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Aviation History
1978
1978 - 0342.PDF
600 cameras and electronic support measures. Navigation is based on the Litton LN-33 inertial system plus Doppler and Omega. Australia's ten P-3Cs will be delivered by the end of 1978 and next month Lockheed expects Japan to sign a contract for three P-3C Update II Orions and licensed co-produc tion of an additional 42 aircraft for the JMSDF. Operators: Australia 10 B, 10 C on order; Canada 18 CP-140 on order; Iran 6 F; Japan 45 C on order; New Zealand 5 B; Norway 5 B; Spain 3 A; USA 428 (154 A, 123 B, 3 D, 143 C). S-3A Viking Introduction of the Viking anti-submarine air craft into USN Service has proceeded ahead of schedule since the first full deployment in 1974. Twelve squadrons are now flying S-3As, having converted from S-2 Neptunes, and all 187 Vikings planned will have been delivered by the middle of this year. Unless new orders are found, the line is due to close. One squadron of ten aircraft has been bought for each of the multi-purpose aircraft carriers expected to be in the US fleet in the early 1980s, with the idea that up to two squadrons could be operated from each ship if the submarine threat in that area warranted it. The S-3A has completed seven carrier deployments so far. The Viking is equipped with an APS-116 search radar, forward-looking infra-red in a retractable turret, magnetic anomaly detector, passive ECM receivers and the customary sonobuoy-acoustic systems. The central computer is a Univac general-purpose 1832A. Navigation equipment includes iner tial, Doppler, an attitude and heading-reference system, and a sonobuoy-ref erence system. A Carrier On-Board Delivery version of the Viking desig nated the US-3A was selected in 1975 but dropped in lieu of a possible conversion of ten S-3As to the utility layout. Operator: USA 187. MCDONNELL DOUGLAS A-4 Skyhawk Total production of the Skyhawk has now passed the 2,900 mark, and new M versions are still being turned out for the US Marine Corps, as well as A-4Ns for the Israeli Air Force. Argentine A-4P/Qs are modified A-4Bs. Singaporean A-4Ss and Bs are reworked to A-4M standard by Lockheed Aircraft Services. Older A-4Es and A-4Fs in the USMC light attack inventory have limited service life remain ing and are being replaced by A-4Ms as they go to reserve squadrons. The A-4Hs of the Israeli Defence Forces, together with the aircraft ordered by Kuwait, are fitted with a Singer-Kearfott KT-70 inertial navigation system and Marconi-Elliott head-up display. In Israeli aircraft the Lear Siegler bombing computer is replaced by the Rafael Mahat unit. The USMC aircraft are to be fitted with the Hughes Angle Rate Bombing System (ARBS), which provides automatic tracking of ground targets and first-pass automatic acquisition of laser-designated objects. The dual-mode television/laser tracker locks on to a target, providing line-of-sight angle and angle-rate infor mation to the IBM weapon-delivery computer. Target position, weapon release and steering information is shown on the HUD. USMC A-4Ms modified with updated HUD and Hughes ARBS are being redesignated A-4Ys. Eighteen A-4Ms are being requested for the Marines in the FY79 budget to maintain the light attack force until the probable delivery of AV-8Bs in 1984. Operators: Argentina 70 P, 15 Q; Australia 16 G; Israel 250+ E/H/N; Kuwait 30 M; New Zealand 13 K; Singapore 46 S; USA 2,000+ all marks delivered. F-4 Phantom Production of this two-seat fighter-bomber continues and the 5,000th Phantom is due for completion in May, 20 years after delivery of the first production aircraft. Versions include: F-4A/TF-4A (47 built); F-4B for USN and USMC (649); F-4C for the USAF (583); F-4D with added avionics for conventional weapons (825); F-4E with internal cannon and uprated engines (more than 1,300 so far). Wing leading-edge slats are now fitted as standard. Japan builds the F-4EJ under licence; F-4F is version for West Germany with simplified avionics; R-R Spey-powered F-4K and M were supplied to RAF and RN respectively; F-4J (522) for USN and USMC, developed from F-4B. Reconnaissance versions have included RF-4B (46), RF-4C (505) and RF-4E for West Germany, Israel, Japan, Iran, Greece and Turkey. The F-4N is an updated F-4B, 178 of which are being modified by the USN. At least seven radars have equipped Phantoms, but only the APQ-120 of the F-4E remains in production. The AWG-10A, being retrofitted into the USN/USMC's F-4Js, has been developed from the AWG-10 by adding digital computing and built-in testing, plus a servoed optical sight. Operating modes remain pulse-DoppIer look-down, pulse air-to-air search and tracking, high/low mapping, air-to-ground ranging and con tinuous-wave illumination for Sparrow missiles. The Lear FLIGHT International, 4 March 1978 Siegler ARN-101 digital navigation and weapon-delivery system, which includes the FLIR/laser designator Pave Tack pod, is being fitted in up to 262 USAF F4Es and RF-4Cs. Some 156 F-4Ds and F-4Es are also being fitted with the day-only Westinghouse AVQ-23A Pave Spike television/laser designator pod. Westinghouse ALQ-131 ECM pods are now replacing ALQ-119 equipment on Phantoms. It is proposed to replace USAF F-4C (and F-105G) Wild Weasel defence-suppression aircraft with F-4Gs. Some 116 F-4Es are to be modified over three years to provide four squadrons. In addition to standard EGM equipment such as jamming pods and chaff, the F-4Gs will have DF antennae, computer-controlled receivers, signal-activity monitors and SAM-launch warning devices. They will be equipped to launch Standard ARM, Shrike and Harm missiles. The USN is also modifying its F-4 fleet, extending the service life of 300 F-4Js by about eight years and adding manoeuvring slats at the same time. These aircraft will be designated F-4S. Modification of 30 USMC RF-4Bs will also extend life by eight years and add the ASN-92 Carrier Align ment Inertial Navigation System (Cains), a data link, new sideways-looking radar and an infra-red reconnaissance set. In West Germany, the avionics of F-4Fs are now being up dated, with target discrimination of the APQ-120 radar1 being improved and compatibility with a new air-to air missile, probably AIM-9L Super Sidewinder, being assured. The ALR-46 radar warning receiver is also being fitted. Luftwaffe RF-4Es are now to be equipped with the UPD-6 sideways-looking radar, which is capable of real-time transmission. Israeli Phantoms are to be retrofitted with the Litton LW-33 digital inertial nav-attack system, which will probably be partially assembled in Israel by IAI subsidiary Tamam. Operators: Britain 170 K/M delivered; West Germany 273 F and RF-4E; Greece 64 E and RF-4E; Iran 32 D, 193 E and RF-4E; Israel 216+ E and RF-4E; Japan 128 EJ, 14 RF-4EJ, plus 14 more RF ordered; South Korea 18 D, 19 E, 18 E on order; Spain 34 C, to be replaced by 42 E; Turkey 72 E and 8 RF-4E; USA 3,976 delivered, all marks. AV-8B Advanced Harrier The AV-8B was launched by McDonnell Douglas in 1975 as a result of the break-down of plans for the USA and Britain jointly to develop the proposed AV-16 with the much uprated Pegasus 15 engine. The objec tive is to build as cheaply as possible a follow-on for the USMC's AV-8A Harriers (see under British Aerospace entry) and a replacement for the A-4 Skyhawk. The USMC has stated a requirement for 336 AV-8Bs, which by the late 1980s would give the Service an entirely V/Stol light attack force. The programme has full US Navy support and a development go- ahead was announced during 1976. Two AV-8As are being converted by McDonnell Douglas to the aerodynamic con figuration of the AV-8B, and flight-testing should start in early 1979. Pilot production is due in late 1982 and full production a year later, with initial operational capability to be achieved in 1984. There are to be four development aircraft in addition to the converted AV-8As, FY79 budget requests total $85-6 million for continued research and development. The AV-8B is substantially based on the existing Harrier airframe but with a completely new wing. This is of greater span, about 10° less leading-edge sweep, much more super critical section, with broader-chord flaps, one extra stores pylon per side and relocated outriggers. It is also very largely of composite construction, making extensive use of graphite epoxy in the main torsion box, ribs, skins, outrigger fairings and wingtips. The flaps are also made largely of graphite epoxy. Powerplant remains the Pegasus Mk 103 but with the bigger generator of the Mk 104 and other improvements as well as a redesigned, elliptical inlet with a double row of blow-in doors. In addition to the new wing, there are a number of so-called lift-improvement devices. These include longitudinal strakes on the underfuselage gun pods plus a retractable "dam" across the gap between the pods at the front end. These are designed, in conjunction with the new wing/jet-nozzle relation ship, to eliminate as far as possible the undesirable suck-down effects of recirculating air experienced with the current Harrier in Vtol modes. They should allow the AV-8B to take off vertically at the same weight as its hovering gross weight. The front nozzles have also been redesigned. In terms of payload/range, the AV-8B should be able to carry twice the AV-8A's payload for the same range or the same payload over roughly double the range. Internal fuel capacity is up to l,130gal from the 630gal of the AV-8A. Wind- tunnel tests at Nasa have shown that the new inlet gives a 6501b VTO lift increment and that the new wing and inlet combined give a 6,0001b STO gross-weight improvement over the AV-8A, based on a 1,000ft take-off. The lift-improvement >- page 627 Data tables follow on pp 606-621
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