the scrappers. By mid-August, these had left the AMARG. Dino van Doorn
Harrier GR9 (ZD466) exits the AMARG for the smelting pot. This aircraft was in the Harrier Joint Update and Maintenance Programme (JUMP) when the fleet was retired on December 15, 2010.
Harrier GR9 (ZD466) exits the AMARG for the smelting pot. This aircraft was in the Harrier Joint Update and Maintenance Programme (JUMP) when the fleet was retired on December 15, 2010. Dino van Doorn
The 50 Harrier GR7/7A/9/9As which departed in July were: ZD320, ZD321, ZD327, ZD328, ZD329, ZD330, ZD346, ZD347, ZD348, ZD351, ZD352, ZD354, ZD375, ZD378, ZD379, ZD401, ZD402, ZD403, ZD405, ZD406, ZD409, ZD410, ZD411, ZD431, ZD435, ZD436, ZD437, ZD438, ZD463, ZD466, ZD467, ZD468, ZG472, ZG474, ZG479, ZG480, ZG500, ZG501, ZG502, ZG504, ZG505, ZG506, ZG508, ZG530, ZG531, ZG857, ZG858, ZG859, ZG860 and ZG862
EX-BRITISH HARRIER JETS HEAD TO BE SCRAPPED AFTER 11 YEARS IN THE BONEYARD
Dino van Doorn witnesses the final departure of the UK’s Joint Force Harrier fleet from the 309th Aerospace Maintenance and Regeneration Group (AMARG) at Davis-Monthan AFB in Arizona.
The Harriers were picked up by a forklift and dropped onto a low loader truck. The Harrier GR9 seen here (ZD409) was not serving any squadron when the fleet was retired but was coded ‘38’.
The Harriers were picked up by a forklift and dropped onto a low loader truck. The Harrier GR9 seen here (ZD409) was not serving any squadron when the fleet was retired but was coded ‘38’. Dino van Doorn
After the RAF/Royal Navy Harrier fleet was prematurely retired in December 2010, Joint Force Harrier (JFH) was disbanded in February 2011. In November 2011, the UK Ministry of Defence (MOD) announced the $180m (£110m) sale of its Harrier assets to the US government, which included 72 Harrier airframes, spares and associated support equipment.
These were subsequently shipped to the US and 58 (three Harrier GR7/7As, 47 Harrier GR9/As and eight Harrier T10s) arrived at the 309th AMARG at Davis-Monthan AFB in April 2012. Visits on July 19 saw the final days of these Harriers unfolding, when they left the giant facility, having been stored in Area 23 for more than ten years.
This aerial photo of the 309th AMARG’s Area 23 shows the empty spots left by the 41 RAF/RN Harriers. Only nine Harrier GR7/9s and eight dual-seat T10s were left when this was taken on July 19, but these had gone by mid-August. The hard and dry desert ground provides perfect conditions to park the current 3,143 military aircraft stored there.
This aerial photo of the 309th AMARG’s Area 23 shows the empty spots left by the 41 RAF/Royal Navy Harriers. Only nine Harrier GR7/9s and eight dual-seat T10s were left when this was taken on July 19, but these had gone by mid-August. The hard and dry desert ground provides perfect conditions to park the current 3,143 military aircraft stored there. Dino van Doorn
Ex-RAF Harrier GR9A (ZG504) en-route to HVF-West scrapping company. This jet was operated by RN’s 800 NAS when the fleet was retired and coded ‘75A’. It had earlier flown with 1(F) Squadron and was one of the eight aircraft that returned from Kandahar, Afghanistan, on July 1, 2009, marking the end of the Harrier’s presence there. It also marked the beginning of the end for the iconic ‘jump jet’.
Ex-RAF Harrier GR9A (ZG504) en-route to HVF-West scrapping company. This jet was operated by Royal Navy’s 800 NAS when the fleet was retired and coded ‘75A’. It had earlier flown with 1(F) Squadron and was one of the eight aircraft that returned from Kandahar, Afghanistan, on July 1, 2009, marking the end of the Harrier’s presence there. It also marked the beginning of the end for the iconic ‘jump jet’. Dino van Doorn
On the back of low loader lorries they were transported to melting furnaces of the HVF-West company, located close to the AMARG facility. HVF-West is the main contractor for the removal of surplus military aircraft leaving AMARG.
During the author’s visit, he witnessed a number of Harriers being transported to HVF-West, where they were promptly chopped into pieces and processed into scrap. At that time, all the Harrier T10s remained in their place in Area 23, but by August 20 they had gone too. Gone but not forgotten!
The last 17 Harriers in Area 23 – including ZD402, which was serving No 1(F) Squadron when the Harrier was retired, is next for the scrappers. By mid-August, these had left the AMARG.
The last 17 Harriers in Area 23 – including ZD402, which was serving No 1(F) Squadron when the Harrier was retired, is next for the scrappers. By mid-August, these had left the AMARG. Dino van Doorn
Harrier GR9 (ZD466) exits the AMARG for the smelting pot. This aircraft was in the Harrier Joint Update and Maintenance Programme (JUMP) when the fleet was retired on December 15, 2010.
Harrier GR9 (ZD466) exits the AMARG for the smelting pot. This aircraft was in the Harrier Joint Update and Maintenance Programme (JUMP) when the fleet was retired on December 15, 2010. Dino van Doorn
The 50 Harrier GR7/7A/9/9As which departed in July were: ZD320, ZD321, ZD327, ZD328, ZD329, ZD330, ZD346, ZD347, ZD348, ZD351, ZD352, ZD354, ZD375, ZD378, ZD379, ZD401, ZD402, ZD403, ZD405, ZD406, ZD409, ZD410, ZD411, ZD431, ZD435, ZD436, ZD437, ZD438, ZD463, ZD466, ZD467, ZD468, ZG472, ZG474, ZG479, ZG480, ZG500, ZG501, ZG502, ZG504, ZG505, ZG506, ZG508, ZG530, ZG531, ZG857, ZG858, ZG859, ZG860 and ZG862