Hawkeye (E-2C)
The E-2C Hawkeye is a US Navy carrier-based, all-weather Airborne Early Warning (AEW) aircraft developed specifically for carrier operation. It is used for long-range early warning and threat assessment as well as fighter direction. A four-or five-plane E-2C squadron is provided to each US aircraft carrier.
The Hawkeye’s most distinctive feature is the 24-foot-diameter, saucerlike ro-todome for the AN/APS-120, -125, -138, -139, or -145 UHF radar. The Randtron AN/APA-171 antenna system includes UHF and Identification Friend or Foe (IFF) endfire Yagi arrays. The rotodome revolves freely in the airstream at the rate of 6 rpm. It provides sufficient lift to offset its own weight in flight and can be lowered to facilitate handling the aircraft aboard ship.
The AN/APS-138 in the E-2C has an effective aircraft-detection range of approximately 260 nm (300 mi; 482 km) with an improved over-land/water capability through a Total Radiation Aperture Control Antenna (TRAC-A) that features low sidelobes.
Using a Loral array track processor, the aircraft can simultaneously track more than 600 air targets and control up to 40 interceptions. The APS-139, which was fitted to E-2Cs delivered after 1987, has an upgraded processor that allows tracking of more than 2,000 targets. The
follow-on APS-145 features “environmental processing” to screen out ground clutter as well as a lower pulse repetition frequency and rotodome rotation rate. To make the most effective use of the radar, the E-2 cruises with a 10° flap setting, which gives the ro-todome the desired 3° of’incidence for scanning.
The E-2 has a high-aspect-ratio wing mounted on top of the fuselage. The tapered leading edge is detachable for access to hydraulic systems. The trailing edge has inboard Fowler-type flaps and long ailerons; the ailerons are drooped by a flap-aileron interconnection for low-speed handling. The wings fold outboard of the engines, ending up perpendicular to the center section and parallel to the aft fuselage; the folded wings are secured by jury strut locks fitted on the leading edge of the outer fins.
The tail group design reflects the need for a low profile on US carrier hangar decks and the control-blanketing effects of the larger rotodome. The horizontal tailplanes are joined on the cen-terline, each having 11° of dihedral relative to the fuselage and an elevator inset in the trailing edge. Large endplate fins are joined at right angles to the stabilizer; each has a double-section rudder above and below the stabilizer plane. Inboard of the endplates are fins with
E-2C
U.S. GOVERNMENT DEPARTMENT OF DEFENSE
single-section rudders. The aircraft is fitted with a Sperry AN/AWS-15 Automatic Flight Control System (AFCS). The wing and tail-group leading edges and the rim of the rotodome are fitted with deicing boots. The two Allison turboprop engines are housed in deep nacelles on the wing leading edges and drive four-blade propellers originally manufactured by Aero Products (with square tips) and later by Hamilton Standard (foam-filled with rounded tips). Beginning in 1988, E-2Cs were fitted with the uprated T56-A-427 engine of greater power and 13% lower fuel consumption. The main gear struts retract forward into the nacelles; the two-wheel nose gear retracts to the rear under the flight deck. Fuel tankage is confined to integral tanks in each inboard wing section; an extended-range version with outer-panel tanks has not entered production.
The fuselage is conventional semi-monocoque construction. The E-2C nose is longer than earlier variants to accommodate forward-looking Litton AN/ ALR-73 Passive Detection System (PDS) antennas. The other three antenna sets are located in the aft fuselage belly and on the outer face of the endplate fins. The flight deck is raised above the fuselage top line and has bulged side windows.
Behind the flight deck are racks of electronic equipment flanking a passageway leading to the Air Tactical Data System (ATDS) compartment. Three stations are lined up along the port wall for the radar operator, combat information officer, and air controller; each operator has a display. The extensive electronics fit requires its own vapor cycle cooling system, which has a large radiator housed in a pod mounted on the fuselage behind the flight deck.
The ALR-73 PDS is claimed to have twice the detection range of the APS-125/138 radar. The Litton AN/ ASN-92 Carrier Airborne Inertial Navigation System (CAINS) is used with the
AN/APN-153 Doppler navigation radar; other navigation information is supplied by the Lear-Siegler AN/ASN-50 Heading and Attitude Reference System (HARS).
The E-2 transmits its data to a carrier combat information center through two-way Collins AN/ARC-34 HF and ARC-158 UHF data links. The first E-2C fitted with the Joint Tactical Information Distribution System (JTIDS) flew in February
1990, with the first delivery scheduled in December 1990. Existing E-2Cs are scheduled for JTIDS installations beginning in 1993.
DEVELOPMENT •
The E-2C series was designated W2F until 1962. The aircraft’s initial operational capability (US Navy) was in 1965; its first flight (W2F-1) on October 21,1960; the later E-2C first flew on January 20, 1971. More than 100 E-2 aircraft have been built for the Navy.
In February 1987, the Navy announced the grounding of seven of its 91 aircraft and ordered flight restrictions for 10 more because of potential wing cracks. The problem was later determined to be confined to the first 80 aircraft built, and in December 1987, a $200-million contract was awarded to Grumman to strengthen the wings at the rate of 16 aircraft per year.
Four E-2Cs were loaned to the US Coast Guard from the US Navy for anti-drug-smuggling patrols from 1986 to October
1991. In FY1991, the four E-2Cs were deployed for a total of 293 days.
After an original plan for a $300-million contract to supply four E-2Cs to the Royal Thai Air Force, the plan was temporarily abandoned because of the high cost, but was revived in January 1992 with a $382-million letter of offer for three E-2Cs. Also operated by Egypt, Israel, Japan, Singapore, and Taiwan.
On December 17, 1991, an E-2C Plus set new class records in closed-course speed and time to altitudes. Over a 54-nrn (62-mi; 100-km) closed course, the E-2
averaged 324 kts (373 mph; 600 km/h),
which was 51 kts (59 mph; 95 km/h) faster than the old record. The aircraft
reached 9,842 ft (3,000 m) in 2 min 48
sec, 19,685 ft (6,000 m) in 5 min 37 sec, and 29,527 ft (9,000 m) in 10 min 1 sec.
VARIANTS • E-2A, E-2B, TE-2C, E-2C,
E-2C Plus, E-2T (Taiwan).
COMBAT EXPERIENCE •
Early E-2 aircraft were used extensively in Vietnam.
The E-2C was first used in combat by Israel when it controlled Israeli fighters during a dogfight with Syrian MiG-21s in June 1979, in which six MiGs were downed.
A Hawkeye from the US carrier Saratoga (CV 60) in November 1985 helped
track the terrorists from the Achille who were attempting to escape on an Egyptian civilian airliner; the E-2C vectored Navy F-14s that forced the airliner down.
In January 1989, an E-2C from the John F. Kennedy (CV 67) detected two Libyan MiG-23 Flogger fighter aircraft taking off from Al-Bunbah airfield near To-bruk. The E-2 directed two F-14 Tomcat
fighters toward the MiG-23s; the F-14s downed the MiGs after a series of evasive maneuvers.
A total of 27 E-2Cs were deployed on the aircraft carriers that launched strikes against Iraqi targets during Operation Desert Storm. The Hawkeyes flew 1,196 sorties, during which they vectored strike aircraft onto Iraqi naval units as well as forming part of the integrated airborne warning and control network over Iraq, Kuwait, Saudi Arabia, and the Persian Gulf. None was lost during the seven-week war.
SPECIFICATIONS •
MANUFACTURER Grumman Aerospace CREW 5 (2 pilots, combat information center officer, air controller, and radar operator or technician) ENGINES 2 Allison T56-A-425 or -427 turboprop
power 4-25: 4,910 equivalent shp
each (flat-rated to
4,508 eshp each) -427: 5,250 eshp each
internalfuel capacity
1,824 US gal (6,904
liters)
WEIGHTS
empty 37,678 Ibs (17,090 kg)
max takeoff 51,569 Ibs (23,391 kg) DIMENSIONS
wingspan extended: 80 ft 7 in (24.58 m)
folded: 29 ft 4 in (8.94
m)
length 57 ft 7 in (17.56m)
height rotodome raised: 18 ft 3
3/4 in (5.58 m) rotodome lowered: 16 ft
5!/2 2n (5.02 m2 wing area 700 ft2 (65.05 m2)
PERFORMANCE
max speed 326 kts (375 mph; 604
km/h)
cruise speed max: 311 kts (358 mph; 576 km/h) econ: 269 kts (310 mph; 499 km/h)
stall, power off
at takeoffweight: 97 kts (112 mph; 180
km/h)
at landing weight and approach power: 71 kts (82 mph; 132
km/h)
climb rate 2,515 ft/rain (767
m/min) time to 20,000ft (6,096 m)
13 min time to ceiling
33 min 30 seconds ceiling 30,800 ft (9,388 m) radius 175 nm (200 mi; 320 km)
with 3-4 hr on station ferry range 1,394 nm (1,605 mi; 2,583 km)
radar AN/APS-139
(APS-120/125/138 in early E-2C aircraft)
Sentry/AWACS (E-3)
The E-3 Sentry is the primary Airborne Early Warning (AEW) aircraft of the NATO alliance and is popularly known by the acronymAWACS (forAirborneWarn-ing and Control System). It is a Boeing 707 aircraft modified to carry an extensive mission avionics package to provide long-range target acquisition and identification, and control/communications for directing other combat aircraft to the targets.
The E-3 has a conventional planform with low wings swept 35° at the quarter-chord; they are mounted at a +7° dihedral. Along the crescent-shaped trailing edge are two sections of double-slotted flaps that flank the midspan flight aileron. The larger, low-speed aileron is outboard of the outer set of flaps. The tall, slightly swept fin has an antenna extending forward from the tip, and a large, powered rudder. The low, swept tailplanes have full-span elevators.
The four TF33 turbofan engines are mounted on pylons that extend ahead of the wing leading edge. The E-3 has an inflight refueling receptacle over the flight deck. The aircraft’s profile is dominated by the 30-ft (9.14-m) diameter rotodome mounted on two struts that rest on a reinforcement ring buried in the rear fuselage. The oval rotodome weighs 11,800 Ib (5,352 kg), is 6 ft (1.83 m) thick, and is mounted on a 7-ft 2-in (2.34-m) turntable at the top of the struts.
The rotodome’s central rectangular structure holds ancillary equipment; this structure is flanked by a Westinghouse AN/APY-2 slotted, phased-array antenna on one side and combined Eaton AN/ APX-103 Identification Friend or Foe (IFF) interrogator and Tactical Digital Information Link (TADIL-C) data link array for the Joint Tactical Information Distribution System (JTIDS) on the other. While in flight, but not in operation, the rotodome is hydraulically rotated at ‘/4 rpm to lubricate the bearings.
E-3 Sentry
U.S. GOVERNMENT DEPARTMENT OF DEFENSE
When the radar is operating, the rotation speed is 6 rpm.
All aircraft in the series are similar in appearance, varying only in the avionics package and engines. AWACS sold to Saudi Arabia and France have CFM56 engines. Some have been fitted with upgraded Electronic Counter-Counter-measures (ECCM) equipment.
DEVELOPMENT •
The aircraft’s initial operational capability was in 1976; its first flight with full mission capability was in October 1975.35 were built for the US Air Force, 18 for NATO, and five for Saudi Arabia. The Reagan administration’s 1985 sale of E-3 and KE-3 aircraft to Saudi Arabia was strongly opposed by many pro-Israeli congressmen, who believed the aircraft could be used against Israel in a future Arab-Israeli conflict. In December 1986, Great Britain ordered six E-3D AWACS aircraft with CFM-56 engines; an option for one additional aircraft was exercised later. Britain passed over its domestically produced Nimrod AEW in favor of the E-3D AWACS, leading to criticism that the Thatcher government was undercutting Britain’s own aircraft industry.
Negotiations with Pakistan over a potential transfer of the aircraft through sale or lease in 1987 did not occur because of congressional displeasure with Pakistan’s alleged nuclear weapons development program.
France ordered three E-3F AWACS in February 1987, later exercising an option for one more.
AWACS assigned to NATO service are registered in Luxembourg; these are the only aircraft operated directly by NATO.
VARIANTS •
E-3A, E-3A NATO Standard, Peace Sentinel (Saudi), E-3B, E-3C, E-3D Sentry AEW Mk 1 (British), E-3F
(French).
COMBAT EXPERIENCE •
On May 17, 1987, a Saudi AWACS detected the Iraqi Mirage jet that subsequendy attacked the USS Stark (FFG 31). A US liaison officer on board the AWACS requested the Saudis to vector interceptors against the Mirage, but the interception was not accomplished because command clearance was not obtained in time. Although the Reagan administration did not accuse the Saudis of foot-dragging in the incident, the noninterception was cited by some congressmen as grounds for opposition to sales of AGM-65 Maverick missiles to the Saudis. The proposal for the sale of Mavericks was withdrawn because of the likelihood that Congress would not approve it.
Four US Air Force AWACS aircraft were based in Saudi Arabia from 1987 to 1989
in support of US Navy convoys of re-flagged Kuwaiti oil tankers. They were withdrawn in April 1989.
In February 1990, at least five E-3s were deployed from Tinker AFB, Oklahoma, to Roosevelt Roads, Puerto Rico, to provide improved surveillance of drug-smuggling aircraft ships. The Air Force also stated that 40% of worldwide AWACS’ flying hours were being devoted to antidrug-smuggling surveillance.
US E-3s returned to the Persian Gulf in August 1990 as part of Operations Desert Shield/Desert Storm. Before Desert Storm began on January 17, 1991, Saudi and US E-3s coordinated air patrols flown by Saudi, US, and British fighter aircraft. By the end ofhostilities, 15 ofthe 33 US Air Force E-3s were supporting Desert Storm.
SPECIFICATIONS •
MANUFACTURER Boeing Aerospace CREW 17 (4 in flight crew, 13 in mission crew) ENGINES 4 Pratt & Whitney TF33-PW-
100A turbofan
maxpower 21,000 Ib (9,525 kg) static thrust each
internalfuel capacity
23,855 US gal (90,292
liters)
WEIGHTS
empty 170,277 Ib (77,236 kg)
max takeoff 325,000 Ib (147,417 kg) DIMENSIONS
wingspan 145 ft 9 in (44.42 m)
length 152 ft 11 in (46.61m)
height 42 ft 2 in (12.73 m)
wing area 2,892 ft? (269.02 m*) PERFORMANCE
max speed 473 kts (545 mph; 876
km/h)
cruise speed
416 kts (479 mph; 771
km/h)
on-station speed
327 kts (377 mph; 606
km/h)
stall speed, power off
129 kts (149 mph; 239
km/h)
climb rate 2,640 ft/min (805
m/min) on-station altitude
29,000 ft (8,839 m)
ceiling 41,900 ft (12,771 m) time on station at radius of1,000 nm (1,151 mi; 1,852km)
unrefueled: 6 hr 1 refueling: 14.4 hr
NEACP (E-4)
The NEACP (pronounced “kneecap”), the National Emergency Airborne Command Post, is a Boeing 747 fitted with communications equipment and antennas to act as the National Command Authority (NCA) operations center in the event of nuclear war. At the height of its operations, the alert staff consists of a Joint Chiefs of Staff (JCS) joint service operations team, a Defense Intelligence Agency (DIA) element, a flight crew from the former Strategic Air Command (SAC), a communications team from the former Air Force Communications Command, a maintenance crew, and security forces.
Aside from the markings, the only observable difference between the NEACP and a commercial 747 aircraft is the NEACP’s array of antennas and a small radome bulge on the rear of the upper flight deck. Like the 747, the NEACP features a fuselage with a distinctive upper-deck bulge, wings mounted low at mid-fuselage, a high single tailfin, and four engines mounted on wing pylons.
Internal modifications, however, are much more extensive. The interior of the NEACP has 4,350ft* (404.3 m2) of floor space and has been divided into six working compartments fore to aft that carry a total of 149,000 Ib (67,585 kg) of command-and-control and communications equipment. The NCA working area is located under the flight deck. Farther aft is a secure conference room and a briefing room. The operations team area has 31 console work areas. The communications control area is subdivided into a voice area and a data area. The rearmost compartment contains a technical control area on the left side forward and a mission crew rest area in the rear. The upper deck houses the flight deck and flight crew rest area.
The communications capability spans the frequency spectrum from Very Low Frequency (VLF) to Super High Frequency (SHF) systems, permitting the NEACP staff to contact almost all nuclear delivery systems directly. The systems have been hardened against Electromagnetic Pulse (EMP) effects. In February 1990, Rockwell Collins was awarded a contract to install an automatic data processing system in all four E-4Bs that is controlled by a Rolm Mil-Spec Hawk 32 computer system possessing a 1.2-gigabit memory and 32-bit processor. All NEACP aircraft are fitted with in-flight refueling capability to permit an endurance aloft of over 72 hours.
DEVELOPMENT •
The NEACP’s initial operational capability was in 1975; its first flight was on October 10, 1974. Three were completed as E-4A and later converted to E-4B, and a fourth E-4B was built subsequently, entering service in January 1980.
VARIANTS •
E-4A, E-4B.
SPECIFICATIONS •
MANUFACTURER Boeing
CREW 4 (pilot, copilot, navigator, flight engineer) +31 battle staff + command and technical support personnel (numbers vary)
ENGINES 4 General Electric F103-GE-
100 turbofan
maxpower 52,500 Ib (23,814 kg) static thrust each
internalfuel capacity
332,976 Ib (151,036kg)
WEIGHTS
max takeoff 803,000 Ib (364,232 kg)
DIMENSIONS
wingspan 195 ft 8 in (59.64 m) length 225 ft 2 in (68.63 m)
height 63 ft 5 in (19.33 m)
wing area 5,500 ft2 (511.0 m2)
PERFORMANCE
max speed 527 kts (607 mph; 977
km/h)
ceiling 45,000 ft (13,715 m)
range 7,100 nm (8,176 mi;
13,158 km) unrefueled
Hermes (E-6A)
The Hermes replaces the EC-130 in the TACAMO (Take Charge and Move Out) role of providing Very Low Frequency (VLF) radio relay to strategic missile submarines at sea.
The E-6A is a military version of the Boeing 707-320B aircraft, which also serves as the airframe for the E-3A AWACS (Airborne Warning and Control System); the two aircraft share approximately 75% of their airframe components. The aircraft will provide an on-station/all-ocean link between the US National Command Authority and the US Navy Trident submarine fleet.
The E-6 has a conventional planform with low wings swept 35° at the leading edge. Along the crescent-shaped trailing edge are two sections of double-slotted flaps that flank the midspan flight aileron. The larger, low-speed aileron is outboard of the outer set of flaps.
The tall, slightly swept fin has an antenna extending forward from the tip, and a large, powered rudder. The low, swept tailplanes have full-span elevators.
The four CFM turbofan engines are mounted on pylons that extend ahead of the wing leading edge. The E-6 can be refueled in flight; the large oil tanks on each engine permit a maximum refueled endurance of 72 hours.
In the TACAMO role, the E-6A has essentially the same VLF communications equipment as the EC-130Q, with two Trailing-Wire Antennas (TWA). The shorter wire is 4,000 ft (1,220 m) long and streams horizontally from a reel in the aft fuselage. The other wire is 26,000 ft (7,925 m) long and extends below the E-6; it is stabilized by a 95-lb (43.6-kg) drogue. Only the shorter wire is electrically charged, with energy reradiating from the longer wire.
To communicate with submarines, the wires are let out and the E-6 flies a low-speed, high-angle (30°-50°) bank; the object is to achieve 70% “verticality” for the main lower wire by having it stall into a near-vertical line. Wingtip pods on the E-6A contain satellite receiving antennas; the starboard pod also holds a General Instruments ALR-66 threat-warning receiver.
The Hermes is said to be more resistant to the electromagnetic pulses, gamma and neutron radiation, and blast and thermal effects of nuclear war than any other aircraft in service.
DEVELOPMENT •
The E-6A’s initial operational capability was in October 1990. 16 E-6A aircraft were funded, including a research-and-development aircraft. The prototype was rolled out on December
18, 1986, and its first flight was February
19, 1987.
In September 1990, Boeing announced a Navy order for 10 more E-6s, bringing the total to 16. An $85.5-million modification to a contract for seven E-6A “TACAMO aircraft weapons systems” was awarded to Boeing in July 1991.
In May 1991, the Navy announced the end of a 30-year policy of having a TAC-AMO aircraft continuously airborne, moving instead to a ground-based “strip alert” posture.
SPECIFICATIONS •
MANUFACTURER Boeing CREW 4 flight, 6 mission, 8 relief crew seats
ENGINES 4 General Electric/SNECMA CFM-56-2A2 (F108-CF-100) turbofan max power 22,000 Ib (9,979 kg) static thrust each
internalfuel capacity
23,855 US gal (90,299
liters)
WEIGHTS
empty 172,795 Ib (78,379 kg)
max takeoff 342,000 Ib (155,129 kg)
DIMENSIONS
tuingspan 148 ft 2 in (45.17 m) length 152 ft 11 in (46.62m)
height 42 ft 5 in (12.93 m)
wing area 3,050 ft2 (283.4 m2)
PERFORMANCE
speed cruise: 454 kts (523 mph;
842 km/h) max: 530 kts (610 mph;
982 km/h) orbit: 127-183 kts (146211 mph; 235-339
km/h)
ceiling. 40,000+ ft (12,192 m) range 6,350 nm (7,312 mi;
11,767km)
endurance 1,000 nm (1,152 mi;
1,853 km) radius with
10.5 hr of loiter
normal mission duration will be about 15 hr with in-flight refueling extending it to 29 hr radar AQS-133 Bendix weather radar
Joint-Stars (E-8A)
The E-8A aircraft carries the airborne elements of the Air Force and Army Joint Surveillance Target Attack Radar System (Joint-STARS). Joint-STARS (sometimes referred to as JSTARS) combines technologies developed in the Air Force’s Pave Mover and Army’s Standoff Target Acquisition System (SOTAS) programs.
The E-8A’s principal mission components are a Norden AN/APY-3 multi-mode Side-Looking Airborne Radar (SLAR); extensive on-board computer processing capability; and Command, Control, Communications, and Intelligence (C3I) links with ground-based commanders. The only noticeable indication of the aircraft’s particular role is the 30-ft (9.14-m) “canoe” ventral fairing for the APY-3 SLAR antenna, locatedjust aft of the nose gear.
The APY-3 has four Traveling Wave Tube (TWT) transmitters and 456 phase shifters; beams are scanned mechanically in elevation and electronically in azimuth. It can be operated as a Synthetic Aperture Radar (SAR), which has a wide, high-resolution field of view of +/-600. Smearing of the SAR image is countered through precision interferometry calibration and a Litton LR-85A Inertial Measurement System (IMS). Doppler Moving- or Fixed-Target Indicator (MTI/ FTI) processing is used to detect slow-moving targets amid the ground clutter.
At least 10 operator consoles are fitted in the aircraft; space and power are reserved for a total of 17 consoles. 23 different radio sets are provided, 16 of which are Magnavox Have Quick Electronic Countermeasures (ECM)-resistant, UHF radios; two of the five
VHF radios are SINCGARS and two more radios operate in HFband. Targeting information for Air Force use will be processed on board the aircraft and transmitted to other aircraft or missiles through a Joint Tactical Information Distribution System (JTIDS) data link.
DEVELOPMENT •
JSTARS’ development contract was awarded to Grumman Corp. in September 1985. Original planning called for 10 conversions, later revised to 22 newly built aircraft. First flight of E-8A (modified ex-commercial 707) was on April 1, 1988; first radar test flight was on December 22,1988. First flight of second test aircraft was on August 31, 1989. The first two prototypes were deployed to Saudi Arabia in January 1991 as part of Operations Desert Shield/Desert Storm.
Production E-8s were to be based on the Navy’s E-6 Hermes TACAMO aircraft (a 707-320 airframe with more powerful CFM turbofans). This plan was derailed in October 1989 when Boeing announced that it would end production of that airframe upon completion of British and French Airborne Warning and Control System (AWACS) aircraft in 1991.
Therefore, refitted used 707s are used; they are designated E-8Cs.
Other customers could include NATO, which operate s E-3 AWACS aircraft.
VARIANTS •
Pave Mover, SOTAS (Standoff Target Acquisition System), E-8B.
COMBAT EXPERIENCE •
Joint-STARS aircraft were deployed to Saudi Arabia but were limited to 20-hour flights because of cavitation problems in their engines. Despite this limitation and their untested systems, the Joint-STARS aircraft flew 12-hour missions beginning on January 14,1991. The two aircraft flew 54 missions totaling more than 600 flight hours; no mission was canceled because of system problems.
SPECIFICATIONS •
MANUFACTURER Grumman
airframe Boeing Military Airplane CREW 3 (pilot, copilot, navigator) +
10-15 surveillance technicians and
airborne operators (24 total during Operation Desert Storm) ENGINES 4 Pratt & Whitney JT3D tur-bofan
max power 18,000 Ib (8,165 kg) static thrust each
WEIGHTS
empty 172,795 Ib (78,378 kg)
mission payload
57,000 Ib (25,855 kg) max takeoff 342,000 Ib (155,129 kg)
DIMENSIONS
wingspan 148 ft 2 in (45.16 m) length 152 ft 11 in (46.61m)
height 42 ft 5 in (12.93 m)
wing area 3,050 ft2 (283.4 m2) PERFORMANCE
max speed 530 kts (610 mph; 981
km/h)
cruise speed
455 kts (523 mph; 842
km/h)
ceiling 42,000 ft (12,800 m)
unrefueled range
6,700 nm (7,715 mi; 12,415 km) endurance unrefueled: 11 hr
refueled: 21 hr radar Norden Systems APYA3
Prowler (EA-6B)
The EA-6B is a modified Intruder design with significantly more Electronic Warfare (EW) /Electronic Countermeasures (ECM) capability than the earlier EA-6A variant of the A-6 Intruder.
The EA-6B layout resembles that of the A-6 but has a 4-ft 6-in (1.37-m) longer fuselage to accommodate two more crew members. The wing is mounted at mid-fuselage height and has a modest 25° sweep at the quarter-chord. Nearly the entire leading edge is occupied by slats; virtually all of the trailing edge has single-slotted, semi-Fowler-type flaps. Spoilers that run parallel to the flaps provide roll control when operated differentially, lift dumping when operated collectively. The rear half of each wingtip can be opened into upper and lower halves, thus acting as air brakes.
The fin leading edge has a slight sweep aft; the trailing edge, with its inset rudder, sweeps slightly forward. The all-moving tailplanes are slightly swept and are mounted on the fuselage ahead of the rudder hinge line.
The two J52 turbojet engines are contained in pods under the wing, flanking the fuselage; the airflow is a straight line from intake to exhaust. Each intake, headed by a boundary-layer splitter plate, is mounted in a cheek position below the rear cockpit; the exhausts appear beyond the wing trailing edge on either side of the fuselage. Each of the two J52s used in the EA-6B develops 1,900 Ib (822 kg) more thrust than those installed in the A-6.
Both wings have integral fuel tanks, and there is additional tankage in the fuselage behind the cockpit and near the center of gravity. Prowlers are fitted with an in-flight refueling probe mounted immediately forward of the cockpit.
The fuselage has a bulged cockpit with a short radome well forward. The pilot and an Electronic Countermeasures Officer (ECMO) fly side by side in the front cockpit while two more ECMOs are seated in the rear, side-by-side cockpit. The canopy enclosing the forward cockpit is essentially unchanged from die Intruder, while the rear canopy provides side and top visibility only; both canopies are hinged at the rear.
The retractable main gear units fold forward and inward into the intake pod; the nose gear retracts to the rear. The arrester hook swings down from a fuselage point midway between the wing trailing edge and the tail.
The Prowler’s extensive ECM capability derives from successive generations of the Raytheon AN/ALQ:99 Tactical Jamming System (TJS) known as the Basic, EXCAP, and ICAP-1 phases. Some earlier EA-6Bs have been upgraded to ICAP-2.
All EA-6B variants have the distinctive pod mounted atop the tailfin that holds the receivers and antennas for Bands 4-9 (known as the System Integrated Receiver/SIR group); antennas for Bands 1 and 2 are mounted on the fin below the pod. Overall coverage ranges from A through I bands.
Information on specific enemy emitters likely to be encountered is fed into the ALQ-99 system by the Tactical EA-6B Mission Planning System (TEAMS) before launch.
Up tofivejamming pods can be carried on four wing pylons and a centerline fuselage hardpoint; each external-stores station has a capacity of 3,600 Ib (1,633 kg). In ICAP-2 aircraft, each pod has a universal exciter capable of generating signals in any of seven frequency bands; a colocated transmitter can jam in two bands simultaneously.
The weight of internal avionics/EW equipment totals 8,000 Ib (3,629 kg) in addition to 950 Ib (431 kg) for each pod. Wing pylons can also be used for fuel tanks or AGM-88 HARM antiradar missiles; the latter were introduced in 1986.
The front seat ECMO is responsible for navigation using information supplied by the Norden AN/APS-130 radar mounted in the nose, and self-defense counter-measures dispensing with the Lundy AN/ ALE-29 chaff/infrared decoy dispenser. The Prowler is also fitted with the Litton AN/ASN-130 Carrier Aircraft Inertial
Navigation System (CAINS).
DEVELOPMENT •
The EA-6B has undergone a number of EW system upgrades since the original configuration, with these modifications being given the designations EXCAP (Expanded Capability), first delivered in 1973, ICAP-1
(Improved Capability), first delivered in 1976, and ICAP-2, first delivered in 1984.
These upgrades respond to changing foreign radar/SAM threats. By 1979 all
earlier aircraft were updated to ICAP-1 configuration; the ICAP-2 became operational in 1984.
ADVCAP (Advanced Capability) was planned for an initial operational capability of 1993-94. Funding plans for re-manufactured EA-6Bs consist of one in FY1991, three in FY1993, eight in FY1994, and 12 in FY1995-2002.
The aircraft’s first flight was on May 25, 1968, and its initial operational capability was in July 1971. The EA-6B continues in production. The EA-6B name was changed from Intruder to Prowler in February 1972.
VARIANTS •
EA-6B, Extended Capability EA-6B (EXCAP), Improved Capability EA-6B (ICAP-1), ICAP-2, Advanced
CapabilityEA-6B (ADVCAP). COMBAT EXPERIENCE • Prowlers
from two squadrons saw service in the Vietnam War beginning in June 1972. They flew 720 sorties, conducting EW missions for USAF B-52 Stratofortress bombers as well as for US Navy attack aircraft.
In October 1983, four Prowlers from the USS Independence (CV 62) operated in support of the US landings in Grenada.
On October 10,1985, EA-6Bs provided Electronic Support Measures (ESM) protection for four F-14s from the aircraft carrier USS Saratoga (CV 60) that forced an EgyptAir Boeing 737 to land at Sigonella AB in Sicily. The airliner was carrying the four terrorists who hijacked the cruise ship Achille and killed American Leon Klinghoffer.
In April 1986, Prowlersjammed Libyan radars while aircraft from the Coral Sea and the USS America (CV 66) struck at five targets in Libya in retaliation for alleged Libyan involvement in a terrorist bombing in West Berlin.
On April 18, 1988, EA-6Bs from the USS Enterprise (CVN 65) were used to jam Iranian Ground Control Intercept (GCI) radars, surface-to-air missile guidance radars, and communications systems during daylong action against Iranian frigates and missile boats.
The combination of the ALQ-99 now fitted in the Prowlers and the ability to fire HARMs made these aircraft the most effective EW aircraft used during the Operation Desert Storm conflict. 39 Prowlers—27 operating from six aircraft carriers and 12 flying from Marine Corps shore bases—jammed Iraqi air defenses during the air campaign that began on January 17, 1991. EA-6Bs also fired more than 150 HARM missiles. In more than 4,600 flying hours, Navy Prowlers flew 1,132 sorties, and Marine Corps aircraft amassed 516. None was lost during the seven-week war.
SPECIFICATIONS •
MANUFACTURER Grumman Aircraft CREW 4 (pilot, navigator, 2 electronic
systems operators) ENGINES 2 Pratt & Whitney J52-P-408
turbojet
maxpower 11,200 Ib (5,080 kg) static thrust each
WEIGHTS
empty 32,162 Ib (14,588 kg)
takeoff with 5 pods: 54,461 Ib (24,703 kg)
max: 65,000 Ib (29,484
kg)
DIMENSIONS
wingspan 53 ft (16.15 m) length 59 ft 10 in (18.24m)
height 16 ft 3 2in (4.95 m2)
wing area 528.9 ft2 (49.1 m2)
PERFORMANCE
max speed clean: 566 kts (651 mph; 1,048 km/h)
with 5 pods; 532 kts (613
mph; 987 km/h) at sea level
cruise speed
419 kts (483 mph; 777
km/h)
stall speed, clean, power on
flaps up: 124 kts (143 mph; 230 km/h)
flaps down: 84 kts (97
mph; 156 km/h) climb rate clean: 12,900 ft/min
(3,932 m/min) with 5 pods: 10,030 ft/
min (3,057 m/min) ceiling clean: 41,200 ft (12,550 m)
with 5 pods: 38,000 ft
(11,580m) range with max external load,
20 min at sea level: 955
nm(l,099mi; 1,769 km)
ferry, max fuel: 1,756 nm
(2,022 mi; 3,254 km)
(tanks retained); 2,085
nm (2,400 mi; 3,861
km) (tanks dropped) armament 2 HARM AGM-88A antiradar missiles
radar AN/APS-130
Looking Glass (EC-135/RC-135)
The EC-135/RC-135 series of research and special-purpose electronics aircraft are conversions of the basic C-135/ KC-135 family of aircraft. The C-135 design is related to the Boeing 707 commercial airliner series, which evolved from the same design program.
The EC-135 has a conventional plan-form with low, swept wings, swept 35° at the leading edge. Along the straight trailing edge are two sections of double-slotted flaps that flank the midspan flight aileron. The larger, low-speed aileron is outboard of the outer set of flaps. The tall, slightly swept fin has an antenna extending forward from the tip, and a large, powered rudder. The swept tail-planes have inset elevators.
The four turbojet or turbofan engines are mounted on wing pylons. Many of the EC-135 variants retain tanker equipment, which includes the long refueling boom mounted under the rear fuselage.
The EC-135/RC-135 aircraft are used for Electronic Warfare (EW), Electronic Intelligence (ELINT), and Airborne Command Post (ACP) missions and have a number of blisters, antennas, and ra-domes, depending on the specific mission.
DEVELOPMENT •
The aircraft’s initial operational capability was in 1957, and its first flight was on August 31, 1956. Production ended in 1965.
From February 3, 1961, to July 24, 1990, at least one Looking Glass aircraft (EC-135C) was airborne at all times. The procedure was changed to maintaining a Looking Glass air ground alert and flying random sorties.
Operated by the US Air Force and Navy.
VARIANTS •
KC-135A, C-135A, EC-135,
EC-135A/G/H/P (command posts),
EC-135C/J, EC-135E, EC-135K, EC-135L, EC-135Y, NC-135A (nuclear research), NKC-135, NKC-135A, RC-135 (EW/
ELINT), RC-135B/C/D, RC-135E, RC-135M, RC-135S (Cobra Ball), RC-135T,
RC-135U (Combat Scent), RC-135V, RC-135W (RivetJoint), RC-135X (CobraEye, Advanced Range Instrumented Aircraft [ARIA]), EC-135B/N, EC-18, EC-18B,
EC-18C, EC-18D (Pacer Link/Pacer
Power), Big Crow.
COMBAT EXPERIENCE • In August 1990, RC-135s were sent to the Persian Gulf as part of Operation Desert Shield. ELINT/COMINT RC-135U Combat Scent, RC-135V, and RC-135W RivetJoint aircraft conducted surveillance along the Iraqi border in the months before Desert Storm. They were also part of the integrated airborne surveillance, warning, and control network that dislocated the Iraqi air defense network during the seven-week war.
SPECIFICATIONS •
MANUFACTURER Boeing Military Airplane
CREW 3 (pilot, copilot, navigator) + 15
crew
ENGINES
4 Pratt & Whitney J57-59W or -43W turbojet
or 4 Pratt & Whitney TF33 or JT3D turbofan
maxpower J57: 13,750 Ib (6,237 kg) static thrust each
TF-33/JT3D: 18,000 Ib (8,165 kg) static thrust
each
WEIGHTS
empty 98,466 Ib (44,664 kg)
maxpayload 89,000 Ib (40,370 kg)
max takeoff 322,500 Ib (146,285 kg) DIMENSIONS
wingspan 130 ft 10 in (39.88 m) length 134 ft 6 in (40.99 m)
height 38 ft 4 in (11.68m)
wing area 2,433 ft2 (226.0 m2)
PERFORMANCE cruise speed
461 kts (530 mph; 853
km/h)
max speed 508 kts (585 mph; 941
km/h)
climb rate at sea level
max: 1,290 ft/min (393
m/min) 1 engine out: 580 ft/min (177 m/min) time to 30,500ft (9,300 m) 27min
ceiling 36,000 ft (10,900 m) radius 2,998 nm (3,450 mi;
5,552 km)
Raven(EF-lllA)
The General Dynamics/Grumman EF-111A Tactical Jamming System (TJS) is based on the F-l 11A variable-geometry strike aircraft. 42 aircraft were extensively modified to carry a comprehensive Electronic Warfare (EW) suite that detects, locates, classifies, and counteracts hostile radars. The Raven is designed to perform three missions: barrier standoff, in which the aircraft remains on the “friendly” side of the battle line while it jams enemy emitters; deep penetration, in which the Raven flies with the strike aircraft well into hostile airspace; and close support, in which the aircraft loiters in a target area, detecting and jamming emitters.
The EF-111 retains many of the advantages of the basic F-lll design. Its high wing loading and low-aspect ratio at full aft sweep makes the aircraft relatively insensitive to low-level turbulence, which extends its low-altitude, terrain-following flight endurance. Mach 2 speed permits it to accompany strike aircraft flying their optimum penetration profiles. Finally, the EF-lll’s large fuel capacity and variable sweep allow it to remain on station for hours.
In low-level flight, the primary avionics unit is the Texas Instruments radar suite fitted in the nose radome; this fit consists of an AN/APQ-160 attack radar and two AN/APQ-110 Terrain-Following Radar (TFR) scanners. Other avionics include an AN/AJQ-20A Inertial Navigation System (INS), Honeywell AN/APN-167 radar altimeter, AN/APX-64 Identification Friend or Foe (IFF) transponder, and Collins AN/ARN-118 TACAN. Coordination of avionics and EW equipment is managed by three IBM 4 Pi general-purpose digital computers.
The TFR has been upgraded and designated the AN/APQ-171; the GE attack radar was modified as the AN/APQ-169 with pulse compression and narrow pulse widths. In addition, the aircraft has been refitted with the Honeywell H-423 ring laser gyro INS, Global Positioning System (GPS) receiver, and two digital computers with dual-redundant multiplex buses.
The pilot and the Electronic Warfare Officer (EWO) sit side by side in a pressurized escape pod under a gull-wing canopy. The EWO commands the 6,500 Ib (2,950 kg) of full-spectrum jamming equipment. A 16-ft (4.88-m) long pallet fitted into the weapons bay holds the 10 transmitters and five multiband exciters of the Raytheon ALQ-99E tactical jamming system; the pallet can be lowered for servicing. The bottom of the pallet is covered by a “canoe” radome that creates a shallow bulge in the aircraft’s profile.
A 600-lb (273-kg) System Integrated Receiver (SIR) pod constructed by Cana-dair is mounted on top of the fin. The SIR pod (known as the football) holds the ALQ-99 receivers and forward, lateral, and aft-facing ALQ-99 antennas. ALQ99 Band 1 and Band 2 antennas are fitted in fairings on the sides of the fin. The football also contains lateral antennas for the Dalmo Victor AN/ALR-62(V) series Terminal Threat Warning System (TTWS), and the aft-facing Cincinnati Electronics AN/ALR-23 infrared tail-warning receiver.
Other ALR-62 antennas are mounted in “bullets” on the trailing edges of the tailplanes and in small side-by-side bullets fitted on the fuselage behind the cockpit. The fuselage bullets also house antennas for the Sanders AN/ALQ-137 internal noise/deception jammer; other ALQ-137 antennas are fitted in the forward fuselage sides and at the aft ends of the tailplane root fairings, outboard of the engines. General Dynamics AN/ALE-28 chaff dispensers are fitted in die tailplane root fairings, ahead of the ALQ137 antenna.
Unlike the F-lll series, the EF-111A
has no attack or self-defense armament. The two stores pylons under each wing swivel with the wing sweep. The inboard pylons usually carry 600-US gal (2,271-liter) external fuel tanks; the outboard pylons carry data link pods.
DEVELOPMENT •
The EF-lll’s initial operational capability was in 1982, and its first flight was on March 10,1977. 42 were converted from the F-l 11A. In February 1991, the US Air Force announced that all EF-llls would be assigned to the Nebraska Air National Guard as part of a general paring down of F-lll numbers.
VARIANTS •
F-lll, FB-111, EF-111 ECM upgrade, EF-111 ECM Upgrade II.
COMBAT EXPERIENCE •
Three EF-lllAs of the 42nd and 66th Electronic Combat Squadrons took part in the April 15, 1986, raid against Libya, jamming all surveillance radars in and around Tripoli.
EF-llls from the 390th Electronic Combat Squadron jammed Panamanian radars during the first hours of Operation Just Cause, the December 1989 military ouster of General Noriega.
EF-llls from the same squadron were based in Saudi Arabia as part of Operations Desert Shield/Desert Storm. On January 17, 1991, these aircraft (and EA-6B Prowlers) led Operation Desert Storm air assault formations against Iraqi targets, effectivelyjamming Iraq’s air defense system. Iraqi interceptors that took off to look for the Ravens were detected by E-3 AWACS airborne warning aircraft radar operators, who warned allied aircraft. EF-111s used their terrain-following ability to elude Iraqi aircraft, air-to-air, and surface-to-air missiles. One EF-111 was lost to noncombat causes during the seven-week war.
SPECIFICATIONS •
MANUFACTURER Grumman CREW 2 (pilot, navigator) ENGINES 2 Pratt & Whitney TF30-P-3 turbofan
max power dry: 10,750 Ib (4,876 kg) static thrust each with afterburner: 18,500
Ib (8,391 kg) static
thrust each
maxfuel capacity
4,998 US gal (18,919 liters)
WEIGHTS
empty 55,275 Ib (25,072 kg) combat weight
70,000 Ib (31,751kg) max takeoff 88,948 Ib (40,346 kg)
DIMENSIONS
wingspan 63 ft (19.2 m)
(extended); 31 ft 11 in
(9.74m) (swept) length 76 ft (23.16m)
height 20 ft (6.1 m)
•wing area 525 ft* (48.77 m*)
PERFORMANCE
max speed at 35,000ft (10,668 m) 1,227 kts (1,412 mph; 2,274 km/h) or Mach 2.15
basic speed at 35,000ft (10,668 m)
1,196 kts (1,377 mph; 2,216 km/h) or Mach 2.1 max combat speed at sea level
794 kts (914 mph; 1,471 km/h) or Mach 1.2 average speed over combat area
barrier standoff: 321 kts (370mph;595km/h) deep penetration: 507 kts
(584 mph; 940 km/h) close support: 462 kts (532 mph; 856 km/h) stall speed, power off
143 kts (164 mph; 264
km/h)
max rate of climb at combat weight
ll,000ft/min (3,353
m/min) ceiling at combat weight
45,000 ft (13,715 m) radius barrier standoff, 4-hr
loiter: 200 nm (230 mi; 371km) close support, 1-hr loiter: 623 nm (717 mi; 1,155 km)
deep penetration: 807 nm (929 mi; 1,495 km) radar AN/APQ-169 attack
AN/APQ-171 terrain-
following
Viking (ES-3A)
The ES-3A Viking is an adaptation of the carrier-based S-3 Viking maritime patrol aircraft to the Electronic Intelligence (ELINT) intercept mission. They replaced the aging EA-3 Skywarriors that entered service in 1960. The ES-3A is the platform for the airborne part of the Battle Group Passive Horizon Extension System (BGPHES).
The basic S-3 design reflects the need to cruise at patrol speeds for long periods of time, to carry a comprehensive set of sensors, to take off and land on a carrier deck, and to occupy as little deck and hangar space as possible. The aircraft has a shoulder wing with a modest 15° sweep and 3° 50-min incidence at the root washing out to -3° 50 min at the tip. The wings have asymmetrical wing fold points outboard of the engines such that the left wing is behind the right wing when both outer wings are folded over the center section. The folding section has leading-edge flaps extending to the tip; the trailing edge has two sections of single-slotted, Fowler-type flaps inboard of the ailerons. Spoilers fitted above and below the middle third of the wing help roll control and are used for lift dumping; the Direct Lift Control (DLC) uses the upper surface spoilers for flight path refinement without pitch change during carrier approaches. Each wingtip has a pod containing antennas relating to the aircraft’s AN/ALR-76 Electronic Support Measures (ESM) suite.
All tail surfaces are mildly swept. The aerodynamic surfaces are close-coupled, which necessitates a tall, broad-chord fin and rudder that have a fold joint that angles down from a point one-third of the way up the leading edge ofthe fin; the folding section includes the balanced rudder. The large tailplanes have horn-balanced elevators. All control surfaces are hydrau-lically powered and are harmonized by the dual-channel Automatic Flight Control System (AFCS) autopilot and yaw damper.
The two high-bypass turbofan engines are mounted on pylons below the wing center section. The turbofans are based on the T64 turboshaft fitted in several US helicopter designs and have low fuel consumption and high reliability. An internal fuel tank is in each wing; drop tanks can be mounted on each wing stores pylon. A retractable, midair refueling probe is housed over the cockpit windshield.
The boxy, semimonocoque fuselage has a sturdy keel on the centerline that divides the weapons bay in half. The four crew members fly in individual McDonnell Douglas Escapac ejection seats forward ofthe wing. An arrester hook swings down from a two-point anchorage under the tail. The modified F-8 Crusader main gear legs fold in and back into fuselage wells; the two-wheel nose gear retracts to the rear behind the radome.
Approximately 6,000 Ib (2,722 kg) of EW equipment is installed, replacing approximately 3,000 Ib (1,361 kg) of ASW equipment. The avionics and electronics come from several sources. The Texas Instruments AN/APS-137 Inverse Synthetic
Aperture Radar (SAR), the IBM AN/ ALR-76 Radar-Warning Receiver (RWR) with eight wingtip antennas, and the TI OR-263 Forward-Looking Infrared (FLIR) ball were developed for the S-3B upgrade.
For ELINT operations, the ES-3A is fitted with 63 antennas. The weapons bay doors are being removed and replaced by bulged fairings, and a dorsal hump will hold an omnidirectional receiver aerial. Other ELINT conical antennas protrude from the sides of the aircraft ahead of die tail. Many of the avionics systems are being carried over from the Lockheed EP-3E Aries upgrade program, including the entire mission avionics suite, the AN/ AYK-14 digital computers, displays, and recording equipment. The BGPHES wideband common data link will be supplemented with UHF voice and UHF and HF data links using Link 11.
DEVELOPMENT •
The aircraft’s initial operational capability was in 1992, a year later than originally scheduled; its first flight of the aerodynamic prototype was in May 1989; first flight with full avionics in March 1990. Conversion of 16 aircraft began in March 1988, scheduled to complete mid-1992.
Flight test of the first conversion began in January 1992 after delivery six months behind schedule. The gap would close over the next four aircraft, with the sixth being delivered according to the original schedule.
VARIANTS •
S-3A, ES-3A.
SPECIFICATIONS •
MANUFACTURER Lockheed Aeronautical Systems
CREW 4 (2 pilots, tactical coordinator, systems operator)
ENGINES 2 General Electric TF34-
GE-400 turbofan
maxpower 9,275 Ib (4,207 kg) static thrust each
WEIGHTS
empty approx 29,000 Ib (13,154
kg)
max takeoff 52,539 Ib (23,831 kg)
DIMENSIONS
wingspan 68 ft 8 in (20.93 m) length 53 ft 4 in (16.26m)
height 22 ft 9 in (6.94 m)
wing area 598 ft2 (55.96 m2) PERFORMANCE cruise speed
348 kts (400 mph; 644 km/h)
max speed 440 kts (506 mph; 814
km/h)
ceiling 40,000 ft (12,192 m) range 3,000 nm (3,452 mi;
5,556 km) armament not armed avionics ELINT equipment
Guardrail (RC-12/RU-21)
The Guardrail and Improved Guardrail aircraft are based on the Beechcraft King Air and Super King Air series of turboprop executive transports. The basic design has been modified to carry several variants of the Electromagnetic Systems Laboratories (ESL) AN/USD-9 Guardrail Electronic Intelligence (ELINT) and Signals Intelligence (SIGINT) system. The RU-21H flies the Guardrail V while the RC-12D carries the Improved Guardrail V (IGRV). The Army introduced the
Guardrail Common Sensor (GRCS) in theRC-12KinFY1991.
The RU-21 is derived from the King Air
90 and 100 series, while the later RC-12
was developed from the Super King Air 200. (Three Super King Airs were procured as RU-21J but were later redesig-nated.) Both series have a low wing, but the RC-12 series has a higher aspect ratio (9.8 versus 7.6). Most of the difference is realized in a change in the planform of the center section from a swept leading edge to a rectangular layout and slimmer outer panels. Both series have two sections of trailing-edge flaps inboard of ailerons.
The tail group on the RU-21s consists of a swept vertical tail with full-height, balanced rudder. The large, slightly swept horizontal tailplanes are mounted low on the fuselage and have full-span, balanced elevators. On the RC-12s, the vertical tail is broader with a broad, full-height rudder and a larger dorsal fillet. The horizontal surfaces are carried at the top of the fin and have similar planform
to those of the RU-21s.
RU-21s have a relatively stubby fuselage, while the RC-12s are longer. All Beech King Airs and Super King Airs have the characteristic sloping nose leading to a raked windshield. All have two Pratt & Whitney Canada PT6 series free-turbine turboprop engines in long nacelles that also contain the main-landing-gear bays. The nose gear retracts to the rear.
The SIGINT equipment varies greatly among models, as does the avionics fit. The RC-12D has the Improved Guardrail V system—USD-9(V) 2—that operates in the 20-75, 100-150, and 350-450 MHz frequency bands. Ground support equipment includes the AN/TSQ-105(V)4 threat processing facility, AN/TSC-87 tactical commander’s terminal, and the
AN/ARM-63(V)4 flightlinevan.
An Aircraft Survivability Equipment
(ASE) suite includes the ITT AN/
ALQ-136 Electronic Countermeasures (ECM), a Sanders AN/ALQ-156 Missile-Warning Set (MWS), and the Northrop AN/ALQ-162 ECM set. The Inertial Navigation System (INS) is the Delco AN/ ASN-119 Carousel IV-E. Wingtip pods carry part of die ASE antenna system as well as the AN/ARW-83 airborne data relay antennas. Vertical dipole Guardrail antennas are on each wing and behind the tail.
None of the Guardrail variants is armed.
DEVELOPMENT •
The RU-21 initial operational capability was in the late 1960s and the RC-12D’s was in 1983; the first flight of the RU-21 A was in March 1967. Production of the RC-12K continues, as do update programs for the RU-21 H and the RC-12D.
King Airs are in US Army, Navy, and Air Force service as C-12 Hurons and U-21 Utes, operating as light utility/liaison aircraft.
VARIANTS • RU-21A, RU-21B, RU-21C, RU-21D, RU-21E, RU-21H, RU-21J, RC-12D (Improved Guardrail V), RC-12F (Navy), RC-12G (Army), RC-12H, RC-12K (GuardRail Common Sensor/
GRCS or Guardlock, for ELINT and COMINT),RC-12M.
COMBAT EXPERIENCE • Guardrail aircraft were deployed to Saudi Arabia during Operation Desert Storm in 1991,
but the number of aircraft and missions conducted was not made public.
SPECIFICATIONS •
MANUFACTURER Beech Aircraft
CREW 2 ENGINES
RC-12D: 2 Pratt & Whitney PT6A-42
turboprop RC-12K: 2 Pratt & Whitney PT6A-67
turboprop max power RC-12D: 850 shp each
RC-12K: 1,100 shp each
WEIGHTS
mission payload
RC-12D: 2,027 Ib (919 kg) RC-12K: 1,413 Ib (640 kg)
max takeoff RC-12D: 14,200 Ib (6,441 kg)
RC-12K: 16,000 Ib (7,257
kg)
DIMENSIONS
wingspan 54 ft 6 in (16.61 m); with pods, 57 ft 10 in (17.31
m)
length 43 ft 9 in (13.34 m)
height 15 ft (4.57 m)
wing area 303 ft2 (28.15 m2) PERFORMANCE
cruise speed
RC-12D: 200 kts (230
mph; 371 km/h)
RC-12K: 250 kts (288
mph; 463 km/h) ceiling more than 27,000 ft
(8,230 m)
range 1,200 nm (1,382 mi;
2,224 km) endurance 5.8 hr
Blackbird (SR-71)
The SR-71, a high-speed, high-altitude strategic reconnaissance aircraft, was one of the world’s fastest airplanes, holding several speed and altitude records before its retirement.
The SR-71 was popularly known as the Blackbird because of its black heat-
Lockheed SR-71 Blackbird
LOCKHEED CORPORATION
emissive surface, but this nickname was unofficial. The SR-71 was the successor to the Lockheed U-2, which was also a product of the famed Lockheed “Skunk Works.”
The SR-71 was an unconventional design with a long, tapering fuselage of very small cross section blending into a delta wing with rounded wingtips. The forward part of the fuselage is flattened and has sharp chines along each side. An engine nacelle is blended into the middle of each wing, and each supports a low tail-fin, canted slightly inward. Skin temperatures on the fuselage rise considerably during high-altitude, high-speed flight, and the fuselage stretches 11 in (280 mm) as a result.
The engines are continuous-bleed afterburning turbojets with large center-body cones; they require special JP-7 fuel.
The immense amount of fuel needed fills most of the fuselage and acts as a heat sink. The aircraft can be refueled in flight.
The Blackbird has no horizontal stabilizers but has a relatively deep under-fuselage, retracting ventral fin and two shallow underengine fins. Construction is mainly of titanium, to resist the stresses of upper atmospheric flight, and composites are used in the remainder of die surface components.
Reconnaissance instrumentation is normally contained internally, with a minimum of bulges or blisters that add drag in flight. It is believed to include Side-Looking Airborne Radars (SLAR) and infrared linescanning equipment that can be interchanged. The two-seat tandem cockpit also presents a minimal profile, with the systems officer position having side windows only. Sensors provide coverage of up to 100,000 mi2 (259,000 km2) in one hour.
DEVELOPMENT •
The SR-71′s initial operational capability was in 1966; first flight as the YF-12A was on April 26, 1962. Although actual numbers are not available, best estimates suggest about 32 SR-71s were produced, including variants. Approximately 20 were in the inventory when the type was retired, of which eight or nine were operational at any one time.
Because of its flight profile and exotic design, the SR-71 was a maintenance-intensive aircraft, with a relatively long turnaround time between missions. Early efforts to develop the Blackbird into a high-performance interceptor foundered because of this, as well as its long-runway requirement and relatively low weapons payload.
In January 1989, the Air Force announced that it would retire all SR-7ls effective October 1989. The final operational flight was on January 18, 1990, at Kadena AB, Okinawa. One aircraft was offered to a British museum, another to a museum in Japan. The rest returned to California. Later congressional action led to 3 SR-7ls being restored to U.S. Air Force service in 1995.
VARIANTS •
YF-12A, YF-12C, SR-71A, SR-71B (two-seat trainer), SR-71C (two-seat trainer).
SPECIFICATIONS • MANUFACTURER Lockheed-California CREW 2 (pilot, reconnaissance systems officer)
ENGINES 2 Pratt & Whitney JT11D-20B continuous-bleed turbojet max power 23,000 Ib (10,440 kg) each dry 32,500 Ib (14,755 kg) each with afterburner
WEIGHTS
empty 60,000 Ib (27,240 kg)
max takeoff 170,000 Ib (77,180 kg)
DIMENSIONS
wingspan 55 ft 7 in (16.95 m) length 107 ft 5 in (32.74 m)
height 18 ft 6 in (5.64 m)
wing area 1,800 ft2 (167.4 m2)
PERFORMANCE
speed max: Mach 3+
approach: 180 kts (207
mph; 384 km/h) touchdown: 150 kts (173 mph; 278 km/h) ceiling 80,000 ft (24,400 m) turn radius at Mach 3
78-104 nm (90-120 mi; 145-193 km) typical operating radius
l,043nm (1,200 mi; 1,931 km) range 2,607 nm (3,000 mi;
4,828 km)
maxfuel consumption per hr
8,000 US gal (30,280
liters)
TR-l/U-2
The U-2R is a long-range, high-altitude strategic reconnaissance aircraft that is a primary component of the US national technical means of strategic intelligence collection, including Communications
Intelligence (COMINT) and Electronic Intelligence (ELINT). US Air Force
TR-ls were originally designed for high altitude standoff ELINT, COMINT, and surveillance missions in Europe, providing the capability for day/night, all-weather surveillance without having to overfly the target. The two aircraft missions and designators were merged as U-2R in late 1991.
The design features midmounted, double-tapered, high-aspect-ratio wings designed to function like sailplane wings; the aircraft can soar without power to extend its range. 70% of the wing trailing
TR-1
U.S. GOVERNMENT DEPARTMENT OF DEFENSE
edges are fitted with slotted flaps inboard of long ailerons; the U-2R has spoilers fitted ahead of the flaps that assist roll and also act as lift dumpers. The lift/drag ratio of the later U-2R is reportedly as high as 27:1. The U-2R has a significantly larger wing than the earlier U-2 with integral fuel tanks and slender, permanently fitted “superpods” spliced into the wing structure at midspan. The pods carry sensor equipment and up to 105 US gal (398 liters) of fuel.
The tall fin has a slightly swept leading edge and inset rudder. The double-tapered horizontal tailplanes are mounted at the base of the fin and have balanced, full-span elevators. The U-2R has a taller fin than the earlier U-2 and a revised tailplane attachment structure. Air brakes are fitted on the lower fuselage sides ahead of the tailplanes. At the U-2′s service ceiling, the difference between the never-exceed (Vne) and the stall speeds is 5 kts (6 mph; 8 km/h); the U-2R reportedly has a greater margin.
The fuselage has a sloping nose up to a small cockpit. The rest of the fuselage has a circular section and is flanked by D-sec-tion engine air intakes. These feed the single turbojet engine that is installed in the aft fuselage. In May 1990, the Air Force decided to retrofit approximately 40 U-2R/TR-ls with the 19,000-lb (8,618kg) F101-GE-F29 engine under a $160-million program that had deliveries beginning in 1992. The retrofit improved the aircraft’s thrust-to-weight ratio, reduced specific fuel consumption, raised the operating ceiling to more than 100,000 ft (30,480 m), and increased maximum range to more than 3,474 nm (4,000 mi; 6,437 km).
Most surveillance U-2s were fitted with a “sugar scoop” lip to the exhaust nozzle to reduce the aircraft’s infrared signature from below. The U-2R enjoyed a 100% increase in fuselage volume over its predecessors.
The U-2 gained notoriety as one of the most difficult aircraft to land because of
the narrow speed range between recommended approach speed and its stall speed. Its main landing gear is tandem-bicycle type with the larger, forward unit and a much smaller assembly near the tail; the landing gear in the U-2R is more closely spaced. Downturned winglets at each wingtip also serve as skids during the U-2′s landing roll-out. Because of the great span of the wings, the U-2 landing gear also includes two balancing wheels (one under each wing) that are jettisoned on takeoff. The U-2 was designed from the outset to take off from aircraft carriers, although it was not so used operationally.
The sensors fit on the U-2 series varied with the variant and the operational context. The original aircraft used large, long-focus cameras and ELINT equipment. The U-2R has wingtip Radar Homing and Warning System (RHAWS) pods and ELINT antennas. The 1,200-lb (544kg) superpods may carry the Senior
Spear COMINT/ELINT system that is thought to have a 350-nm (403-mi; 649km) line-of-sight range at 70,000 ft (21,336 m). U-2Rs may also carry the Senior Stretch near-real-time COMINT system.
The nose section is detachable, permitting rapid reconfiguration.
DEVELOPMENT •
Initial operational capability was in 1957, and first flight was on August 1, 1955. Taiwan received six U-2 aircraft in the early 1960s, but all were subsequently lost (at least three in operations over mainland China). Approximately 60 of the U-2 series were built in the late 1950s and early 1960s, more than 40 of which were lost on missions or in operational accidents. A later batch of 12 larger U-2Rs were manufactured in the late 1960s.
First flight of TR-1 was in August 1981.
Production of the TR-1 variant ended in October 1989 with a total of 25 TR-lAs, two TR-lBs, and two ER-ls built. Redesig-
natedU-2R in late 1991.
All pre-U-2R U-2s were retired by April 1989, the last being flown as NASA research aircraft.
VARIANTS •
U-2A, WU-2A (weather reconnaissance), U-2B, U-2C (ELINT),
U-2CT (two-seat trainer), U-2D (two-seat, special mission), WU-2D (weather reconnaissance) , U-2EPX (Navy ocean surveillance), U-2R, U-2R (COMINT), U-2R/ TR-1, TR-1B (two-seat trainer), ER-2
(NASA).
COMBAT EXPERIENCE •
U-2 aircraft regularly overflew the Soviet Union on reconnaissance missions until 1960. A mission flown by Francis Gary Powers led to the shooting down of a U-2 over Sverdlovsk on May 1, 1960, by an SA-2 surface-to-air missile. The U-2 had a major role in intelligence during the Cuban missile crisis of 1962.
The U-2 was succeeded in service in the late 1960s by the SR-71 Blackbird.
U-2Rs from the 9th Strategic Reconnaissance Wing based at Beale AFB, California, flew surveillance missions during Operations Desert Shield/Desert Storm. As many as 12 U-2R/TR-1 aircraft and 28 pilots are said to have been used. After the cease-fire, concern that Iraq was continuing to hide installations producing nuclear or biological weapons led to the flights in August 1991 of a U-2R over Iraq under United Nations auspices.
SPECIFICATIONS •
MANUFACTURER Lockheed Aeronautical Systems
CREW 1
ENGINES 1 Pratt & Whitney J75-P-13 turbojet
maxpower 17,000 Ib (7,718 kg) static thrust
WEIGHTS
empty U-2C: 11,700 Ib (5,350
kg)
U-2R: 14,990 Ib (6,800
kg)
takeoff U-2C, clean: 16,000 Ib (7,285 kg)
U-2C, with 2 89-US gal (337-liter) wing tanks: 17,270 Ib (7,833 kg)
U-2R: 41,000 Ib (18,598
kg)
DIMENSIONS
uiingspan U-2C: 80 ft (24.4 m)
U-2R: 103 ft (31.89 m) length U-2C:49ft7in (15.13m)
U-2R:62ft9in (19.13m)
height U-2C: 13 ft (3.97 m)
U-2R: 16ftlin (4.9m)
wing area U-2C: 565 ft2 (52.5 m*) U-2R: 1,000 ft2 {92.9 m*)
PERFORMANCE
max speed U-2C: 459 kts (528 mph; 850 km/h) U-2R: 443 kts (510 mph; 821 km/h)
cruise speed
400 kts (460 mph; 740
km/h)
ceiling U-2C: 85,000 ft (25,908 m)
U-2R: 90,000 ft (27,432
m)
range U-2C: 2,605 nm (3,000 mi; 4,827 km) U-2R: 3,039 nm (3,500
mi; 5,633 km)
Orion (P-3)
The P-3 Orion is the US Navy’s long-range maritime patrol and Antisubmarine Warfare (ASW) aircraft, and also serves in the navies and air forces of several other countries. Some have been adapted to Electronic Intelligence (ELINT) collection and special reconnaissance roles.
The basic airframe is adapted from the L-188 Electra commercial airliner. The Orion has wings with straight leading edges, 6° dihedral from the roots, tapered tailing edges, and squared wing-
tips. The trailing edge has two sections of Fowler-type flaps inboard of ailerons.
The single, rounded fin has a dorsal fillet and full-height rudder. The relatively long horizontal stabilizers are mounted at the base of the fin at a dihedral angle, well up on the fuselage. A tail “stinger” houses the Magnetic Anomaly Detector (MAD).
The semimonocoque fuselage has a circular cross section. Compared to the Electra, the Orion has a more pointed nose. The cockpit glazing includes small “eyebrow” windows over the side windows. The constant cross section continues well aft, at which point the bottom line tapers up to the tail.
The four turboprop engines are fitted in nacelles on the wing, each driving four-blade Hamilton Standard propellers. Because the propeller slipstreams cover a large percentage of the wing, Electra transports and lightly loaded Orions are known for their impressive takeoff performance and maneuverability.
The ASW variants have a comprehensive suite of communications, navigation, acoustic and nonacoustic sensors, and data processing equipment. Capability has greatly increased during the Orion’s operational life, with most P-3s now having HF/VHF/UHF radios, a data link, Identification Friend or Foe (IFF) interrogator, Litton LTN-72 Inertial Navigation System (INS), Doppler navigation radar, 360° search radar, MAD and magnetic compensator, Magnavox AN/ AQA-7 Direction Low-Frequency Analyzer and Ranging (DIFAR) system, chin-mounted Texas Instruments Forward-Looking Infrared (FLIR) system, bathythermograph, and general-purpose digital computer.
The Orion has an internal weapons bay and 10 external stations for carrying a mix of ASW torpedoes, depth bombs, and AGM-84 Harpoon antiship missiles. Six of the 10 wing pylons are grouped in threes outboard of the engines; the outermost one on each wing has a 500-lb (227-kg) capacity while the middle pylons can carry 1,000 Ib (454 kg) of stores. Each of the other six pylons—the inner pylon of each outboard group and the four pylons grouped under the wing’s center section—has a 2,000-lb (907-kg) capacity.
The internal weapons bay can accommodate a variety of depth bombs and mines or up to eight lightweight ASW torpedoes. Sonobuoys can be launched from external pods or from a set of tubes located internally aft of the weapons bay. AIM-9 Sidewinder air-to-airandAGM-65F Maverick antiship missiles have been test-launched from the P-3.
DEVELOPMENT •
The P-3′s initial operational capability was in 1962; its first flight as the YP3V-1 was on November 25, 1959. 641 had been delivered by mid-1991; the November 1990 order of eight P-3D Update Ills for South Korea brought a last-minute reprieve from the shutdown of production. All P-3 production before 1991 rolled out of Burbank, California; after 1990, all Lockheed production and modification was moved to Marietta, Georgia, actual metal-cutting beginning in August 1991.
The latest ASW variant in service is the P-3C Update III; originally planned for 138 P-3Cs, later plans suggested 109 Update IV candidates would also get Update III.
Boeing Aerospace was the prime contractor on the Update IV mission avionics package that had been scheduled to enter production in 1991; it was canceled by the US Navy in October 1992.
More than 50 P-3s have been produced under license by Kawasaki Heavy Industries in Japan with more planned. The original Memorandum of Understanding (MU) covering production of 75 aircraft was revised in April 1989 to manufacture 100; production of an additional 30 (20 P-3 and 10 EP-3J Electronic Intelligence/ ELINT aircraft) began in 1991.
The transfer of five ex-US Naval Reserve P-3As to Thailand over a two-year period was announced in April 1990; the total cost of the program is $100 million.
In July 1990, the US agreed to seek the free transfer of six P-3As to Greece in a letter accompanying the newly signed eight-year renewal of US basing rights.
In December 1990, South Korea announced that it would buy eight P-3Ds for a unit cost of $82.49 million. The first delivery is planned for 1995.
In addition to the US Navy and Navy Reserve, and the above countries, the P-3 has also operated in Australia, Iran, Norway, Pakistan, Portugal, Netherlands, New Zealand, and Spain.
VARIANTS •
Electra test bed, P3V-1/ P-3A, P-3B, P-3C, P-3C Update I, P-3C Update II, P-3C Update II.5, P-3C Update III, P-3C Update IV (Long-Range Air ASW Capable Aircraft/LRAACA begun
in July 1987 and canceled in October 1992), ASUTAA (ASW), IPADS, P-3D,
P-3F, P-3G, P-3H, EP-3E Aries/EP-3B
Batrack, EP-3E Aries II, EP-3C (ELINT, Kawasaki-built), EP-3J, NP-3 (Japanese), RP-3A (oceanographic reconnaissance), RP-3D, TP-3A (training), VP-3A (Navy
VIP transport), UP-3A/UP-3B (utility), UP-3C, WP-3D (weather research), Outlaw Hunter (Tomahawk Antiship Missile/
TASM), P-3W (Australia), P-3K/Rigel I/II/III (New Zealand), P-3N (Norway),
Spanish P-3 modernization, Trap Shot, P-3 Sentinel (Airborne Early Warning
and Control/AEW&C; US Customs Service), CP-140 Aurora (Canadian maritime patrol).
COMBAT EXPERIENCE •
During Operation Desert Storm, P-3s searched for Iraqi naval units and directed strike aircraft to them. According to the Navy, of the 105 Iraqi Navy units destroyed, more than half were initially detected by P-3s. The P-3′s APS-137 in the ISAR mode and
the aircraft’s AAS-36 IRDS were both described as “ideally suited for anti surface warfare operations and made the difference in coalition efforts to destroy the Iraqi Navy.” P-3s flew 369 combat sorties totaling 3,787 flight hours during Desert Storm.
SPECIFICATIONS (P-3C) •
MANUFACTURER Lockheed Aeronautical Systems
CREW 10 (command pilot, 2 pilots, flight engineer, navigator, radio operator, tactical coordinator, 3 systems operators)
ENGINES 4 Allison T56-A-14 turboprop max power 4,910 equivalent hp each
internalfuel capacity
9,200 US gal (34,826
liters)
WEIGHTS
empty 61,491 Ib (27,892 kg)
max weapons load
19,252 Ib (8,733 kg) max takeoff 142,000 Ib (64,410 kg)
DIMENSIONS
wingspan 99 ft 8 in (30.37 m)
length 116 ft 10 in (35.61m)
height 33 ft 8 in (10.29 m)
wing area 1,300 ft2 (120.77 m*)
PERFORMANCE
max speed at 105,000 Ib (47,625 kg) at 15,000 ft (4,575m): 411kts(473mph;761 km/h) at max takeoff, same
altitude: 380 kts (438
mph; 704 km/h)
cruise speed
max speed at same
altitude: 350 kts (403
mph; 649 km/h) econ at 110,000 Ib
(48,895 kg) at 25,000 ft (7,620m): 328 kts (378
mph; 608 km/h)
patrol speed at 1,500ft (457 m) altitude 203 kts (234 mph; 376
km/h)
stall speed flaps up: 133 kts (154 mph; 248 km/h)
flaps down: 112 kts (129 mph; 208 km/h)
climb rate at 135,000 Ib (61,235 kg):
1,950 ft/min (594
m/min) at 101,440 Ib (46,012kg):
3,140 ft/min (957
m/min)
ceiling 4 engines: 28,300 ft
(8,626 m) 3 engines: 19,000 ft (5,790 m)
radius 3 hours on station at
1,500 ft/min (457
m/min): 1,346 nm (1,550 mi; 2,494 km) no time on station at
135,000 Ib (61,235kg): 2,070 nm (2,383 mi; 3,835 km)
ferry range 4,830 nm (5,562 mi;
8,950 km)
armament internal weapons bay and 10 external weapons stations for such weapons mixes as: 12 Mk 46 torpedoes or22,000-lb (907-kg)
mines + 4 Mk 46
torpedoes or41,000-lb (454-kg)
mines + 4 Mk 46
torpedoes or 8 Mk 46 torpedoes +
16 5-in rockets orB57 nuclear depth
charges 0rMk82500-lb (227-kg)
bombs or Mk 20 Rockeye cluster
bombs or AGM-84 Harpoon
antiship missiles radar AN/APS-115 I-band
search
AN/APN-187 Doppler
navigation
climb rate 1,900 ft/min (579 m/min)
