161-472: AV8 may refer to: Hawker Siddeley Harrier , a vertical jet fighter McDonnell Douglas AV-8B Harrier II , a second generation vertical jet fighter DefTech AV8 , an armoured vehicle AV8, a music label known for club mixes Topics referred to by the same term [REDACTED] This disambiguation page lists articles associated with the title AV8 . If an internal link led you here, you may wish to change
322-617: A LITENING targeting pod to perform reconnaissance missions along with attack and other missions, primarily at night. The aircraft participated in the Iraq War in 2003, acting primarily in support of USMC ground units. During the initial action, 60 AV-8Bs were deployed on ships such as USS Bonhomme Richard and Bataan , from which over 1,000 sorties were flown throughout the war. When possible, land-based forward arming and refueling points were set up to enable prompt operations. USMC commander Lieutenant General Earl B. Hailston said that
483-522: A forward-looking infrared (FLIR) camera added to the top of the nose cone, a wide Smiths Industries head-up display (HUD), provisions for night vision goggles , and a Honeywell digital moving map system. The FLIR uses thermal imaging to identify objects by their heat signatures. The variant was powered by the F402-RR-408 engine, which featured an electronic control system and was more powerful and reliable. The flare and chaff dispensers were moved, and
644-521: A high accident rate , though Nordeen notes that several conventional single-engine strike aircraft like the Douglas A-4 Skyhawk and LTV A-7 Corsair II had worse accident rates. The Los Angeles Times reported in 2003 that the Harrier "...has amassed the highest major accident rate of any military plane now in service. Forty-five Marines have died in 148 noncombat accidents". Colonel Lee Buland of
805-527: A 21,450 lbf (95.4 kN) F402-RR-406A engine, while later examples were fitted with the 23,000 lbf (105.8 kN) F402-RR-408A. In the early 2000s, 17 TAV-8Bs were upgraded to include a night-attack capability, the F402-RR-408 engine, and software and structural changes. Fielded in 1991, the Night Attack Harrier was the first upgrade of the AV-8B. It differed from the original aircraft in having
966-617: A British jet-powered attack aircraft designed and produced by the British aerospace company Hawker Siddeley . It was the first operational ground attack and reconnaissance aircraft with vertical/short takeoff and landing (V/STOL) capabilities and the only truly successful V/STOL design of its era. It was the first of the Harrier series of aircraft, being developed directly from the Hawker Siddeley Kestrel prototype aircraft following
1127-583: A contract for eight aircraft. Production of the AV-8B Harrier II Plus was conducted, in addition to McDonnell Douglas' plant, at CASA 's facility in Seville , Spain, and Alenia Aeronautica 's facility in Turin , Italy. The UK also participated in the program by manufacturing components for the AV-8B. Production was authorized on 3 June 1992. The maiden flight of the prototype took place on 22 September, marking
1288-524: A conventional deterrent and potential strike weapon against Soviet aggression; from camouflaged rough bases the Harrier was expected to launch attacks on advancing armour columns from East Germany . Harriers were also deployed to bases in Norway and Belize , a former British colony. No. 1 Squadron was specifically earmarked for Norwegian operations in the event of war, operating as part of Allied Forces Northern Europe . The Harrier's capabilities were necessary in
1449-632: A direct jet thrust, the P.1127 had an innovative vectored thrust turbofan engine , the Pegasus . The Pegasus I was rated at 9,000 pounds (40 kN) of thrust and first ran in September 1959. A contract for two development prototypes was signed in June 1960 and the first flight followed in October 1960. Of the six prototypes built, three crashed, including one during an air display at the 1963 Paris Air Show . In 1961,
1610-484: A formal joint US–UK Pegasus Support Program operated for many years and spent a £3-million annual budget to develop engine improvements. Several variants have been released; the latest is the Pegasus 11–61 ( Mk 107), which provides 23,800 lbf (106 kN) thrust, more than any previous engine. The Harrier has been described by pilots as "unforgiving". The aircraft is capable of both forward flight (where it behaves in
1771-593: A high accident rate and for a time-consuming maintenance process. In the 1970s, the British Aerospace Sea Harrier was developed from the Harrier for use by the Royal Navy (RN) on Invincible -class aircraft carriers . Both the Sea Harrier and the Harrier fought in the 1982 Falklands War , in which the aircraft proved to be crucial and versatile. The RN Sea Harriers provided fixed-wing air defence while
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#17330859586781932-569: A high mission-capable rate of 91.8%. On 28 April, the 24th MEU was relieved by the 26th MEU, based on USS Kearsarge . The first combat sorties of the unit's AV-8Bs occurred two days later, one aircraft being lost. The 26th MEU remained in the theater of operations until 28 May, when it was relocated to Brindisi , Italy. USMC AV-8Bs took part in Operation Enduring Freedom in Afghanistan from 2001. The USMC 15th MEU arrived off
2093-624: A lower cost than manufacturing new ones. Conversion began in April 1994, and the first aircraft was delivered to the USMC in January 1996. In March 1996, the U.S. General Accounting Office (GAO) stated that it was less expensive to buy Harrier II Plus aircraft outright than to remanufacture existing AV-8Bs. The USN estimated the cost for remanufacture of each aircraft to be US$ 23–30 million, instead of $ 30 million for each new-built aircraft, while
2254-402: A powerful presence at sea without the expense of big deck carriers. Following the display of Harrier operations from small carriers, the navies of Spain and later Thailand bought the Harrier for use as their main carrier-based fixed-wing aircraft. Spain's purchase of Harriers was complicated by long-standing political friction between the British and Spanish governments of the era; even though
2415-543: A private venture, BAe, McDonnell Douglas, and Smiths Industries agreed on the development of what was to become the AV-8B Plus with the addition of radar and increased missile compatibility. The agreement was endorsed by the USMC and, after much consideration, the Spanish and Italian navies developed a joint requirement for a fleet of air-defense Harriers. The United States, Spain, and Italy signed an MoU in September 1990 to define
2576-504: A procurement of 12 aircraft initially, followed by a further 324. Between 1978 and 1980, the DoD and USN repeatedly attempted to terminate the AV-8B program. There had previously been conflict between the USMC and USN over budgetary issues. At the time, the USN wanted to procure A-18s for its ground attack force and, to cut costs, pressured the USMC to adopt the similarly designed F-18 fighter instead of
2737-410: A purchase. The last first-generation Harriers were retired by Thailand in 2006. Some countries almost purchased Harriers. British Aerospace held talks with Argentina, Australia, Brazil, China, Switzerland and Japan. McDonnell Douglas AV-8B Harrier II The McDonnell Douglas (now Boeing ) AV-8B Harrier II is a single-engine ground-attack aircraft that constitutes the second generation of
2898-516: A redesigned fuselage and other structural and aerodynamic refinements. The aircraft is powered by an upgraded version of the Pegasus. The AV-8B made its maiden flight in November 1981 and entered service with the USMC in January 1985. Later upgrades added a night-attack capability and radar, resulting in the AV-8B(NA) and AV-8B Harrier II Plus versions, respectively. An enlarged version named Harrier III
3059-576: A revised inlet. On the underside of the fuselage, McDonnell Douglas added lift-improvement devices, which capture the reflected engine exhaust when close to the ground, giving the equivalent of up to 1,200 lb (544 kg) of extra lift. The technological advances incorporated into the Harrier II, compared with the original Harrier, significantly reduce the workload on the pilot. The supercritical wing , hands-on-throttle-and-stick (HOTAS) control principle, and increased engineered lateral stability make
3220-733: A significant interest in the aircraft around the time the first RAF Harrier squadron was established in 1969, and this motivated Hawker Siddeley to further develop the aircraft to encourage a purchase. Although there were concerns in Congress about multiple coinciding projects in the close air support role, the Marine Corps were enthusiastic about the Harrier and managed to overcome efforts to obstruct its procurement. The Marine Corps accepted its first AV-8A on 6 January 1971, at Dunsfold Aerodrome, England and began testing it at Naval Air Station Patuxent River on 26 January. The AV-8A entered service with
3381-480: A single incident since the Vietnam War ." The lost aircraft were quickly replaced by those from VMA-231 . On 27 July 2014, USS Bataan began deploying USMC AV-8Bs over Iraq to provide surveillance of Islamic State (IS) forces. Surveillance operations continued after the start of Operation Inherent Resolve against IS militants. In early September 2014, a USMC Harrier from the 22nd MEU struck an IS target near
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#17330859586783542-513: A subcontractor, instead of the full partner status that would have been the case had the UK not left the program. Consequently, the company received, in man-hours, 40% of the airframe work-share. Aircraft production took place at McDonnell Douglas' facilities in suburban St. Louis , Missouri , and manufacturing by BAe at its Kingston and Dunsfold facilities in Surrey , England. Meanwhile, 75% work-share for
3703-545: A substantially modified variant of the Harrier, the British Aerospace Sea Harrier . The Sea Harrier was intended for multiple naval roles and was equipped with radar and Sidewinder missiles for air combat duties as part of fleet air defence . The Sea Harrier was also fitted with navigational aids for carrier landings, modifications to reduce corrosion by seawater and a raised bubble-canopy covered cockpit for better visibility. The aircraft were later equipped to use AIM-120 AMRAAM beyond-visual-range anti-aircraft missiles and
3864-522: A two-tone matte gray finish, similar to U.S. Navy aircraft, and deliveries were complete by 1988. BAe test pilots cleared the aircraft carrier Príncipe de Asturias for Harrier operations in July 1989. The carrier, which replaced the World War II-era Dédalo , has a 12° ski-jump ramp . It was originally planned that the first unit to operate the aircraft would be the 8 Escuadrilla . This unit
4025-454: A variant tailored to the RAF, uses different avionics and has one additional missile pylon on each wing. The Harrier II retains the tandem landing gear layout of the first-generation Harriers, although each outrigger landing gear leg was moved from the wingtip to mid-span for a tighter turning radius when taxiing . The engine intakes are larger than those of the first-generation Harrier and have
4186-425: A wide range of functions, including radar warning information and weapon delivery checklist. The pilots sit on UPC/Stencel 10B zero-zero ejection seats , meaning that they are able to eject from a stationary aircraft at zero altitude. For the AV-8B, McDonnell Douglas redesigned the entire airframe of the Harrier, incorporating numerous structural and aerodynamic changes. To improve visibility and better accommodate
4347-415: Is 7,500 lb (3,400 kg), up 50% compared to its predecessor. Fuel capacity can be carried in hardpoint-compatible external drop tanks , which give the aircraft a maximum ferry range of 2,100 mi (3,300 km) and a combat radius of 300 mi (556 km). The AV-8B can also receive additional fuel via aerial refueling using the probe-and-drogue system. The British Aerospace Harrier II,
4508-542: Is a dog-fighting tactic, allowing for more sudden braking and higher turn rates. Braking could cause a chasing aircraft to overshoot and present itself as a target for the Harrier it was chasing, a combat technique formally developed by the USMC for the Harrier in the early 1970s. The two largest users of the Harrier were the Royal Air Force and the United States Marine Corps (USMC). The exported model of
4669-456: Is achieved by manipulating the control stick and is similar in action to the cyclic control of a helicopter. While irrelevant during forward flight mode, these controls are essential during VTOL and STOL manoeuvres. The wind direction is a critical factor in VTOL manoeuvres. The procedure for vertical takeoff involves facing the aircraft into the wind. The thrust vector is set to 90° and the throttle
4830-412: Is brought up to maximum, at which point the aircraft leaves the ground. The throttle is trimmed until a hover state is achieved at the desired altitude. The short-takeoff procedure involves proceeding with normal takeoff and then applying a thrust vector (less than 90°) at a runway speed below normal takeoff speed; usually the point of application is around 65 knots (120 km/h). For lower takeoff speeds
4991-436: Is powered by a single Rolls-Royce Pegasus turbofan engine, which has two intakes and four synchronized vectorable nozzles close to its turbine. Two of these nozzles are located near the forward, cold end of the engine and two are near the rear, hot end of the engine. This arrangement contrasts with most fixed-wing aircraft, which have engine nozzles only at the rear. The Harrier II also has smaller valve-controlled nozzles in
AV8 - Misplaced Pages Continue
5152-548: Is reported to have shot down seven Houthi suicide attack drones. In the late 1960s, following a demonstration of the Hawker Siddeley Harrier on the Italian Navy ( Marina Militare ) helicopter carrier Andrea Doria , the country began investigating the possibility of acquiring the Harrier. Early efforts were hindered by a 1937 Italian law that prohibited the navy from operating fixed-wing aircraft because they were
5313-586: Is to be replaced by the F-35B version of the Lockheed Martin F-35 Lightning II , which was planned to enter service in 2012. The USMC had sought a replacement since the 1980s and has argued strongly in favor of the development of the F-35B. The Harrier's performance in Iraq, including its ability to use forward operating bases, reinforced the need for a V/STOL aircraft in the USMC arsenal. In November 2011,
5474-679: The Daily Mail Transatlantic Air Race in May 1969, flying between St Pancras railway station , London and central Manhattan with the use of aerial refuelling. The Harrier completed the journey in 6 hours 11 minutes. Two Harrier squadrons were established in 1970 at the RAF's air base in Wildenrath to be part of its air force in Germany ; another squadron was formed there two years later. In 1977, these three squadrons were moved forward to
5635-626: The Belize deployment , as it was the only RAF combat aircraft capable of safely operating from the airport's short runway; British forces had been stationed in Belize for several years due to tensions over a Guatemalan claim to Belizean territory; the forces were withdrawn in 1993, two years after Guatemala recognized the independence of Belize. In the Falklands War ( Spanish : Guerra de las Malvinas ) in 1982, 10 Harrier GR.3s of No. 1 Squadron operated from
5796-559: The F-16 Fighting Falcon 's APG-66 radar. A Taiwanese purchase would have allowed the production line to stay open beyond 2005. Despite the possibility of leasing AV-8Bs, interest in the aircraft waned as the country switched its intentions to procuring the F-35 and upgrading its fleet of F-16s. Although there have been no new AV-8B variants, in 1990 McDonnell Douglas and British Aerospace began discussions on an interim aircraft between
5957-685: The Haditha Dam in Iraq, marking the first time a USMC unit dropped ordnance in the operation. On 1 August 2016, USMC Harriers from USS Wasp began strikes against ISIL in Libya as part of manned and unmanned airstrikes on targets near Sirte , launching at least five times within two days. In January 2024 during the Red Sea crisis one of the Harriers was modified for air defense; its pilot Captain Earl Ehrhart
6118-592: The Harrier family, capable of vertical or short takeoff and landing (V/STOL). The aircraft is primarily employed on light attack or multi-role missions, ranging from close air support of ground troops to armed reconnaissance . The AV-8B is used by the United States Marine Corps (USMC), the Spanish Navy , and the Italian Navy . A variant of the AV-8B, the British Aerospace Harrier II ,
6279-586: The House Appropriations Committee held that it would be cheaper to produce the AV-8A on the pre-existing production lines in the United Kingdom—hence all AV-8A Harriers were purchased from Hawker Siddeley. Improved Harrier versions with better sensors and more powerful engines were developed in later years. The USMC received 102 AV-8A and 8 TAV-8A Harriers between 1971 and 1976. The Harrier
6440-575: The ram-air intake was lengthened at the fin's base. Initially known as the AV-8D, the night-attack variant was designated the AV-8B(NA). The Harrier II Plus is very similar to the Night Attack variant, with the addition of an APG-65 multi-mode pulse-Doppler radar in an extended nose, allowing it to launch advanced beyond-visual-range missiles such as the AIM-120 AMRAAM. To make additional space for
6601-417: The 1990s, Boeing and BAE Systems assumed management of the Harrier family following corporate mergers that saw Boeing acquire McDonnell Douglas and BAe acquire Marconi Electronic Systems to form BAE Systems. Between 1969 and 2003, 824 Harriers of all models were delivered. In 2001, Flight International reported that Taiwan might meet its requirement for a V/STOL aircraft by purchasing AV-8Bs outfitted with
AV8 - Misplaced Pages Continue
6762-582: The AV-16 effort, though dropping some items—such as the larger Pegasus engine—McDonnell Douglas kept the basic structure and engine for an aircraft tailored for the USMC. As the USMC wanted a substantially improved Harrier without the development of a new engine, the plan for Harrier II development was authorized by the United States Department of Defense (DoD) in 1976. The United States Navy (USN), which had traditionally procured military aircraft for
6923-555: The AV-8's payload and range and was therefore unofficially named AV-16. The British government pulled out of the project in March 1975 owing to decreased defense funding, rising costs, and the RAF's insufficient 60-aircraft requirement. With development costs estimated to be around £180–200 million (1974 British pounds), the United States was unwilling to fund development by itself and ended
7084-506: The AV-8A (American designation for the Harrier) carried less than half of the smaller A-4 Skyhawk 's payload (4,000 lb (1,800 kg), over a more limited radius. To address this, Hawker Siddeley and McDonnell Douglas began joint development of a more capable version of the Harrier in 1973. Early efforts concentrated on an improved Pegasus engine, designated the Pegasus 15, which was being tested by Bristol Siddeley . Although more powerful,
7245-443: The AV-8A's suitability for operating from various amphibious assault ships and aircraft carriers, including a deployment of 14 Harriers aboard USS Franklin D. Roosevelt for six months in 1976. The tests showed, amongst other things, that the Harrier was capable of performing in weather where conventional carrier aircraft could not. In support of naval operations, the USMC devised and studied several methods to further integrate
7406-540: The AV-8As had been delivered with the more powerful Pegasus engine used in the GR.3 instead of the one used in the earlier GR.1. Two-seat Harriers were operated for training purposes; the body was stretched and a taller tail fin added. The RAF trained in the T.2 and T.4 versions, while T.4N and T.8 were training versions the Navy's Sea Harrier, with appropriate fittings. The US and Spain flew
7567-553: The AV-8B among the seven weapons—along with the F-117 Nighthawk and AH-64 Apache —that played a crucial role in the war. In the aftermath of the war, from 27 August 1992 until 2003, USMC AV-8Bs and other aircraft patrolled Iraqi skies in support of Operation Southern Watch . The AV-8Bs launched from amphibious assault ships in the Persian Gulf and from forward operating bases such as Ali Al Salem Air Base , Kuwait. In 1999,
7728-469: The AV-8B and the next generation of advanced V/STOL aircraft. The Harrier III would have presented an "evolutionary approach to get the most from the existing aircraft", as many of the structures employed on the Sea Harrier and AV-8B would be used. The wing and the torsion box were to be enlarged to accommodate extra fuel and hardpoints to improve the aircraft's endurance. Because of the increase in size,
7889-573: The AV-8B is the TAV-8B, seating two pilots in tandem. Among other changes, the forward fuselage features a 3 ft 11 in (1.19 m) extension to accommodate the second cockpit. To compensate for the slight loss of directional stability, the vertical stabilizer's area was enlarged through increases in chord (length of the stabilizer's root) and height. USMC TAV-8Bs feature the AV-8B's digital cockpit and new systems but have only two hardpoints and are not combat capable. Initial TAV-8Bs were powered by
8050-441: The AV-8B is to receive revamped defensive measures, updated data-link capability and targeting sensors, and improved missiles and rockets, among other enhancements. The AV-8B Harrier II is a subsonic attack aircraft of metal and composite construction that retains the basic layout of the Hawker Siddeley Harrier, with horizontal stabilizers and shoulder-mounted wings featuring prominent anhedral (downward slope). The aircraft
8211-454: The AV-8B participated in NATO's bombing of Yugoslavia during Operation Allied Force . Twelve Harriers were split evenly between the 24th and 26th Marine Expeditionary Units (MEU). AV-8Bs of the 24th MEU were introduced into combat on 14 April and over the next 14 days flew 34 combat air support missions over Kosovo. During their six-month deployment aboard USS Nassau , 24th MEU Harriers averaged
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#17330859586788372-754: The AV-8B to fly both deep and close air support missions (deep air support missions do not require coordination with friendly ground forces) in concert with other close-support aircraft, as well as flying battlefield interdiction and armed reconnaissance missions. The aircraft flew from military installations at Marine Corps Base Camp Pendleton and Naval Air Weapons Station China Lake in California; Canadian Forces Base Cold Lake in Canada; and Marine Corps Air Station Yuma in Arizona. The second phase of OPEVAL, which took place at MCAS Yuma from 25 February to 8 March, required
8533-407: The AV-8B to fulfill the role of close air support (both designs were eventually amalgamated to create the multirole F/A-18 Hornet ). Despite these bureaucratic obstacles, in 1981 the DoD included the Harrier II in its annual budget and five-year defense plan. The USN declined to participate in the procurement, citing the limited range and payload compared with conventional aircraft. In August 1981,
8694-653: The AV-8B to perform fighter escort, combat air patrol , and deck-launched intercept missions. Although the evaluation identified shortfalls in the design (subsequently rectified), OPEVAL was deemed successful. The AV-8B Harrier II reached initial operating capability (IOC) in January 1985 with USMC squadron VMA-331 . The AV-8B saw extensive action in the Gulf War of 1990–91. Aircraft based on USS Nassau and Tarawa , and at on-shore bases, initially flew training and support sorties , as well as practicing with coalition forces. The AV-8Bs were to be held in reserve during
8855-533: The AV-8C configuration—the work focused mainly on extending useful service lives and improving VTOL performance. The AV-8C and the remaining AV-8A Harriers were retired by 1987. These were replaced by the Harrier II, designated as the AV-8B, which was introduced into service in 1985. The performance of the Harrier in USMC service led to calls for the United States Air Force to procure Harrier IIs in addition to
9016-470: The British military. Hawker sought to quickly move on to a new project and became interested in Vertical Take Off/Landing (VTOL) aircraft, which did not need runways. According to Air Chief Marshal Sir Patrick Hine this interest may have been stimulated by the presence of Air Staff Requirement 345, which sought a V/STOL ground attack fighter for the Royal Air Force. Design work on the P.1127
9177-478: The F-35B and the fact that the Harriers have more service life left than USMC F/A-18 Hornets. However, by 2014 the USMC had decided to retire the AV-8B sooner because changing the transition orders of Harrier II and Hornet fleets to the Lightning II would save $ 1 billion (~$ 1.27 billion in 2023). The F-35B began replacing the AV-8B in 2016, with the AV-8B expected to continue service until 2025. Meanwhile,
9338-446: The FEBA. The close proximity of forward bases allowed for a far greater sortie rate and reduced fuel consumption. The AV-8A's abilities in air-to-air combat were tested by the Marine Corps by conducting mock dogfights with McDonnell Douglas F-4 Phantom IIs; these exercises trained pilots to use the vectoring-in-forward-flight (VIFF) capability to outmanoeuvre their opponents and showed that
9499-485: The Falklands War, the greatest threats to the Harriers were deemed to be surface-to-air missiles (SAMs) and small arms fire from the ground. In total, four Harrier GR.3s and six Sea Harriers were lost to ground fire, accidents, or mechanical failure. More than 2,000 Harrier sorties were conducted during the conflict—equivalent to six sorties per day per aircraft. Following the Falklands War, British Aerospace explored
9660-504: The GAO estimated the cost per new aircraft at $ 24 million. Nevertheless, the program continued and, in 2003, the 72nd and last AV-8B to be remanufactured for the USMC was delivered. Spain also participated in the program, the delivery of its last refurbished aircraft occurring in December 2003, which marked the end of the AV-8B's production; the final new AV-8B had been delivered in 1997. In
9821-399: The GR.3 standard, which featured improved sensors, a nose-mounted laser tracker, the integration of electronic countermeasure (ECM) systems and a further upgraded Pegasus Mk 103. The USMC upgraded their AV-8As to the AV-8C configuration; this programme involved the installation of ECM equipment and adding a new inertial navigation system to the aircraft's avionics. Substantial changes were
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#17330859586789982-413: The Harrier has a lever for controlling the direction of the four vectoring nozzles. It is viewed by senior RAF officers as a significant design success, that to enable and control the aircraft's vertical flight required only a single lever added in the cockpit. For horizontal flight, the nozzles are directed rearwards by shifting the lever to the forward position; for short or vertical takeoffs and landings,
10143-621: The Harrier's unique characteristics it attracted a large amount of interest from other nations, often as attempts to make their own V/STOL jets were unsuccessful, such as in the cases of the American XV-4 Hummingbird and the German VFW VAK 191B . Operations by the USMC aboard USS Nassau in 1981 and by British Harriers and Sea Harriers in the Falklands War proved that the aircraft was highly effective in combat. These operations also demonstrated that "Harrier Carriers" provided
10304-410: The Harrier. One result was Arapaho , a stand-by system to rapidly convert civilian cargo ships into seagoing platforms for operating and maintaining a handful of Harriers, to be used to augment the number of available ships to deploy upon. When the reactivation of the Iowa -class battleships was under consideration, a radical design for a battleship-carrier hybrid emerged that would have replaced
10465-402: The Harriers could act as effective air-to-air fighters at close range. The success of Harrier operations countered scepticism of V/STOL aircraft, which had been judged to be expensive failures in the past. Marine Corps officers became convinced of the military advantages of the Harrier and pursued extensive development of the aircraft. Starting in 1979, the USMC began upgrading their AV-8As to
10626-426: The Harriers in a land-based expeditionary role focused on aggressive speed. Harrier forward bases and light maintenance facilities were to be set up in under 24 hours on any prospective battle area. The forward bases, containing one to four aircraft, were to be located 20 miles (32 km) from the forward edge of battle (FEBA), while a more established permanent airbase would be located around 50 miles (80 km) from
10787-407: The Harriers were able to provide 24-hour support for ground forces, and noted that "The airplane ... became the envy of pilots even from my background ... there's an awful lot of things on the Harrier that I've found the Hornet pilots asking me [for] ... We couldn't have asked for a better record". USMC sources documented the Harrier as holding an 85% aircraft availability record in
10948-405: The Harriers were manufactured in the UK they were sold to Spain with the US acting as an intermediary. During tests in November 1972, the British pilot John Farley showed that the wooden deck of their aircraft carrier Dédalo was able to withstand the temperature of the gases generated by the Harrier. Since 1976, the Spanish Navy operated the AV-8S Matador from their aircraft carrier Dédalo ;
11109-530: The Hawker Siddeley P.1154, to meet a North Atlantic Treaty Organization (NATO) requirement issued for such an aircraft. The design used a single Bristol Siddeley BS100 engine with four swivelling nozzles, in a fashion similar to the P.1127, and required the use of plenum chamber burning (PCB) to achieve supersonic speeds. The P.1154 won the competition to meet the requirement against strong competition from other aircraft manufacturers such as Dassault Aviation 's Mirage IIIV . The French government did not accept
11270-528: The Indian Ocean in support of Operation Enduring Freedom. The aircraft, equipped with LGBs, operated throughout January and February 2002, during which 131 missions were logged for a total of 647 flight hours. In 2011, Italian Harriers, operating from Giuseppe Garibaldi , worked alongside Italian Typhoons and aircraft of other nations during Operation Unified Protector , part of the 2011 military intervention in Libya . They conducted airstrikes as well as intelligence and reconnaissance sorties over Libya, using
11431-441: The Iraq War; in just under a month of combat, the aircraft flew over 2,000 sorties. When used, the LITENING II targeting pod achieved greater than 75% kill effectiveness on targets. In a single sortie from USS Bonhomme Richard , a wave of Harriers inflicted heavy damage on a Republican Guard tank battalion in advance of a major ground assault on Al Kut . Harriers regularly operated in close support roles for friendly tanks, one of
11592-516: The Kestrel's airframe was redesigned for the Harrier. The Harrier was powered by the more powerful Pegasus 6 engine; new air intakes with auxiliary blow-in doors were added to produce the required airflow at low speed. Its wing was modified to increase area and the landing gear was strengthened. Several hardpoints were installed, two under each wing and one underneath the fuselage; two 30 mm (1.2 in) ADEN cannon gun pods could also be fitted to
11753-474: The Lift Improvement Devices, to increase VTOL performance; at the same time several airframe components were restored or replaced to extend the life of the aircraft. Spain's Harriers, designated AV-8S or VA.1 Matador for the single-seater and TAV-8S or VAE.1 for the two-seater, were almost identical to USMC Harriers differing only in the radios fitted. The Royal Navy's Fleet Air Arm (FAA) operated
11914-534: The Litening targeting pods while armed with AIM-120 AMRAAMs and AIM-9 Sidewinders . In total, Italian military aircraft delivered 710 guided bombs and missiles during sorties: Italian Air Force Tornados and AMX fighter bombers delivered 550 bombs and missiles, while the eight Italian Navy AV-8Bs flying from Giuseppe Garibaldi dropped 160 guided bombs during 1,221 flight hours. Italian Navy AV-8Bs are slated to be replaced by 15 (originally 22) F-35Bs, which will form
12075-512: The Marine Corps in 1971, replacing other aircraft in the Marines' attack squadrons. The service became interested in performing ship-borne operations with the Harrier. Admiral Elmo Zumwalt promoted the concept of a Sea Control Ship , a 15,000-ton light carrier equipped with Harriers and helicopters, to supplement the larger aircraft carriers of the US Navy . An amphibious assault ship, USS Guam ,
12236-448: The P.1127 then the Harrier, was designed specifically for V/STOL manoeuvring. Bristol Siddeley developed it from their earlier conventional Orpheus turbofan engine as the core with Olympus compressor blades for the fan. The engine's thrust is directed through the four rotatable nozzles. The engine is equipped for water injection to increase thrust and takeoff performance in hot and high altitude conditions; in normal V/STOL operations
12397-512: The RAF Harriers focused on ground-attack missions in support of the advancing British land force. The Harrier was also extensively redesigned as the AV-8B Harrier II and British Aerospace Harrier II by the team of McDonnell Douglas and British Aerospace . During the late 1980s and 1990s, the first-generation aircraft were gradually replaced by the newer Harrier IIs. The Harrier's design
12558-567: The RAF, USMC and FAA. In the 1970s the United Kingdom considered two options for replacing their existing Harriers: joining McDonnell Douglas (MDC) in developing the BAE Harrier II , or the independent development of a "Big Wing" Harrier. This proposal would have increased the wing area from 200 to 250 square feet (19 to 23 m ), allowing for significant increases in weapons load and internal fuel reserves. The option of cooperation with MDC
12719-693: The Russian Typhoon class , but the system attracted no interest. The first generation of Harriers did not see further combat with the RAF after the Falklands War, although they continued to serve for years afterwards. As a deterrent against further Argentine invasion attempts, No. 1453 Flight RAF was deployed to the Falkland Islands from August 1983 to June 1985. However the second generation Harrier IIs saw action in Bosnia, Iraq, and Afghanistan. The first generation Hawker Siddeley airframes were replaced by
12880-656: The Sea Harriers had been lost, the GR.3s would have replaced them in air patrol duties, even though the Harrier GR.3 was not designed for air defence operations; as such the GR.3s quickly had their outboard weapons pylons modified to take air-to-air Sidewinder missiles. From 10 to 24 May 1982, prior to British forces landing in the Falklands, a detachment of three GR.3s provided air defence for Ascension Island until three F-4 Phantom IIs arrived to take on this responsibility. During
13041-518: The Skyhook, a new technique to operate Harriers from smaller ships. Skyhook would have allowed the launching and landing of Harriers from smaller ships by holding the aircraft in midair by a crane; secondary cranes were to hold weapons for rapid re-arming. This would potentially have saved fuel and allowed for operations in rougher seas. The system was marketed to foreign customers, and it was speculated that Skyhook could be applied to large submarines such as
13202-698: The TAV-8A and TAV-8S, respectively. All RAF GR.1s and the initial AV-8As were fitted with the Ferranti FE541 inertial navigation/attack suite, but these were replaced in the USMC Harriers by a simpler Interface/Weapon Aiming Computer to aid quick turnaround between missions. The Martin-Baker ejection seats were also replaced by the Stencel SEU-3A in the American aircraft. The RAF had their GR.1 aircraft upgraded to
13363-598: The U.S. The two-seaters, the first to be delivered, arrived at Grottaglie in August 1991. They were used for proving flights with the navy's helicopter carriers and on the light aircraft carrier Giuseppe Garibaldi . In early 1994, the initial batch of U.S.-built aircraft arrived at MCAS Cherry Point for pilot conversion training. The first Italian-assembled Harrier was rolled out the following year. In mid-January 1995, Giuseppe Garibaldi set off from Taranto to Somalia with three Harriers on board to maintain stability following
13524-532: The USMC Harrier II as one of several important weapons in the Gulf War . It also served in Operation Enduring Freedom in Afghanistan, the Iraq War and subsequent War in Iraq , along with Operation Odyssey Dawn in Libya in 2011. Italian and Spanish Harrier IIs have taken part in overseas conflicts in conjunction with NATO coalitions. During its service history, the AV-8B has had a high accident rate, related to
13685-434: The USMC declared the maintenance of a Harrier to be a "challenge"; the need to remove the wings before performing most work upon the engine, including engine replacements, meant the Harrier required considerable man-hours in maintenance, more than most aircraft. Buland noted however that the maintenance difficulties were unavoidable in order to create a V/STOL aircraft. The Pegasus turbofan jet engine, developed in tandem with
13846-439: The USMC has never had any plans to operate those Harriers. On 14 September 2012, a Taliban raid destroyed six AV-8Bs and severely damaged two others while they were parked on the ramp at Camp Bastion in Afghanistan's Helmand Province . All of the aircraft belonged to VMFA-211 . The two damaged AV-8Bs were flown out of Afghanistan in the hours after the attack. The attack was described as "the worst loss of U.S. airpower in
14007-531: The USMC's own plans, but these never resulted in Air Force orders. Since the late 1990s, the AV-8B has been slated to be replaced by the F-35B variant of the Lockheed Martin F-35 Lightning II , a more modern V/STOL jet aircraft. Like the next generation AV-8Bs, nevertheless, the AV-8A/C Harriers suffered many accidents, with around 40 aircraft lost and some 30 pilots killed during the 1970s and 1980s. Due to
14168-628: The USMC, insisted that the new design be verified with flight testing. McDonnell Douglas modified two AV-8As with new wings, revised intakes, redesigned exhaust nozzles, and other aerodynamic changes; the modified forward fuselage and cockpit found on all subsequent aircraft were not incorporated on these prototypes. Designated YAV-8B, the first converted aircraft flew on 9 November 1978. The aircraft performed three vertical take-offs and hovered for seven minutes at Lambert–St. Louis International Airport . The second aircraft followed on 19 February 1979 but crashed that November because of an engine flameout ;
14329-518: The USN purchased the UK's fleet of 72 retired BAe Harrier IIs (63 single-seat GR.7/9/9As plus 9 twin-seat T.12/12As) and replacement engines to provide spares for the existing USMC Harrier II fleet. Although the March 2012 issue of the magazine AirForces Monthly states that the USMC intended to fly some of the ex-British Harrier IIs, instead of using them just for spare parts, the Naval Air Systems Command (NAVAIR) has since stated that
14490-477: The United Kingdom, the United States and West Germany jointly agreed to purchase nine aircraft developed from the P.1127, for the evaluation of the performance and potential of V/STOL aircraft. These aircraft were built by Hawker Siddeley and were designated Kestrel FGA.1 by the UK. The Kestrel was strictly an evaluation aircraft and to save money the Pegasus 5 engine was not fully developed as intended, only having 15,000 pounds (67 kN) of thrust instead of
14651-457: The United States, assigned the US designation XV-6A Kestrel , and underwent further testing. The two remaining British-based Kestrels were assigned to further trials and experimentation at RAE Bedford with one being modified to use the uprated Pegasus 6 engine. At the time of the development of the P.1127 Hawker and Bristol had also undertaken considerable development work on a supersonic version,
14812-459: The air base at Gütersloh , closer to the prospective front line in the event of an outbreak of a European war. One of the squadrons was disbanded and its aircraft distributed between the other two. In RAF service, the Harrier was used in close air support (CAS), reconnaissance, and other ground-attack roles. The flexibility of the Harrier led to a long-term heavy deployment in West Germany as
14973-515: The air wing of Cavour . Spain, already using the AV-8S Matador, became the first international operator of the AV-8B by signing an order for 12 aircraft in March 1983. Designated VA-2 Matador II by the Spanish Navy ( Armada Española ), this variant is known as EAV-8B by McDonnell Douglas. Pilot conversion took place in the U.S. On 6 October 1987, the first three Matador IIs were delivered to Naval Station Rota . The new aircraft were painted in
15134-524: The aircraft carrier HMS Hermes . As the RAF Harrier GR.3 had not been designed for naval service, the 10 aircraft had to be rapidly modified prior to the departure of the task force. Special sealants against corrosion were applied and a new deck-based inertial guidance aid was devised to allow the RAF Harrier to land on a carrier as easily as the Sea Harrier. Transponders to guide aircraft back to
15295-522: The aircraft fundamentally easier to fly. Ed Harper, general manager for the McDonnell Douglas Harrier II development program, summarizes: "The AV-8B looks a lot like the original Harrier and it uses the same operating fundamentals. It just uses them a lot better". A large cathode-ray tube multi-purpose display, taken from the F/A-18, makes up much of the instrument panel in the cockpit. It has
15456-493: The aircraft generally carrying a LITENING pod. Despite the Harrier's high marks, the limited amount of time that each aircraft could remain on station, around 15–20 minutes, led to some calls from within the USMC for the procurement of AC-130 gunships, which could loiter for six hours and had a heavier close air support capability than the AV-8B. AV-8Bs were later used in combination with artillery to provide constant fire support for ground forces during heavy fighting in 2004 around
15617-533: The aircraft operated by the USMC was designated the AV-8A Harrier, which was broadly similar to the RAF's Harrier GR.1. Changes included the removal of all magnesium components, which corroded quickly at sea, and the integration of American radios and Identification Friend or Foe (IFF) systems; furthermore the outer pylons, unlike the RAF aircraft, were designed from delivery to be equipped with self-defence AIM-9 Sidewinder heat-seeking air-to-air missiles. Most of
15778-443: The aircraft provided both air defence and strike capabilities for the Spanish fleet. Spain later purchased five Harriers directly from the British government mainly to replace losses. Spain sold seven single-seat and two twin-seat Harriers to Thailand in 1998. The Royal Thai Navy's AV-8S Matadors were delivered as part of the air wing deployed on the new light aircraft carrier HTMS Chakri Naruebet . The Thai Navy had from
15939-610: The aircraft to carry more ordnance. I still don't believe the Harrier. Think of the millions that have been spent on VTO in America and Russia, and quite a bit in Europe, and yet the only vertical take-off aircraft which you can call a success is the Harrier. When I saw the Harrier hovering and flying backwards under control, I reckoned I'd seen everything. And it's not difficult to fly. The Harrier, while serving for many decades in various forms, has been criticised on multiple issues; in particular
16100-669: The cancellation of a more advanced supersonic aircraft, the Hawker Siddeley P.1154 . In the mid 1960s, the Harrier GR.1 and GR.3 variants were ordered by the British government for the Royal Air Force (RAF). The Harrier GR.1 made its first flight on 28 December 1967, and entered RAF service in April 1969. During the 1970s, the United States opted to procure the aircraft as the AV-8A ; it
16261-405: The capabilities of the Harrier. Because of budgetary constraints, the UK abandoned the project in 1975. Following the UK's withdrawal, McDonnell Douglas extensively redesigned the earlier AV-8A Harrier to create the AV-8B. While retaining the general layout of its predecessor, the aircraft incorporates a new, larger composite wing with an additional hardpoint on each side, an elevated cockpit ,
16422-471: The carriers during night-time operations were also installed, along with flares and chaff dispensers. As there was little space on the carriers, two requisitioned merchant container ships, Atlantic Conveyor and Atlantic Causeway , were modified with temporary flight decks and used to carry Harriers and helicopters to the South Atlantic. The Harrier GR.3s focused on providing close air support to
16583-480: The coast of Pakistan in October 2001. Operating from the unit's ships, four AV-8Bs began attack missions into Afghanistan on 3 November 2001. The 26th MEU and its AV-8Bs joined 15th MEU later that month. In December 2001, two AV-8Bs first deployed to a forward base at Kandahar in Afghanistan. More AV-8Bs were deployed with other USMC units to the region in 2002. The VMA-513 squadron deployed six Night Attack AV-8Bs to Bagram in October 2002. These aircraft each carried
16744-409: The collapse of the P.1154's development the RAF began considering a simple upgrade of the existing subsonic Kestrel and issued Requirement ASR 384 for a V/STOL ground attack jet. Hawker Siddeley received an order for six pre-production aircraft in 1965, designated P.1127 (RAF) , of which the first made its maiden flight on 31 August 1966. An order for 60 production aircraft, designated as Harrier GR.1,
16905-433: The crew and avionics hardware, McDonnell Douglas elevated the cockpit by 10.5 in (27 cm) and redesigned the canopy. This improved the forward (17° down), side (60°), and rear visibility. The front fuselage is composed of a molded skin with an epoxy-based core sandwiched between two carbon-fiber sheets. To compensate for the changes in the front fuselage, the rear fuselage was extended by 18 in (46 cm), and
17066-496: The decision and withdrew; the NATO requirement was cancelled shortly after in 1965. The Royal Air Force and the Royal Navy planned to develop and introduce the supersonic P.1154 independently of the cancelled NATO requirement. This ambition was complicated by the conflicting requirements between the two services—while the RAF wanted a low-level supersonic strike aircraft, the Navy sought a twin-engine air defence fighter. Following
17227-489: The design until the early 2000s, when the project was abandoned. In 2013, the USMC was studying potential enhancements to keep the AV-8B Harrier IIs up to date until its planned retirement, such as a helmet-mounted cueing system. It is also predicted that additional work on the aircraft's radars and sensor systems may take place. The USMC's Harrier II fleet was planned to remain in service until 2030, owing to delays with
17388-561: The domain of the air force. In early 1989, the law was changed to allow the navy to operate any fixed-wing aircraft with a maximum weight of over 3,300 lb (1,500 kg). Following a lengthy evaluation of the Sea Harrier and AV-8B, an order was placed for two TAV-8Bs in May 1989. Soon, a contract for a further 16 AV-8B Plus aircraft was signed. After the TAV-8Bs and the first three AV-8Bs, all subsequent Italian Navy Harriers were locally assembled by Alenia Aeronautica from kits delivered from
17549-626: The election of the Labour Government of 1964 the P.1154 was cancelled, as the Royal Navy had already begun procurement of the McDonnell Douglas Phantom II and the RAF placed a greater importance on the BAC TSR-2 's ongoing development. Work continued on elements of the project, such as a supersonic PCB-equipped Pegasus engine, with the intention of developing a future Harrier variant for the decades following cancellation. Following
17710-586: The engine went to Rolls-Royce , which had absorbed Bristol Siddeley, with the remaining 25% assigned to Pratt & Whitney . The two companies planned to manufacture 400 Harrier IIs, with the USMC expected to procure 336 aircraft and the RAF to procure 60. Four full-scale development (FSD) aircraft were constructed. The first of these, used mainly for testing performance and handling qualities, made its maiden flight on 5 November 1981. The second and third FSD aircraft, which introduced wing leading-edge root extensions and revised engine intakes, first flew in April
17871-407: The engine's diameter was too large by 2.75 in (70 mm) to fit into the Harrier easily. In December 1973, a joint American and British team completed a project document defining an advanced Harrier powered by the Pegasus 15 engine. The advanced Harrier was intended to replace the original RAF and USMC Harriers, as well as the USMC's A-4 Skyhawk. The aim of the advanced Harrier was to double
18032-502: The first Harrier II to be modified for night attacks, leaving the McDonnell Douglas production line in June 1987. Flight tests proved successful and the night attack capability was validated. The first of 66 AV-8B(NA)s was delivered to the USMC in September 1989. An equivalent version of the AV-8B(NA) also served with the RAF under the designation GR7; earlier GR5 aircraft were subsequently upgraded to GR7 standards. In June 1987, as
18193-604: The following year; the fourth followed in January 1984. The first production AV-8B was delivered to the Marine Attack Training Squadron 203 (VMAT-203) at Marine Corps Air Station Cherry Point on 12 December 1983, and officially handed over one month later. The last of the initial batch of 12 was delivered in January 1985 to the front-line Marine Attack Squadron 331 . These aircraft had F402-RR-404A engines, with 21,450 lb (95.4 kN) of thrust; aircraft from 1990 onwards received upgraded engines. During
18354-429: The ground forces on the Falklands and attacking Argentine positions; suppressing enemy artillery was often a high priority. Sea Harriers were also used in the war, primarily conducting fleet air defence and combat air patrols against the threat of attacking Argentine fighters. However, both Sea Harriers and Harrier GR.3s were used in ground-attack missions against the main airfield and runway at Stanley . If most of
18515-496: The improved Harrier II, which had been developed jointly between McDonnell Douglas and British Aerospace. "In my mind the AV-8A Harrier was like the helicopter in Korea. [It] had limited capability, but that's how the first-generation automobile, boat, or other major systems evolved... it brought us into the world of flexible basing and the Marine Corps into the concept of vertical development" The United States Marine Corps began showing
18676-422: The initial phase of the preparatory air assault of Operation Desert Storm. The AV-8B was first used in the war on the morning of 17 January 1991, when a call for air support from an OV-10 Bronco forward air controller against Iraqi artillery that was shelling Khafji and an adjacent oil refinery, brought the AV-8B into combat. The following day, USMC AV-8Bs attacked Iraqi positions in southern Kuwait. Throughout
18837-477: The initial pilot conversion course, it became apparent that the AV-8B exhibited flight characteristics different from the AV-8A. These differences, as well as the digital cockpit fitted instead of the analog cockpit of the TAV-8A, necessitated additional pilot training. In 1984, funding for eight AV-8Bs was diverted to the development of a two-seat TAV-8B trainer. The first of the 28 TAV-8Bs eventually procured had its maiden flight on 21 October 1986. This aircraft
18998-477: The insurgent stronghold of Fallujah . The urban environment there required extreme precision for airstrikes. On 20 March 2011, USMC AV-8Bs were launched from USS Kearsarge in support of Operation Odyssey Dawn , enforcing the UN no-fly zone over Libya. They carried out airstrikes on Sirte on 5 April 2011. Multiple AV-8Bs were involved in the defense of a downed F-15E pilot, attacking approaching Libyans prior to
19159-456: The lever is pulled back to point the nozzles downwards. The Harrier has two control elements not found in conventional fixed-wing aircraft: the thrust vector and the reaction control system . The thrust vector refers to the slant of the four engine nozzles and can be set between 0° (horizontal, pointing directly backwards) and 98° (pointing down and slightly forwards). The 90° vector is normally deployed for VTOL manoeuvring. The reaction control
19320-401: The link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=AV8&oldid=1030078096 " Category : Disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages Hawker Siddeley Harrier The Hawker Siddeley Harrier is
19481-519: The manner of a typical fixed-wing aircraft above its stall speed), as well as VTOL and STOL manoeuvres (where the traditional lift and control surfaces are useless) requiring skills and technical knowledge usually associated with helicopters. Most services demand great aptitude and extensive training for Harrier pilots, as well as experience in piloting both types of aircraft. Trainee pilots are often drawn from highly experienced and skilled helicopter pilots. In addition to normal flight controls,
19642-412: The more advanced Blue Vixen radar for longer range air-to-air combat, as well as Sea Eagle missiles for conducting anti-ship missions. The McDonnell Douglas AV-8B Harrier II is the latest Harrier variant, a second-generation series to replace the first generation of Harrier jets already in service; all the above variants of the Harrier have mainly been retired with the Harrier II taking their place in
19803-410: The nose, tail and wingtips, for the purpose of balancing during vertical flight. It has two landing gear units on the fuselage and two outrigger landing gear units, one near each wing tip. The Harrier is equipped with four wing and three fuselage pylons for carrying a variety of weapons and external fuel tanks. The Kestrel and the Harrier were similar in appearance, though approximately 90 per cent of
19964-542: The nose, tail, and wingtips to provide control at low airspeeds. The AV-8B is equipped with one centerline fuselage and six wing hardpoints (compared to four wing hardpoints on the original Harrier), along with two fuselage stations for a 25 mm GAU-12 cannon and ammunition pack. These hardpoints give it the ability to carry a total of 9,200 lb (4,200 kg) of weapons, including air-to-air , air-to-surface , and anti-ship missiles , as well as unguided and guided bombs . The aircraft's internal fuel capacity
20125-471: The operational evaluation (OPEVAL), lasting from 31 August 1984 to 30 March 1985, four pilots and a group of maintenance and support personnel tested the aircraft under combat conditions. The aircraft was graded for its ability to meet its mission requirements for navigating, acquiring targets, delivering weapons, and evading and surviving enemy actions, all at the specified range and payload limits. The first phase of OPEVAL, running until 1 February 1985, required
20286-513: The percentage of time spent in critical take-off and landing phases. USMC and Italian Navy AV-8Bs are being replaced by the Lockheed Martin F-35B Lightning II , with the former expected to operate its Harriers until 2025. In the late 1960s and early 1970s, the first-generation Harriers entered service with the Royal Air Force (RAF) and USMC but were handicapped in range and payload . In short takeoff and landing configuration,
20447-417: The pilot ejected safely. Flight testing of these modified AV-8s continued into 1979. The results showed greater than expected drag , hampering the aircraft's maximum speed. Further refinements to the aerodynamic profile yielded little improvement. Positive test results in other areas, including payload, range, and V/STOL performance, led to the award of a development contract in 1979. The contract stipulated
20608-473: The pilot's extraction by a MV-22 Osprey . In addition to major conflicts, USMC AV-8Bs have been deployed in support of contingency and humanitarian operations, providing fixed-wing air cover and armed reconnaissance. The aircraft served in Somalia throughout the 1990s, Liberia (1990, 1996, and 2003), Rwanda (1994), Central African Republic (1996), Albania (1997), Zaire (1997), and Sierra Leone (1997). The AV-8B
20769-405: The program received a boost when British Aerospace (BAe) and McDonnell Douglas signed a memorandum of understanding , marking the UK's re-entry into the program. The British government was enticed by the lower cost of acquiring Harriers promised by a large production run, and the fact that the U.S. was shouldering the expense of development. Under the agreement, BAe was relegated to the position of
20930-420: The project later that year. Despite the project's termination, the two companies continued to take different paths toward an enhanced Harrier. Hawker Siddeley focused on a new larger wing that could be retrofitted to existing operational aircraft, while McDonnell Douglas independently pursued a less ambitious, though still expensive, project catering to the needs of the U.S. military. Using knowledge gleaned from
21091-431: The projected 18,200 pounds (81 kN). The Tripartite Evaluation Squadron numbered ten pilots; four each from the UK and US and two from West Germany. The Kestrel's first flight took place on 7 March 1964. A total of 960 sorties had been made during the trials, including 1,366 takeoffs and landings, by the end of evaluations in November 1965. One aircraft was destroyed in an accident and six others were transferred to
21252-488: The radar, the angle-rate bombing system was removed. The radars used were taken from early F/A-18 aircraft, which had been upgraded with the related APG-73. According to aviation author Lon Nordeen, the changes "had a slight increase in drag and a bit of additional weight, but there really was not much difference in performance between the [–408-powered] Night Attack and radar Harrier II Plus aircraft". The AV-8B underwent standard evaluation to prepare for its USMC service. In
21413-475: The responsibilities of the three countries and establish a Joint Program Office to manage the program. On 30 November 1990, the USN, acting as an agent for the three participating countries, awarded McDonnell Douglas the contract to develop the improved Harrier. The award was followed by an order from the USMC in December 1990 for 30 new aircraft, and 72 rebuilt from older aircraft. Italy ordered 16 Harrier II Plus and two twin-seat TAV-8B aircraft, while Spain signed
21574-416: The ship's rear turret with a flight deck, complete with a hangar and two ski jumps, for operating several Harriers. However, the USMC considered the need for naval gunfire support to be a greater priority than additional platforms for carrier operations, while the cost and delay associated with such elaborate conversions was significant, and the concept was dropped. The Marines Corps' concept for deploying
21735-625: The start of a successful flight-test program. The first production aircraft made its initial flight on 17 March 1993. Deliveries of new aircraft took place from April 1993 to 1995. At the same time, the plan to remanufacture existing AV-8Bs to the Plus standard proceeded. On 11 March 1994, the Defense Acquisition Board approved the program, which initially involved 70 aircraft, with four converted in fiscal year 1994. The program planned to use new and refurbished components to rebuild aircraft at
21896-506: The start significant logistical problems keeping the Harriers operational due to a shortage of funds for spare parts and equipment, leaving only a few Harriers serviceable at a time. In 1999, two years after being delivered, only one airframe was in airworthy condition. Around 2003, Thailand considered acquiring former Royal Navy Sea Harriers, which were more suitable for maritime operations and better equipped for air defence, to replace their AV-8S Harriers; this investigation did not progress to
22057-505: The system would be used in landing vertically with a heavy weapons load. The water injection function had originally been added following the input of US Air Force Colonel Bill Chapman, who worked for the Mutual Weapons Development Team. Water injection was necessary in order to generate maximum thrust, if only for a limited time, and was typically used during landing, especially in high ambient temperatures. The aircraft
22218-470: The taller vertical stabilizer of the Sea Harrier was used. The tail assembly is made up of composites to reduce weight. Perhaps the most thorough redesign was of the wing, the objective being to match the performance of the canceled AV-16 while retaining the Pegasus engine of the AV-8A. Engineers designed a new, one-piece supercritical wing, which improves cruise performance by delaying the rise in drag and increasing lift-to-drag ratio. Made of composites,
22379-429: The thrust vector is greater. The reaction control system involves a thrusters at key points in the aircraft's fuselage and nose, also the wingtips. Thrust from the engine can be temporarily syphoned to control and correct the aircraft's pitch and roll during vertical flight. Rotating the vectored thrust nozzles into a forward-facing position during normal flight is called vectoring in forward flight , or "VIFFing". This
22540-477: The underside of the fuselage. The Harrier was outfitted with updated avionics to replace the basic systems used in the Kestrel; a navigational-attack system incorporating an inertial navigation system , originally for the P.1154, was installed and information was presented to the pilot by a head-up display and a moving map display. The Harrier's VTOL abilities allowed it to be deployed from very small prepared clearings or helipads as well as normal airfields. It
22701-497: The war, AV-8Bs performed armed reconnaissance and worked in concert with coalition forces to destroy targets. During Operations Desert Shield and Desert Storm, 86 AV-8Bs amassed 3,380 flights and about 4,100 flight hours, with a mission availability rate of over 90%. Five AV-8Bs were lost to enemy surface-to-air missiles , and two USMC pilots were killed. The AV-8B had an attrition rate of 1.5 aircraft for every 1,000 sorties flown. U.S. Army General Norman Schwarzkopf later named
22862-460: The wing allows for a 6,700 lb (3,035 kg) increase in payload compared with the first-generation Harriers after a 1,000 ft (300 m) takeoff roll. Because the wing is almost exclusively composite, it is 330 lb (150 kg) lighter than the AV-8A's smaller wing. The Harrier II was the first combat aircraft to extensively employ carbon-fiber composite materials, exploiting their light weight and high strength; they are used in
23023-429: The wing is thicker and has a longer span than that of the AV-8A. Compared to the AV-8A's wing, it has a higher aspect ratio , reduced sweep (from 40° to 37°), and an area increased from 200 sq ft (18.6 m ) to 230 sq ft (21.4 m ). The wing has a high-lift configuration, employing flaps that deploy automatically when maneuvering, and drooped ailerons . Using the leading edge root extensions,
23184-404: The wing would have had folding wingtips . To meet the heavier weight of the aircraft, Rolls-Royce was expected to design a Pegasus engine variant that would have produced 4,000 lbf (18 kN) more thrust than the latest production variant at the time. The Harrier III would have carried weapons such as AIM-120 AMRAAM and AIM-132 ASRAAM missiles. Boeing and BAE Systems continued studying
23345-411: The wings, rudder , flaps, nose, forward fuselage, and tail. Twenty-six percent of the aircraft's structure is made of composites, reducing its weight by 480 lb (217 kg) compared to a conventional metal structure. Most of the first "day attack" AV-8B Harrier IIs were upgraded to Night Attack Harrier or Harrier II Plus standards, with the remainder being withdrawn from service. The AV-8B cockpit
23506-403: The withdrawal of UN forces. The Harriers, flown by five Italian pilots, accumulated more than 100 flight hours and achieved 100% availability during the three-month deployment, performing reconnaissance and other missions. The squadron returned to port on 22 March. In 1999, Italian AV-8Bs were used for the first time in combat missions when they were deployed aboard Giuseppe Garibaldi , which
23667-665: Was also studied but not pursued. The UK, through British Aerospace , re-joined the improved Harrier project as a partner in 1981, giving it a significant work-share in the project. Following corporate mergers in the 1990s, Boeing and BAE Systems have jointly supported the program. Approximately 340 aircraft were produced in a 22-year production program that ended in 2003. Typically operated from small aircraft carriers , large amphibious assault ships and simple forward operating bases , AV-8Bs have participated in numerous military and humanitarian operations , proving themselves versatile assets. U.S. Army General Norman Schwarzkopf named
23828-590: Was also used for the early trialing of direct voice input which allows the pilot to use voice commands to issue instructions to the aircraft, using a system developed by Smiths Industries. The main attack avionics system in original aircraft was the nose-mounted Hughes AN/ASB-19 angle-rate bombing system. The system combined a TV imager and laser tracker to provide a highly accurate targeting capability. Defensive equipment include several AN/ALE-39 chaff - flare dispensers, an AN/ALR-67 radar warning receiver , and an AN/ALQ-126 C jammer pod. The trainer version of
23989-433: Was believed that, in a high-intensity conflict, air bases would be vulnerable and likely to be quickly knocked out. The capability to scatter Harrier squadrons to dozens of small "alert pads" on the front lines was highly prized by military strategists and the USMC procured the aircraft because of this ability. Hawker Siddeley noted that STOL operation provided additional benefits over VTOL operation, saving fuel and allowing
24150-431: Was chosen in 1982 over the more risky isolated approach. The original Harrier served as the basis for the British Aerospace Sea Harrier as it was required to fill the fighter role. The first RAF squadron to be equipped with the Harrier GR.1, No. 1 Squadron , started to convert to the aircraft at RAF Wittering in April 1969. An early demonstration of the Harrier's capabilities was the participation of two aircraft in
24311-541: Was converted into the Interim Sea Control Ship and operated as such between 1971 and 1973 with the purpose of studying the limits and possible obstacles for operating such a vessel. Since then the Sea Control Ship concept has been subject to periodic re-examinations and studies, often in the light of budget cuts and questions over the use of supercarriers . Other exercises were performed to demonstrate
24472-417: Was delivered to VMAT-203 on 24 July 1987; the TAV-8B was also ordered by Italy and Spain. With export interest from Brazil, Japan, and Italy serving as a source of encouragement to continue development of the Harrier II, McDonnell Douglas commenced work on a night-attack variant in 1985. With the addition of an infrared sensor and cockpit interface enhancements, the 87th production single-seat AV-8B became
24633-617: Was derived from the Hawker P.1127 . Prior to developing the P.1127, Hawker Aircraft had been working on a replacement for the Hawker Hunter , the Hawker P.1121 . The P.1121 was cancelled after the release of the British Government's 1957 Defence White Paper , which advocated a policy shift away from manned aircraft and towards missiles. This policy resulted in the termination of the majority of aircraft development projects then underway for
24794-447: Was developed for the British military, while another, the TAV-8B, is a dedicated two-seat trainer . The project that eventually led to the AV-8B's creation started in the early 1970s as a cooperative effort between the United States and United Kingdom, aimed at addressing the operational inadequacies of the first-generation Hawker Siddeley Harrier . Early efforts centered on a larger, more powerful Pegasus engine to dramatically improve
24955-480: Was extensively trialled at RNAS Yeovilton from 1977. Following these tests ski-jumps were added to the flight decks of all RN carriers from 1979 onwards, in preparation for the new variant for the navy, the Sea Harrier. In the late 1960s the British and American governments held talks on producing Harriers in the United States. Hawker Siddeley and McDonnell Douglas formed a partnership in 1969 in preparation for American production, but Congressman Mendel Rivers and
25116-537: Was formally started in 1957 by Sir Sydney Camm , Ralph Hooper of Hawker Aircraft, and Stanley Hooker (later Sir Stanley Hooker) of the Bristol Engine Company . The close cooperation between Hawker, the airframe company, and Bristol, the engine company, was viewed by project engineer Gordon Lewis as one of the key factors that allowed the development of the Harrier to continue in spite of technical obstacles and political setbacks. Rather than using rotors or
25277-437: Was initially powered by the Pegasus 6 engine which was replaced by the more powerful Pegasus 11 during the Harrier GR.1 to GR.3 upgrade process. The primary focus throughout the engine's development was on achieving high performance with as little weight as possible, tempered by the amount of funding that was available. Following the Harrier's entry to service the focus switched to improving reliability and extending engine life;
25438-910: Was operated by the US Marine Corps (USMC). Introduced to service amid the Cold War , the RAF positioned the bulk of their Harriers across West Germany to defend against a potential invasion of Western Europe by the Warsaw Pact forces; the unique abilities of the Harrier allowed the RAF to disperse their forces away from vulnerable airbases. The USMC used their Harriers primarily for close air support , operating from amphibious assault ships , and, if needed, forward operating bases . Harrier squadrons saw several deployments overseas. Its ability to operate with minimal ground facilities and very short runways allowed it to be used at locations unavailable to other fixed-wing aircraft. The Harrier received criticism for having
25599-882: Was participating in Operation Allied Force in Kosovo . Italian pilots conducted more than 60 sorties alongside other NATO aircraft, attacking the Yugoslav army and paramilitary forces and bombing the country's infrastructure with conventional and laser-guided bombs . In 2000, the Italian Navy was looking to acquire 7 additional remanufactured aircraft to equip Giuseppe Garibaldi and a new carrier, Cavour . Existing aircraft, meanwhile, were updated to allow them to carry AIM-120 AMRAAMs and Joint Direct Attack Munition guided bombs. From November 2001 to March 2002, eight AV-8Bs were embarked aboard Giuseppe Garibaldi and were deployed to
25760-534: Was received in early 1967. The aircraft was named after the Harrier , a small bird of prey. The Harrier GR.1 made its first flight on 28 December 1967, and it officially entered service with the RAF on 1 April 1969. The aircraft was built in two factories—one in Kingston upon Thames , southwest London, and the other at Dunsfold Aerodrome , Surrey—and underwent initial testing at Dunsfold. The ski-jump technique for launching Harriers from Royal Navy aircraft carriers
25921-441: Was typically used as a ground attack aircraft, though its manoeuvrability also allows it to effectively engage other aircraft at short ranges. The Harrier is powered by a single Pegasus turbofan engine mounted in the fuselage. The engine is fitted with two air intakes and four vectoring nozzles for directing the thrust generated: two for the bypass flow and two for the jet exhaust. Several small reaction nozzles are also fitted, in
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