British Aerospace AV-8A Harrier
The proliferation of tactical nuclear weapons in the mid-1950s led the Royal Air Force to wonder if their airfields in West Germany would survive past the first day of combat. As a result, it issued a requirement for a vertical/short takeoff and landing (V/STOL) aircraft in 1957. Nearly at the same time, the RAF cancelled almost all aircraft programs in development, leaving Hawker-Siddeley without a contract. As a result, it adapted its P.1121 fighter prototype into the P.1127 Kestrel, to satisfy the V/STOL requirement.
The centerpiece of the Kestrel was the Rolls-Royce Pegasus engine, which used vectored thrust--the exhaust could pivot downwards for takeoff and landing, then return to a more conventional attitude for regular flight. This eliminated extra lift fans, which had killed earlier V/STOL attempts, as the lift engines became dead weight once in level flight. Though the Kestrel was no combat aircraft, as a technology demonstrator it was impressive, and the RAF agreed to fund an upscaled combat version as the Harrier GR.1. The first Harrier flew in December 1967.
The Harrier was revolutionary, and perfect for what the RAF had in mind. Since it could operate away from fixed bases, destroying Harriers on the ground was nearly impossible. They could operate close to the front lines, allowing for quick turnarounds--in fact, a Harrier could operate from virtually anywhere with about 50 square feet of level ground. Though it lacked radar, it was still nimble and, in the hands of a good pilot, a superb dogfighter. An inattentive enemy fighter pilot might get on the tail of a Harrier only to have it stop in midair, forcing the enemy in front of the Harrier.
These qualities not only found a home in the RAF, but also in the US Marine Corps. The Marines knew that gaining an airbase in enemy territory would not be an easy proposition, and an attack aircraft that could operate from the beach itself was invaluable. Moreover, Harriers could operate from amphibious assault ships or even smaller ships, making them instant (if light) carriers. After evaluation, the Marines received their first AV-8A Harriers in 1971.
The Harrier was not a perfect aircraft by any means, however. It was difficult to fly and hard to master, and the Pegasus engine was a maintenance nightmare. Since it lacked radar, it was limited to visual air combat only, which left the Harrier at a severe disadvantage. It was also short-ranged and limited on ordnance in vertical takeoff mode. As a result, Hawker-Siddeley (later British Aerospace) and McDonnell Douglas began designing an upgraded version, the AV-8B, but this became virtually a completely new aircraft--though the "Harrier II" did end up solving at least some of the issues with the early AV-8A. AV-8Bs joined the Marines first in 1985; British versions, the Harrier GR.7, arrived for the RAF a few years later. Harrier GR.3s, equipped with "bottlenose" laser designators, saw combat in the Falklands War of 1982 with the radar-equipped Sea Harrier FRS.1. Spanish and Thai AV-8As remained in service until 2006.
Not much can be found about AV-8A Bureau Number 158695. It is known that it flew with VMA-513 ("Flying Nightmares") at MCAS Yuma, as well as aboard the USS Tripoli (LPH-10) and USS Guam (LPH-9), possibly from 1971 until 1987, when VMA-513 reequipped with the AV-8B. 158695 was put on display at MCAS Yuma's airpark in 1990.
This is not the best picture of 158695, but I was getting my picture through the fence at MCAS Yuma; unfortunately, the airpark is not open to the public. (The Marine guards were all right with pictures shot through the fence, as long as I didn't get the gate in the picture; I would still ask permission first.) 158695 is displayed flying with two Mk 82 bombs and two LAU-10 rocket pods, in the green and gray camouflage used by AV-8A units.
British Aerospace AV-8A Harrier
The proliferation of tactical nuclear weapons in the mid-1950s led the Royal Air Force to wonder if their airfields in West Germany would survive past the first day of combat. As a result, it issued a requirement for a vertical/short takeoff and landing (V/STOL) aircraft in 1957. Nearly at the same time, the RAF cancelled almost all aircraft programs in development, leaving Hawker-Siddeley without a contract. As a result, it adapted its P.1121 fighter prototype into the P.1127 Kestrel, to satisfy the V/STOL requirement.
The centerpiece of the Kestrel was the Rolls-Royce Pegasus engine, which used vectored thrust--the exhaust could pivot downwards for takeoff and landing, then return to a more conventional attitude for regular flight. This eliminated extra lift fans, which had killed earlier V/STOL attempts, as the lift engines became dead weight once in level flight. Though the Kestrel was no combat aircraft, as a technology demonstrator it was impressive, and the RAF agreed to fund an upscaled combat version as the Harrier GR.1. The first Harrier flew in December 1967.
The Harrier was revolutionary, and perfect for what the RAF had in mind. Since it could operate away from fixed bases, destroying Harriers on the ground was nearly impossible. They could operate close to the front lines, allowing for quick turnarounds--in fact, a Harrier could operate from virtually anywhere with about 50 square feet of level ground. Though it lacked radar, it was still nimble and, in the hands of a good pilot, a superb dogfighter. An inattentive enemy fighter pilot might get on the tail of a Harrier only to have it stop in midair, forcing the enemy in front of the Harrier.
These qualities not only found a home in the RAF, but also in the US Marine Corps. The Marines knew that gaining an airbase in enemy territory would not be an easy proposition, and an attack aircraft that could operate from the beach itself was invaluable. Moreover, Harriers could operate from amphibious assault ships or even smaller ships, making them instant (if light) carriers. After evaluation, the Marines received their first AV-8A Harriers in 1971.
The Harrier was not a perfect aircraft by any means, however. It was difficult to fly and hard to master, and the Pegasus engine was a maintenance nightmare. Since it lacked radar, it was limited to visual air combat only, which left the Harrier at a severe disadvantage. It was also short-ranged and limited on ordnance in vertical takeoff mode. As a result, Hawker-Siddeley (later British Aerospace) and McDonnell Douglas began designing an upgraded version, the AV-8B, but this became virtually a completely new aircraft--though the "Harrier II" did end up solving at least some of the issues with the early AV-8A. AV-8Bs joined the Marines first in 1985; British versions, the Harrier GR.7, arrived for the RAF a few years later. Harrier GR.3s, equipped with "bottlenose" laser designators, saw combat in the Falklands War of 1982 with the radar-equipped Sea Harrier FRS.1. Spanish and Thai AV-8As remained in service until 2006.
Not much can be found about AV-8A Bureau Number 158695. It is known that it flew with VMA-513 ("Flying Nightmares") at MCAS Yuma, as well as aboard the USS Tripoli (LPH-10) and USS Guam (LPH-9), possibly from 1971 until 1987, when VMA-513 reequipped with the AV-8B. 158695 was put on display at MCAS Yuma's airpark in 1990.
This is not the best picture of 158695, but I was getting my picture through the fence at MCAS Yuma; unfortunately, the airpark is not open to the public. (The Marine guards were all right with pictures shot through the fence, as long as I didn't get the gate in the picture; I would still ask permission first.) 158695 is displayed flying with two Mk 82 bombs and two LAU-10 rocket pods, in the green and gray camouflage used by AV-8A units.