British Combat and Support Aircraft.

[Bernard Woolley]

British Combat and Support Aircraft.

Introduction.

This fact file is intended to serve as a companion piece to the essay on US Combat Aircraft written by James1978. As the range of aircraft operated by the United Kingdom is more limited than the United States I have decided to include a wider scope of aircraft in this essay.
Like in America, the thaw that took place during the last years of the Thatcher government and the first few years of the Major government produced hopes that there might be a ‘peace dividend’, indeed the Treasury began to draw up plans of where it thought that the MoD might save money. The twin shocks of 1989 and 1991, which effectively killed the pro-democracy movement in Eastern Europe, at least for the moment, and propelled hard liners back into power in the Kremlin were to disabuse those who believed world peace was just around the corner.
Instead of the defence budget being cut, it would have to continue at its present level, something not helped by the fact that the West had just entered a recession. However, had circumstances been different and Western governments been able to implement the planned ‘Peace Dividend’ economists have calculated that the loss of government spending would have made the recession worse, and last longer.

What, gentle reader, does this have to do with the development of British combat aircraft? Well the answer is a great deal. The poor financial climate of the early to mid-nineties meant that the British services had to run on a great deal of older equipment that might otherwise have been withdrawn or replaced. One example is the Blackburn Buccaneer. Although the aircraft had been upgraded in the 1980s, it had been marked down for early replacement by some developed version of the Tornado, probably based on the Air Defence Variant airframe, though this idea never saw the light of day.
Instead the British services had to continue with procurement of existing designs, such as the Tornado and second-generation Harrier. The only advanced projects that survived through the early nineties were the European Fighter Aircraft, later known as the Eurofighter Typhoon, the JSTOR, the EH 101 and the army’s Apache.

By 1996 things had begun to look up, the economic climate had improved, and the pressure on the defence budget had eased. Indeed the MoD was able to convince the Treasury to release a small amount above its allocation. This extra money was put to good use, paying for Britain to join America’s Joint Tactical Aircraft Technology programme as a full partner. Initially the UK was only interested in the smaller X-35, later to be designated as the F-24, specifically the V/STOL version, but later took interest in the larger X-37, or F-25, as a possible replacement for the Tornado.
Both aircraft would have significant British input, British Aerospace (later BAE Systems) being a major subcontractor and Britain was to host the main European assembly line for the F-24.

1997 is generally regarded as one of the watersheds in British history, certainly after the election of the rejuvenated and reformed Labour Party under the leadership of John Smith, Britain was never quite the same again. Although his premiership was tragically cut short by a fatal heart attack eighteen months in, Smith was to make quite an impact on defence procurement.
Both Smith, and his Chancellor, Gordon Brown, currently Prime Minister, were from what might be called the ‘right-wing’ of the Labour Party, and were fervently anti-Communist. They were also keen on trying a more Keynesian approach to running the economy, and both men saw that the need to improve the country’s defences against the Soviet threat and stimulating the economy could be combined; besides much defence work was concentrated in Labour constituencies, so sending some help their way would not hurt.
Smith’s successor, Tony Blair, Home Secretary under Smith, was less keen on Keynesianism, preferring more Thatcherite ways of running the economy, but he too saw the advantages that improving British defences would bring. More powerful conventional armed forces would reduce the need for nuclear weapons and would garner Britain much prestige.
The two most significant aviation developments, at least as procurement was concerned, during these years, were the reformation of the flying squadrons of the Royal Auxiliary Air Force and the ordering of the three ship CVF class. Both would need aircraft and would keep Britain’s aircraft and electronics factories very busy for the next decade.

*

The Royal Navy.

Fixed wing.

BAE Sea Harrier FA.2.
* When the upgraded Sea Harrier entered service in the early ‘90s, the FA.2 was regarded as one of the premier single-seat fighter aircraft in NATO, quite rightly. The Blue Vixen radar was to form the basis of the advanced ECR-90 CAPTOR radar fitted to the Eurofighter Typhoon, and gave the FA.2 AMRAAM capability, the first British aircraft to have this capability.
The Sea Harrier continued to be upgraded throughout the nineties, being given the capability to carry the ASRAAM, Brimstone and ALARM missiles. The aircraft was also fitted with the more powerful Rolls Royce Pegasus Mk.107 engine.
When the aircraft originally entered service the aircraft was designated FRS.2, which fitted with British designation practise. For some reason the MoD changed this to F/A.2, later FA.2, which fitted more with American practice.
This use of an American style designation was not repeated with subsequent British aircraft.
The Sea Harrier is due to be replaced around 2010-2012 with the BAE Scimitar FGR.1, the British version of the F-24B.

BAE Harrier T.8N.
* Nine two-seat Harrier T.4s were upgraded to the same standard as the FA.2, albeit lacking the radar, though they had the requisite cockpit instrumentation, and could provide synthetic radar data.
To act as a force-multiplier the T.8Ns were later equipped to serve in the buddy-tanker role, much as the Supermarine Scimitars of 800B Squadron had done in the Nineteen Sixties. Each of the Invincible class carriers were assigned a pair of T.8N tankers.

BAE Hawk T.1/T.1A.
* Used by the Fleet Requirements and Direction Unit (FRADU) to simulate enemy aircraft and missiles during exercises. The aircraft, which were replaced by the more advanced T.2 (q.v) in RAF service, replaced the Hunter GR.11 and T.8. On mobilisation the FRADU became 736 Naval Air Squadron.

BAE (Scottish Aviation) Jetstream T.2/T.3.
* The Jetstream T.2 is used in the training of Observers who go on to serve as the tacticians of Sea King ASaC.7, Merlin and Lynx helicopters. To facilitate this task the T.2 is fitted with a nose radar and two navigation consoles for pupil and instructor.
The T.3 is operated by Heron Flight at RNAS Yeovilton on operational support and communications duties. It lacks the nose radar of the T.2.


Combat helicopters.

Westland Sea King ASaC.7.
* The Airborne Early Warning variant of the Sea King, though the Royal Navy now refer to the role as Airborne Surveillance and Area Control. The requirement grew out of the problems caused by a lack of AEW assets during the Falklands War; so rapid was the development that the first Sea King AEW.2s arrived aboard HMS Illustrious just after the end of the war.
The ASaC.7 version (formerly AEW.7) was the first major upgrade of the platform, adding a new version of the Searchwater radar, new computer system and digital avionics.
It is planned that the ASaC.7 will retired around 2015, its replacement being the Merlin ASaC5 (q.v).

Westland Sea King Mk.4/HU.5/HAS.6 (CR).
* The Sea King Mk.4 serves as the main tactical transport for the Royal Marines, though it is operated by the Royal Navy. The Mk.4 has faithfully served the navy and marines since the early Nineteen Eighties, replacing the venerable Wessex.
The Sea King has operated successfully in extreme arctic conditions, and is equipped to operate Night Vision Goggles. The Mk.4 has recently gone through an upgrade programme to prolong its life and make it compatible with the new BOWMAN radio system.
The HAS.6 (CR) are former ASW Sea Kings converted to a similar standard to the Mk.4, to cover a shortfall while the later were being upgraded.
Though the fleet has recently been upgraded it needs replacement and will retire in 2010. The planned replacement is a modified version of the RAF's Merlin H.C.3 (q.v), the HC4, which will share the same cockpit as the upgraded Merlin HM.2 as well as folding tail/blades and other adaptations for naval use.
A small number of Sea Kings designated as HAR.5/6s were used by the navy for Search and Rescue, though these have recently been replaced by the Merlin HAR.1 (q.v). Some former Sea King HAS.5 have been converted for the utility role aboard RFA vessels and are designated as HU.5.

Augusta Westland Merlin HM.1/HAR.1.
* Arguably the most advanced ASW helicopter in the world, the Merlin is designed to operate in extreme weather from a platform as large as an Invincible, or Queen Elizabeth class carrier, down to a Type 23 frigate, or Tyne class OPV. Uniquely for a helicopter of its class, the Merlin is fitted with three, rather than two engines.
Known as the ‘flying frigate’, both due to its advanced electronics and weapon systems, and because of its high unit cost, the Merlin will continue to form the backbone of the Fleet Air Arms’s ASW and ASuW capability for the foreseeable future and is due to receive future upgrades. Like the Lynx HMA.8 (q.v) the Merlin can carry the Sea Skua ASM in addition to a variety of other weapons.
The second version of the Merlin in Royal Navy service is the HAR.1, which for sake of commonality, has replaced the Sea King HAR.5/6 (q.v). It is likely that more Merlins will enter service in the near future to replace legacy platforms.
It is planned that around 2010 a major upgrade, the Merlin Capability Sustainment Programme, will be undertaken, the resulting aircraft being designated the HM.2.

Westland Lynx HMA.8/HAS.3(ICE(S)).
* The naval Lynx serves as the Royal Navy’s light ASW, maritime attack and general purpose helicopter. The Lynx is often to be found on ships too small to operate the Merlin, though a pair of Lynxes are often carried as an alternative to one Merlin.
The Lynx HMA.8 can carry a variety of weapons, including the Sea Skua ASM, Sting Ray torpedo, Mk.11 depth charges, and 12.7mm gun pod. The Mk.8 has also recently been upgraded with a new Digital Signals Processor, Defensive Aids Subsystem, Second-generation Anti-jam Tactical UHF Radio for NATO, and Successor to IFF. The subsequent aircraft are known as the HMA.8(SATURN).
As the Antarctic Treaty prohibits armed helicopters from operating in the area of the treaty, two modified aircraft, designated as the Lynx HAS.3(ICE(S)) operate from the Ice Patrol Ship HMS Endurance. In theory, like the earlier Lynx HAS.3 the (ICE(S)) version could be armed with Sea Skua, Sting Ray etc, though it is not known if the ‘Red Plum’ carries anything more potent than small arms, such as the 7.62mm GPMG. The Mk.8 is due to be replaced by the naval version of the Wildcat (q.v).

Westland Lynx AH.7.
* Those these Lynx helicopters technically belong to the British Army, they are flown by Royal Marine aircrew in support of 3 Commando Brigade. The Mk.7 does have the capability to carry the TOW missile, but with the entry into service of the Apache (q.v) this is no longer used. Will be replaced by the army version of the Wildcat.
See the entry under the British Army for more details.

Agusta Westland (Boeing) Apache AH.1.
* Like the Lynx, some Apaches are assigned to 847 Naval Air Squadron and are flown by RM aircrew in support of 3 Commando Brigade. The British version of the Apache has been modified to operate in the maritime environment.
See the army entry for more details.

Westland Gazelle AH.1.
* Small reconnaissance and communications helicopter. The Wildcat will take over its role.


The British Army.

Fixed wing.

Britten-Norman Islander AL.1.
* Procured to replace the ageing DHC Beaver AL.1. Used in the surveillance role, largely in Northern Ireland, though it also has a limited transport capacity.
The Islander can act as an airborne command post, and in the liaison role. As of 2005 the British Army is considering supplementing or replacing them with the B-N Defender.


Combat helicopters.

Augusta Westland (Boeing) Apache AH.1.
* The British Army has long had a requirement for an attack helicopter. Although the army has cast covetous eyes over the Apache for many years, the requirement was to originally have been met by the Tonal programme, which was a multi-national Light Attack Helicopter, based on the Augusta A129.
When this programme fell through the army looked around for a replacement to meet the demanding conditions of the Central Front. Among the contenders were the Apache, Cobra Venom, and Eurocopter Tiger. Despite Treasury pressure to procure the cheaper Cobra Venom, and EU pressure to choose the Tiger, the army selected the Apache.
The WAH.64 Apache AH.1 differs from the American version in that it is fitted with the same RTM-322 engines fitted to the Merlin, has a different Defensive Aids Sub-system, and different British electronics. The British Apache can also carry the Brimstone missile, Startstreak and is fitted with CRV-7 rocket pods rather than Hydra-70s. The British Apache is fitted with the BOWMAN radio system. A small number are operated by the Royal Marines (see above).

Westland Lynx AH.7/AH.9.
* The Lynx is the army’s primary battlefield utility helicopter, and before entry into service of the Apache AH.1 (q.v) it was the army’s primary anti-tank helicopter. Although the Lynx AH.7 retains the capability to carry TOW, it is rarely fitted these days, the Mk.7 now concentrating on the utility role, and supporting the Apache. The Mk.7 is fitted with fixed skids.
The AH.9 was procured in the late eighties and early nineties to serve as a utility aircraft, with no TOW capability. The Mk.9s are generally assigned to the support of 24th Airmobile Brigade; as they are often used to deliver soup to troops they have acquired the nickname of Soup Dragons.
The Mk.9 differs visually from the Mk.7 in that it is fitted with a tricycle undercarriage, which has led to an alternative nickname of the Wheelybin.
Both versions of the Lynx will be replaced by the army version of the Lynx Wildcat.

Westland Gazelle AH.1.
* The Anglo-French Gazelle serves in the reconnaissance and observation role, a vital part of anti-tank warfare. The Gazelle was an important compliment to the TOW armed Lynx.
The Gazelle can also act in the Air Observation Post (AOP) role to direct artillery fire, Airborne Forward Air Controller (ABFAC) to direct ground-attack aircraft, casualty evacuation, liaison, command and control, and communications relay roles.
In theory the Gazelle can also carry three passengers in addition to the pilot, but as has been observed ‘only if they weigh no more than a can of diet coke’. Most Gazelles will be replaced by the Wildcat.

Bell 212HP AH.1.
* The Bell 212 is essentially a twin-engined version of the old Model 205 UH-1 ‘Huey’. The 212 is operated by detached flights in Belize and Brunei, replacing more expensive to operate Lynx and Gazelle helicopters. The RAF and the Defence Helicopter Flying School (DHFS) also operate very similar aircraft (q.v).

Agusta A109.
* Four of these Italian built helicopters are used by the secretive Special Forces Flight, AAC, to support the SAS regiment (known as ‘THEM’). They are normally painted a variety of pseudo-civilian colour schemes, which are frequently changed. Interestingly two of the helicopters were captured from the Argentinians in 1982.



The Royal Air Force.

Combat aircraft.

Blackburn (BAE) Buccaneer S.2B.
* The Buccaneer first entered service with the RAF in October 1969, adopting the strike role that had been intended for both the TSR.2 and F-111K. The Buccaneer was slowly withdrawn from the overland strike role as the Tornado (q.v) entered service, concentrating on maritime strike, which as a former naval strike aircraft, the Buccaneer was highly suitable for this role.
The Buccaneer in the maritime strike role was to have been replaced by a developed Tornado, which would have used the stretched ADV fuselage, but the recession of the early nineties meant that this project was cancelled, and the Buccaneer had to soldier on into the late nineties. This was not necessarily a bad thing, as just after the turn of the century BAE Systems undertook a major upgrade of the aircraft, using much of the systems developed for the Tornado GR.4 (q.v). Retaining its capability to carry the Sea Eagle ASM, the Buccaneer was made compatible with the same range of weapons that the Tornado can carry, such as the ALARM, Brimstone, ASRAAM and Storm Shadow.
During the upgrade programme a number of Buccaneers held at RAF St. Athan for possible conversion to a SEAD role were brought out of storage, put through the upgrade programme, and issued to a squadron of the RAuxAF.

BAE/McDD Harrier GR.9/9A/T.12.
* The Mk.9 is the latest upgrade to the British version of the Harrier II. The British version of the aircraft differs from the version of the USMC in that it is equipped with ADEN 30mm cannons, a Martin Baker ejection seat and British radios and electronics, amongst other things. The British Harrier also tends to carry British weapons, though it is compatible with American weapons, such as the Maverick.
The Mk.9 upgrade involved the fitting of superior electronics, and to make the Harrier compatible with weapons such as the ASRAAM, ALARM, Brimstone and Storm Shadow.
The Mk.9A is fitted with the more powerful Pegasus Mk.107 engine, giving it superior hot and high capabilities. All Harriers are to be upgraded to this standard.
The T.12 is the designation of the combat capable two seat Harrier, mainly used by the OCU, though each operational squadron was usually assigned a single T.12.
Like the Sea Harrier (q.v) the Harrier GR.9 will be replaced by the Scimitar FGR.1 (q.v).

BAE Nimrod MRA.4/R.5.
* Currently the only four engine jet powered Maritime Patrol Aircraft in the world. The Nimrod, known appropriately as the ‘Mighty Hunter’, acts in a variety of roles, including ASW, ASuW and SAR. As well as hunting submarines, and helping to rescue distressed sailors and airmen, the Nimrod also worked very closely with the Buccaneer force, providing targeting information, as well as adding its own Harpoon ASMs to the mix.
As well as the Harpoon, ASRAAM, Sting Ray and depth charges, the Nimrod can in theory carry 1,000lb bombs and the Storm Shadow stand-off missile.
The MRA.4 version is fitted with RR Germany BR.710 engines in place of the RR Spey, and was fitted with new wings, tail and improved electronics and weapon systems.The secretive R.5 version is used in the ELINT role. When the MR.2 force was being upgraded to MRA.4 standard, it was decided to upgrade the trio of R.1s to a similar standard, though with the specialist ELINT equipment rather than ASW gear. The main way of telling the two versions apart visually is the lack of a MAD boom on the R.5.
A minor scandal arose regarding the Nimrod in 2010 when the first aircraft came in for major servicing. It was discovered by RAF engineers that the fuselages, far from being recycled MR.2s, were in fact brand-new. Several senior BAES executives resigned after revealing that on realising that attaching old fuselages to new wings was going to be almost impossible they had decided to take the best available fuselage and use it as a model to make new, almost identical, but standardised ones. It would seem that in the end only the weapons bay doors and a few minor components were recycled from the MRA.2.

BAE Dominie MR.4
A maritime patrol and SAR variant of the Hawker 800 (BAe 125), similar to the U-125A used by the Japanese Air Self-Defence Force. Had a belly radar and the ability to drop sonoboys, LCAW mini torpedoes, illumination flares and a life-raft. The MR.4 also had defensive avionics, flares and chaff.

Eurofighter Typhoon T.1/1A/FGR.2.
*The ‘Great Hope’ of the Western European aviation industry, intended to be a counter to advanced Soviet aircraft such as the Su-27 and Mig-29. The RAF intended that the Typhoon would initially replace the Phantom FG.1/FGR.2 and Jaguar GR.3, and eventually the Tornado F.3, hence the reason that the Typhoon was designed with both an advanced air to air and air to ground capability, and the capacity to swing between both while in flight.
Although the project ran seriously over budget and was somewhat late, mainly it seems due to intransigence on the part of the West German government, the Typhoon was considered a successful multi-national programme. Some aviation experts and historians have speculated that had the Soviet Union collapsed in 1989-91, an unlikely event used in some alternative histories, that the Typhoon would have faced even more serious problems.
Unusually for a modern aircraft the two-seat version, the T.1, entered service with the RAF before the single seat version, hence the order of the designation. The T.1A has a fuel system modification to fix a fuel gauge problem identified in the development stage.
The Typhoon is currently in service with seven frontline squadrons (two in Germany), the Operational Conversion Unit and the Typhoon Operational Evaluation Unit (part of the Strike Attack Operational Evaluation Unit). Procurement is planned to continue until all of the Tornado F.3 squadrons, including those of the RAuxAF are equipped with the Typhoon.
The Typhoon has also been a qualified export success, other than its original partner nations the aircraft is in service with Austria, Greece, Turkey and Saudi Arabia.
Currently as part of the programme to replace the Tornado GR.4, the RAF is considering a development of the T.1A as one of the potential options.

Panavia Tornado GR.4/4A.
* The backbone of the RAF’s strike and interdiction force, the Tornado GR.4 is still amongst the most advanced aircraft in service today. The GR.4 is capable of employing almost every weapon available to the air force, and is designed to be capable of easy upgrade to be capable of operating new weapons. For example with a simple software upgrade the GR.4 could employ the new Sea Eagle Mk.2 missile. The TIALD laser designation pod carried by the GR.4 has also recently begun to be replaced by the LITENING III, as carried by the Typhoon (q.v).
The GR.4A was the dedicated reconnaissance version of the Tornado, fitted with an infra-red line-scan system. However, by 2005 this system was largely out of use, having been replaced by the Joint Reconnaissance Pod and the RAPTOR pod.
What will replace the Tornado is something that as of 2005 is in the very early stages of ‘paper’ studies. There has been speculation that a development of the Typhoon, a British variant of the F-25, or a completely new aircraft could be amongst the options.

Panavia Tornado F.3/F.3A.
* Despite the entry into service of the Typhoon, the Tornado F.3 is still the backbone of 11 Group’s interceptor force. During the nineties the F.3 was subject to a number of upgrades to improve its radar, though the main upgrade came late on in the decade as part of the Capability Sustainment Programme.
The CSP upgrade made the F.3 compatible with the ASRAAM missile, and also included full integration, including data-link, of the AMRAAM. The F.3 was also equipped with the same Helmet Mounted Sight as the Jaguar GR.3 (q.v), to allow full utilisation of the ASRAAM. The upgrade also improved the aircraft's defensive systems, adding a Towed Radar Decoy (which was later developed into the TRD used by the Typhoon) and a podded jammer based on the Harrier Zeus system called Apollo. These were carried on the outer wing hardpoints that the F.3 shared with the GR variants, but which had never previously been used. A slight performance penalty was paid when carrying both pods, but this was considered acceptable considering the potential alternative of an aircraft being lost in combat.
The F.3A was the designation of the final batch of aircraft procured in the late nineties as part of the programme to equip the new RAuxAF squadron. The ‘A’ designation indicated that these aircraft had been built with all of the CSP upgrades included. Although the F.3As were intended for the auxiliaries, they somehow ended up with regular squadrons, though in reality there is little difference between both versions of the aircraft.
During development of the advanced Meteor missile, two Tornado F.3s were modified to act as trials aircraft, raising the possibility that the rest of the fleet could be equipped to employ the weapon.

SEPECAT Jaguar GR.3A/T.4A.
* The final incarnation of the Anglo-French Jaguar, the GR.3A was upgraded with more powerful Adour Mk.106 engines, more advanced avionics, navigation systems and the ability to carry modern Precision Guided Weapons. The GR.3A is also fully integrated with the ASRAAM missile and is equipped with the same Helmet Mounted Sight as the Tornado F.3 (q.v). Despite is age the Jaguar GR.3A is still one of the most capable aircraft in the RAF, some comparing it favourably to the Harrier GR.9.
When the Typhoon FGR.2 (q.v) entered service the Jaguar was to have been withdrawn. However it was decided to pass the remaining aircraft, which still had a great deal of airframe life in them, to three RAuxAF squadrons, which were scheduled to receive the Typhoon in the future. It was thought better that the squadrons to gain experience on the Jaguar, rather than exist as ‘shadow’ units with no aircraft.
The T.4A is the combat capable two-seat version of the aircraft, mainly used by the Jaguar OCU. The Jaguar is unique in the RAF, as it is the only aircraft to be used by auxiliary squadrons and not by front-line regular squadrons.


Support aircraft.

BAC Canberra PR.9A/PR.7/T.4.
* The RAF had originally intended to replace the ancient Canberra, which is by far the oldest aircraft in air force service, in the late nineties, though lack of funding in the correct budget, or a suitable existing airframe meant that this was not possible. However there was enough money to consider a serious upgrade of the ageing reconnaissance aircraft. Two long-standing wishes were met in the upgrade, firstly the PR.9 was modified so that it could carry a pair of Tornado ‘Hindenburger’ drop-tanks, secondly a fixed inflight refuelling probe, running back along the port side of the pilot’s cockpit to the main fuselage tanks, was fitted. Giving the aircraft an extended range would mean that sorties could be extended and the number of pressurisation cycles would be reduced.
To boost numbers the RAF brought five aircraft out of storage at RAF St. Athan, one from storage at RAF Wyton, and even returned the PR.9 in the museum at RAF Cosford to service. The air force even went as far as purchasing two PR.9s from Aeronautics Museum, Santiago, Chile to act as a source of spares.
The PR.9 was fitted with a variety of advanced cameras and sensors, most of which are still secret. Indeed the PR.9 frequently carried American cameras, as it was considered that the Canberra produced better quality images than the U-2S ‘Dragon Lady’, and it was easier to support.
To help reduce the workload of the PR.9, two PR.7s formerly used for conversion training were fitted with a relatively basic (at least when compared to the PR.9) camera fit and assigned to the survey role. The T.4 was the training version of the Canberra, used to convert aircrew to the aircraft.
The RAF is still looking for a potential Canberra replacement. It is likely that the Sentinel R.1 (q.v) will take over some of its role, while it is also possible that the RAF will procure a UAV to cover the photo reconnaissance role.

Boeing E-3D Sentry AEW.1.
* The British version of the E-3 AWACS, it differs from the version used by the USAF and NATO in that it is fitted with CFM-56 turbofans and British electronics, the most noticeable difference being ESM pods on the wingtips, like those on the Nimrod (q.v). Like the American and NATO aircraft, the RAF’s Sentries have recently been upgraded with improved electronics and ESM.
The RAF have not begun to consider a replacement for its Sentry aircraft, as its aircraft are relatively young. However the MoD is keeping close tabs on the American E-10 MC2A programme.

Raytheon (Bombardier) Sentinel R.1.
* The smallest aircraft in the RAF’s trio of electronic warfare aircraft. The Sentinel, which is based on the Bombardier Global Express business jet, is the platform for the Airborne Stand-Off Radar (ASTOR), the British equivalent of the E-8C J-STARS. However most aviation experts believe that the Sentinel is superior to the E-8 as it has more advanced electronics and can fly at higher altitude than the 707 based J-STARS.
The onboard crew can exploit the radar images that the aircraft picks up, or it can be down-linked to a number of Ground Stations assigned to army brigade, division and corps headquarters.

BAE (Prestwick) Jetstream E.4.
Based on the airframe of the Jetstream 51, this aircraft was procured to replace the HS Andover E.3/E.3A in the electronic calibration role. The surviving Andovers were re-converted to C.1 transport standard.

BAE Dominie E.3
While it shares its name with the Domine trainer, the E.3 was based on the later BAe.125-800. Procured in 2003, ostensibly the four aircraft were intended to supplement the Jetstream E.4 in the electronic calibration role. However, it was in fact a small ELINT/SIGINT aircraft. Compared to the basic 800 model, the Dominie E.3 would have an increased wingspan, curved cockpit glazing and increased fuel capacity. For its ELINT/SIGINT role it had eight hockey stick antennas on the wings, and fifteen blade antennas on the fuselage and on the ventral fairing that enclosed the wing box. In common with the BAe.125 CC3, the E.3 was powered by two Garrett TFE731 engines rather than two Rolls Royce Vipers.


Tanker and Transport aircraft.

Airbus A-400M Atlas C.1.
* Pan-European programme to replace ageing Transal and Hercules aircraft in NATO service. Disagreements between the partner nations meant that the programme was delayed and went over budget, meaning that it was only in limited service in 2005.
Despite only being available in limited numbers, the Atlas has proven to be a very useful asset to the RAF.

Boeing Globemaster C.1.
* Delays to the A-400M (q.v) programme led to the RAF deciding to lease four C-17A Globemaster III transports. However, the RAF was so pleased with the aircraft that it decided to purchase the four aircraft when the lease ended, and to purchase four more. The RAF is currently seeking to modify its Globemaster fleet so that it can employ the probe and drogue refuelling system.
The success of the RAF’s purchase led to the RAAF, CF and NATO purchasing the C-17A.

Lockheed Hercules C.1/C.3.
* The first generation of Hercules transport aircraft used by the RAF. It has served the air force very faithfully since it entered service in the nineteen sixties. Now only used by a single squadron, the last of these aircraft will be replaced by the Atlas C.1 (q.v) in the near future.

Lockheed Martin Hercules C.4/C.5.
* Although superficially very similar to the older Hercules, the C-130J is in fact almost a new aircraft, and is superior in almost every way, though it is still limited by the relatively narrow fuselage. Rather than wait for the delayed Atlas, the RAF decided to replace its oldest twenty-five first generation Hercules with the second-generation variant, making them the launch customer for this variant. However, recently it has been suggested that the RAF should sell its Juliet model Hercules fleet and buy more C-17s, though this is unlikely to happen.

BAC VC.10 C.1(K)/K.2/K.3/K.4.
* Based on the Vickers VC.10 airliner, the various versions of the RAF’s VC.10 tankers are still very important platform, though after the Canberra, they are probably the oldest aircraft in RAF service. The C.1(K) variant was originally purchased for the now defunct RAF Transport Command, and later modified for Air to Air refuelling duties, as well as retaining their transport capability. The various K models are former civil airliner Super VC.10s, they are exclusively used for Air-to-Air refuelling. The K models differ from the C.1(K) in that they are three-point, rather than two-point tankers; each version also has a different fuel load. For example the K.4 carries less than the K.3.
Though it has served the RAF very well for many years, the VC.10 is now nearing the end of its service career, and will soon be replaced by the Airbus Voyager KC.2 (q.v).
The VC.10 is also fitted with JTIDS terminals, like the RAF’s fighter and AWACS aircraft.

Lockheed Tristar K.1/KC.1/KC.2.
* Purchased in the early nineteen eighties to fill a tanker and strategic transport shortfall, the RAF’s Tristar fleet are all former civil airliners. One feature of this is that unlike the VC.10 (q.v), the Tristar’s passenger seats face forward.
The Tristar is often used for trooping flights, and to support long-distance deployments of RAF tactical aircraft, as it can refuel them and carry ground crew and spares. In the late nineties the C.2 aircraft, which were only used for transport duties, were modified to also act in the A2A refuelling role. Also at this time six second hand Tristars were purchased to replace the remaining Victor K.2 tankers (q.v), these aircraft also being designated as the KC.2. Like the VC.10, the Tristar is fitted with JTIDS. The oldest Tristars are due to be replaced by the first batch of Voyager KC.2s, while the younger airframes will also eventually be replaced at a later date.


Smaller transport aircraft.

Hawker Siddeley Andover C.1/C.1 (PR)
A twin engined turboprop transport based on the HS 748 airliner (an Avro design). A very strong and rugged design well suited to the job of ferrying cargo and casualty evacuation intra-theatre. The Andover could carry 52 troops, 40 paratroops or 24 stretcher cases. The RAF did consider replacing the C.1 with a version of the Jetstream 51, indeed the E.3 and E.3A variant of the Andover were replaced by a version of this aircraft. However, the Jetstream 51 lacked the rough-field capabilities of the Andover and would have had to be significantly modified to include a loading ramp, so was ruled out. Instead the RAF studied a range of other aircraft, including the C-27J, which was ruled out as being too expensive and the CN-235 and CN-295. However as was pointed out the Andover was not actually wearing out and did not really need replacing.
A minor amount of upgrading work to the aircraft’s avionics, mainly to fit GPS and more modern radios was undertaken, and the majority of the surviving Andovers, including several former E.3/E.3A aircraft which had revered to C.1 standard, were handed over to a squadron of the RAuxAF, the only regular RAF unit to still operate them being the RAF Germany Communications Flight at RAF Wildenrath. In wartime this unit would be incorporated into the RAuxAF squadron. Two aircraft attached to RAFG Comms Flight were modified to replace Pembroke C (PR).1s used for clandestine reconnaissance work over East Germany. A pair of PR configured aircraft were also attached to the RAuxAF squadron. Three Andovers were based at MOD Boscombe Down for various trials work. One of these trials aircraft would have its RR Dart engines replaced by PW127s, as used by the BAe ATP/Jetstream 61, as part of a trial exploring a possible life extension of the Andover.

BAE HS125 CC.3/CC.3A.
* Small business jet used by 32 (The Royal) Squadron for the transport of VIPs and VVIPs. Has also operated in the communications and light transport role in support of RAF deployments.The HS125 has proven to be a very useful aircraft and will probably remain in service for the foreseeable future. The Dominie T.2 (q.v) is very similar.

BAE 146 CC.2/C.3
* Used for very similar roles as the HS125 (q.v), though it has a longer range and larger payload. The BAE 146 is considered to be a very versatile and useful aircraft. As of 2005 the RAF was studying replacing its 146 fleet with latest variant of the aircraft, the BAE RJX. A QC variant of the RJX was also studied as a possible Andover replacement.
In 2003 the RAF procured four second-hand BAe.146QC aircraft. These were used for tactical freight, personnel transport and aeromedical evacuation, mainly in support of Middle Eastern deployments.The C.3A designation was applied to a number of civilian 146s requisitioned during the Transition to War. These aircraft were used for tactical freight and personnel transport use.

Britten-Norman Islander CC.2.
* Operated by the Northolt Station Flight, the Islander CC.2 is very similar to the Army Islander AL.1 (q.v) though its equipment fit is different. The CC.2 is used in the photographic mapping and light communications roles. There is speculation that the Islander is also used in more secretive work, perhaps in counterterrorism, and that it may have an ELINT capability, though this is unconfirmed.


Helicopters.

Boeing Chinook HC.2/2A/3.
* The RAF’s fleet of Chinook helicopters were upgraded in the mid-nineties to a similar standard as the US Army’s CH-47D model, the HC.2 and 2A. The Chinook has been a very useful and versatile asset, and is much liked by the RAF. Its good record was only marred by a controversial accident in the Mull of Kintyre, the cause of which is still disputed.
The HC.3 was intended to support Special Forces, but was delayed due to problems with the equipment that the MoD originally specified. The ministry eventually bit the bullet and procured the same, more expensive avionics used in the American equivalent.

Agusta Westland Merlin HC.3/CC.4.
* The Troop Transport variant of the Merlin, originally procured to replace the ageing Westland Wessex HC.2, but also now replacing the Puma HC.1 (q.v). The HC.3 is very similar to the naval HMA.1 (q.v), though it has a rear troop ramp, like its naval cousin it is also modified to serve at sea. The Merlin has recently added CSAR to its repertoire, most Merlin squadrons also having a small RAF Regiment detachment for this purpose. Over the next few years further Merlin variants are due to enter service to replace legacy helicopters. Two aircraft, designated the CC.4, are used by 32 (TR) squadron, replacing two Wessex CC.2 helicopters.

Westland Puma HC.1.
* Although the Puma entered service in 1971, it has recently been upgraded to extend its life and improve its avionics. In the process of being replaced by the Merlin HC.3 (q.v) the Puma is now only in service with one regular squadron, one auxiliary unit and the helicopter OCU. It is planned to upgrade the remaining aircraft to allow them to serve until around 2025. The upgraded helicopters would be designated HC.2. Pumas based in Northern Ireland also performed SAR duties.

Westland Sea King HAR.3/3A.
* One of the most well-known aircraft in RAF service, the yellow (though the two based in the Falklands are dark grey) SAR helicopters are a familiar sight off Britain’s coasts, and over mountain ranges rescuing civilians in distress. However, the Sea King’s primary role is actually to rescue RAF aircrew whose aircraft have crashed.
The HAR.3A variant were procured in 1996 to replace the remaining Wessex HC.2s used in the SAR role.
The government is currently considering replacing all SAR aircraft, service, and Coast Guard, under a PFI contract. However, the navy’s procurement of the Merlin HAR.1 (q.v) seems to have torpedoed this, and it is known that the RAF is also interested in the Merlin HAR.1 as a possible Sea King replacement.

Bell Griffin HAR.2.
* Very similar to the army’s Bell 212 AH.1 and the DHFS Griffin HT.1 (q.v), the Griffin HAR.2 was procured to replace the last Wessex helicopters used by 84 Squadron based at RAF Akrotiri in Cyprus. There has been some criticism of this purchase, some suggesting that former navy Sea King HAR.5s would have been cheaper and as effective.


Training aircraft.

Grob Tutor T.1
*Small basic trainer procured to replace the ageing Scottish Aviation Bulldog T.1; owned and maintained by a private contractor but flown by RAF personnel (hence why they have civilian registrations but RAF roundels and fin flashes). Operated by RAF elementary training units, the Defence Elementary Training School, University Air Squadrons and Air Training Corps Air Experience Flights (the AEFs share aircraft with the UAS units).

Scottish Aviation (BAe) Jetstream T.1.
*Based on the Jetstream turbo-prop airliner, this aircraft is used for advanced multi-engined aircraft pilot training. Although exclusively used in the flying-training role the Jetstream T.1 does have a few seats in the rear fuselage and could be used in the light transport role if necessary. Is due to be replaced in the near future by the BAE (Prestwick) Jetstream T.5 (q.v).

BAE (HS) Dominie T.2.
* A military version of the HS125 business jet, very similar to the BAE HS125 used by 32 (TR) Squadron (q.v), though the Dominie had different engines. Used to train weapon systems operators and observers, the Dominie also has a wartime role of providing short range maritime patrol cover, probably over the North and Irish Seas, though it is unarmed. The Dominie has recently been upgraded with improved avionics & had its Viper tubojets replaced by the same turbofans used by the CC.3.

BAE Hawk T.1/T.1A.
* While replaced in the weapons training role the venerable T.1 and T.1A are still in service with a number of Flight Training Schools and the Central Flying School, which includes the famous ‘Red Arrows’. The RAF cannot at the moment afford to replace all of its Hawk fleet at once so chose to replace those assigned to Strike Command, which has an important war role, before those of Support Command. However in the late 1990s the T.1 & T.1A fleet did receive a major structural rebuild, with most aircraft receiving a new rear fuselage based on the export Hawk 60. Many aircraft also received new wings. These updates have given the first-generation Hawk in RAF service at least another decade of life, thus postponing the time when they will need replacing. Aircraft withdrawn as the T.2 (q.v) entered service have been passed to the RN, who have used them to replace their remaining Hunters.

BAE Hawk T.2.
* The service designation for the Hawk 128, the T.2 has replaced T.1/1A variants used by the Tactical Weapons Units. As well as its primary pilot and navigator training role, the Hawk also has a secondary air defence and light attack capability, serving in 11 Group as part of the Mixed Fighter Force alongside Tornado and Typhoon (q.v), and acts in the aggressor and target role. The RAF is planning to procure additional Hawk T.2s and upgrade those that it has in the near future.

Hawker-Siddeley Hunter T.7/7A/8B.
* The last flying Hunters in RAF service, these aircraft are used for Buccaneer (q.v) pilot conversion, as there is no dual control variant of the later, being equipped with Buccaneer instrumentation on the left hand side of the cockpit.
As well as being assigned to the Buccaneer OCU, a pair of Hunters are assigned to the operational squadrons for continuation training and communications duties.
The Hunter is usually unarmed, though they do carry a single 30mm ADEN cannon, and ammunition was carried in wartime. One T.7A on the so called ‘Beer keg’ run between Lossiemouth and Bodo used its ADEN to shoot down a Mig-27 which thought it had found an easy target. Interestingly and annoyingly for those who maintain them, no Hunter has quite the same configuration as another.
The Hunter represents something rather incongruous in the RAF, the service simultaneous operates one of the most modern jet aircraft in the world at the same time as it operates one of the oldest.

Shorts Tucano T.1.
* Based on a Brazilian design the Tucano is used for the basic training of pilots and navigators. To facilitate this role the Tucano has a similar cockpit to the Hawk (q.v).
In theory the Tucano, like its Brazilian cousin, can be armed with light weapons, though the RAF currently lacks this capability.


Unmanned Air Vehicles.
* The RAF operates a small number of Predator B UAVs, and has started its own programme codenamed ‘Taranis’. The RAF is also known to be interested in the RQ-3 ‘Dark Star’ and RQ-4 ‘Global Hawk’.



Tri-service aircraft.

Helicopters.

Eurocopter Squirrel HT.1.
* Used for basic rotary winged training for all three services, the Squirrel HT.1 fleet is based at RAF Shawbury, where it is employed by the Defence Helicopter Flying School. Each of the three services run part of the course, the army and navy being responsible for basic and advanced single engined rotary winged training.

Bell Griffin HT.1.
* Used for advanced multi-engined rotary wing training and SAR training, the RAF having responsibility for this section of the DHFS programme. The Griffin is similar to aircraft used by the army and RAF, and like the Squirrel can be used for light transport and communications duties.



Historical aircraft.
All three services operate a number of historic aircraft. For example the Royal Navy operates a Fairey Swordfish, Fairey Firefly, Hawker Sea Fury and Hawker Sea Hawk, as the Navy Historic Flight. The army operate an Allouette II, Auster, Beaver, Chipmunk, Scout, Sioux and Skeeter, as the Army Historic Flight. The RAF has two main historic flights, the Battle of Britain Memorial Flight, which operates a Lancaster, a Shackleton AEW.2 (initially used for training aircrew in flying 'tail draggers') five Spitfires, two Hurricanes, a Dakota and two Chipmunks. The second unit, the V-Bomber Display Flight operates one Vulcan B.2 and a Victor K.2s (plus a spare Victor as effectively a source of spares).



Future aircraft.

BAE/GD/LM Scimitar FGR.1.
* Despite its official name, Scimitar, the British version of the F-24B has for some reason acquired the nickname ‘Dave’, exactly why is not clear. The Scimitar FGR.1 will replace the Sea Harrier FA.2 and Harrier GR.9A (q.v) between 2010 and 2012. The Scimitar has been designed to use British weapons such as the ASRAAM, Meteor, Brimstone and Storm Shadow. RAF and RN pilots are currently in America serving as part of a multi-national test squadron.

Airbus A330 Voyager KC.2/KC.3.
* Procured under the Future Strategic Tanker Aircraft programme, the Voyager KC.2 will replace the VC.10 and Tristar tankers. One A330 has been converted to serve as a prototype, though the aircraft will not enter service until the later part of this decade. The KC.2 will be a three-point tanker, while the KC.3 will be a two-point tanker with just wing pods. The KC.1 designation was set aside for a variant that would have a flying-boom, rather than a centre HDU. It is possible that some KC.3 aircraft may become KC.1 at some stage on the future. There has also been speculation that at least one aircraft will be fitted out for VVIP duties in addition to being a tanker.

Agusta Westland Wildcat.
* Formerly known as the Future Lynx (FLynx), two versions of this helicopter will be procured. One will replace the Lynx AH.7/9 (q.v) (the AH.1), and act in the reconnaissance and light transport role, supporting the Apache (q.v), while the second version will replace the navy’s Lynx HMA.8 (q.v) (the HMA.2). Both versions will be fitted with more powerful engines and will share a tricycle undercarriage.

Agusta Westland Merlin HM.2/HC.4/ASaC.5.
* Over the next five to ten years several new variants of the AW101 Merlin will enter service with the RN, either as an upgrade of existing Merlins, or as a repacement for legacy platforms. While the configurations of the HM.2 and HC.4 have been decided on, the ASaC.5 is still at the definition stage. Thales UK and Lockheed Martin are currently competing to provide the radar system as part of the Crowsnest programme.
It is also likely that the RAF will procure the Merlin HAR.1 to replace its Sea King HAR.3/3As in the near future.

BAE (Prestwick) Jetstream T.5/T.6.
* Based on the same Jetstream 51 airframe as the E.4 electronic calibration aircraft, the Jetstream T.5 has been selected to replace the RAF’s T.1 variant in the multi-engine training role. The T.6, which will be fitted with a nose and belly radar will replace the Royal Navy’s T.2 and T.3.

Boeing Chinook HC.4/4A/5/6.
* While satisfied with its Chinook fleet, the RAF is well aware that the march of time will make today's state of the art aircraft tomorrow's obsolescent legacy platform. Therefore over the next five years it will begin a rolling series of upgrades to the Chinook fleet. The first aircraft to enter service will be the HC.4 and 4A, which are upgrades of the HC.2 and 2A. The HC.5 will be an upgrade of the Special Forces HC.3, which will bring it up to a similar standard to the US Army MH-47G. The HC.6 is planned to be a whole new variant derived from the CH-47F. These later aircraft are not due to be delivered to the RAF until 2013.

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