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Aviation History
1987
1987 - 2587.PDF
DEFENCE BAe unveils secret Havoc killer KINGSTON British Aerospace's Military Aircraft Division has revealed a secret two-year design study for a Small Agile Battlefield Aircraft (Saba). The Saba, BAe designation P.1233-1, is intended to meet the evolving and increasing threat posed over the battle field by attack helicopters, in particular the air-to-air- capable Mil Mi-28 Havoc, tilt- rotor aircraft such as the 15-seat Mil Mi-30 or 30-seat Mi-32, and cruise missiles. BAe identified the need for a light aircraft with an excellent short-take-off-and-landing performance, with heavy firepower and the agility to combat low-level high-per formance targets. The company studied a series of airframe and engine options, including a single- seat twin-boom design remi niscent of the Vampire/ Venom family and at least two tailless delta layouts, before opting for P.1233-1, a UDF-powered canard pusher. Studies indicated that the Saba must be capable of a 180° turn in five seconds at combat speeds, with a mini mum turning radius of 500ft. It will be able to take off in 1,000ft from a soft field, transiting at 400kt and loitering for four hours. The Saba has an empty weight of 4,535kg (9,9971b), a maximum take-off weight of 4,989kg (10,9981b), and a projected combat weight of 4,935kg (10,8791b). Its wingspanisl0-97m(35-99ft), and length is 9-5m (31-29ft). The wing area of 20-39m2 (219-,47fr) gives a combat wing loading of 242kg/m2 (501b/ft2), which is only about four times that of a Pitts S-2A. The unducted fan is based on the Lycoming T55 core, and produces 3,357kW (4,501 h.p.), which gives a combat power loading of l-47kg/kW (2-441b/h.p.). The low wing loading and high power-to- weight ratio will give the P.1233 an extremely punchy performance. Saba's armament comprises six AIM-132 advanced short- range air-to-air missiles and an internal 25mm cannon with 150 rounds. An infrared British Aerospace's Saba is the result of a two-year study, and could be flying by 1991 seeker/laser designator ran ger is mounted in the nose. The primary role of the Saba will be to intercept and destroy enemy helicopters crossing the Forward Line of Own Troops (Flot), either on close air support or combat air patrol. "The combination of low wing loading, advanced wing design, and high power- to-weight ratio will provide an unbeatable advantage in combat manoeuvrability over even the most agile battlefield helicopters of the present and the foreseeable future at both long and short range," says BAe. "Such agility would also be a decisive advantage in close air combat against fixed-wing aircraft, and initial computer simulations of one v one combat against both rotary- and fixed-wing adversaries have demonstrated con vincingly the value of the Saba concept." The company is now embarking on a strategic research and development programme to provide further validation of the results to date, which it describes as "promising". Future pro gramme objectives include windtunnel testing; maxi mising survivability, repair- ability, and structural efficiency; and systems integration. Flight understands that BAe has made an informal presentation of the Saba to the United States Army, and that it aroused a very high level of interest. The Service would need up to 1,000 Sabas. In a recent study the US Institute for Defence Analysis identified the need for an unducted-fan- powered single-seater of 11,0001b weight with simple avionics and heavy arma ment. The aircraft would replace the United States Air Force's Fairchild A-10A Thunderbolt II in the close- air-support role. The US Army and Air Force are currently examining the type of aircraft required to perform the close-air-support role in the mid-to-late 1990s, and are evaluating the mission requirements of such an aircraft. In August the USAF asked for technical and financial proposals for an A-10 successor. It is likely that British Aerospace; with McDonnell Douglas, will present Saba, which fits the USA's concept almost exactly. BAe is expected to provide private funding for a prototype P.1233-1 Saba. US accident rate stays low WASHINGTON D.C. Accidents involving military aircraft in the USA ran at an unusually low level for the second year running, accord ing to the Pentagon. The four services experi enced 165 major, or Class A, accidents in the year ending September 30, compared with 163 in the previous year, the safest year since records began. Top of the Class A list was the US Air Force, with 57 accidents (53 last year), followed by the Navy with 50 (58), the Army with 38 (34), and the Marine Corps with 20 (18). Rates per 1,000 flying hours were: Air Force, 1-65; Navy 2-93; Army 2-22, and Marine Corps 4-88. Among the Air Force losses during the Fiscal Year were 12 F-16s, three F-15s, three F-llls, ten F-4s, and one B-1B. The Navy and Marine Corps lost ten A-6s, eight F-18s, and seven F-14s, while the Army's helicopter losses included eight UH-60 Black Hawks and four AH-64 Apaches. FLIGHT INTERNATIONAL, 5 December 1987 9
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