British Aerospace Nimrod
| BAe Nimrod | |
|---|---|
 BAe Nimrod MR.Mk2 |
|
| Type: | Maritime reconnaissance and submarine fighter aircraft |
| Design country: | |
| Manufacturer: |
|
| First flight: |
May 1967 |
| Commissioning: |
October 1969 (out of service June 2011) |
| Production time: |
1966 to 1974 and after 1997 to 2010 |
| Number of pieces: |
62 (2 PT, 38 MR1, 3 R1, 8 MR2, 11 MRA4) |
The British Aerospace Nimrod ( Hebrew נמרוד Nimrod 'big fighter') was a reconnaissance aircraft of the British Air Force . It was in service in various versions from 1969 both as a sea reconnaissance aircraft and as a SIGINT reconnaissance aircraft. In 2010 the older versions of the maritime patrol were taken out of service prematurely and in the course of the year the program of a heavily modernized version was also discontinued. The SIGINT machines were operated until June 2011.
history
The development of the Nimrod MR1 began in 1964 as the successor to the Avro Shackleton . As part of Operational Requirement 381 , the British military demanded a more powerful maritime reconnaissance aircraft, which should primarily be designed for hunting submarines of the Soviet Navy . As in the past, the focus was on the further development of a passenger aircraft . The De Havilland Comet 4 was selected as the base in 1965 . They received new, more efficient Rolls-Royce RB.168 turbofan engines , which were more fuel-efficient, especially at low altitudes. In addition, the machines got new radar systems and sensors for sea reconnaissance. A weapons bay was integrated into the fuselage of the aircraft for the use of torpedoes and air-to-surface missiles .
The maiden flight of the first of two prototypes (RAF serial numbers XV147, XV148) took place in May 1967. The British Air Force finally ordered 46 serial naval reconnaissance aircraft, the first of which in the Nimrod MR1 version entered service in October 1969. In 1970 the first machine was transferred to the first RAF Kinloss station and from 1971 the model was fully operational. By 1974 another 45 machines, the last eight of them from the newer Nimrod MR2 series , had been delivered and a total of five squadrons were set up. Most of the MR1 were later modernized, the first converted MR2 arrived in Kinloss in 1979 when it was deployed. The first combat missions took place in the Falklands War in 1982, the longest mission then lasted just under 19 hours. Between 1990 and 2009, the machines were also used in the conflicts in the Middle East (Kuwait, Iraq, Afghanistan) and from 1992 to 1997 in Yugoslavia, often overland there. Civilian missions took place after the disasters on the Alexander Kielland drilling rigs in 1980 and Piper Alpha in 1988 and in 1985 when Richard Branson's Virgin Atlantic Challenger tried to achieve the Blue Ribbon .
Three more aircraft were ordered for strategic reconnaissance. This converted series was called the Nimrod R1 and was equipped for both the SIGINT and the ELINT reconnaissance. They were thus Britain's most important tool for monitoring Soviet data traffic as well as the movements of troops and submarines. In contrast to the Nimrod MR1 / MR2, they have no armament. The three aircraft entered service in 1974. During the Cold War , they were one of the West's best-kept secrets. Their existence was officially confirmed only in 1994. The R1 is still considered to be the most modern aircraft of its kind outside of the United States .
Another version was the Nimrod AEW3 as a reconnaissance aircraft for AEW and AWACS missions. However, the project was canceled in 1986 after four years and the converted aircraft were decommissioned.
A new generation is the Nimrod MRA4 , which should replace part of the MR2. However, the project was canceled in 2010 after thirteen years and the converted aircraft were decommissioned.
Versions
Nimrod MR1
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The Nimrod MR1 was put into service from 1969 in a number of 38 machines (XV226 – XV263) as the successor to the naval scout Avro Shackleton . It was the world's first turbine-powered maritime patrol aircraft. In contrast to propeller-driven aircraft, it can operate at significantly higher speeds and at greater heights. Due to the greater operational range, significantly longer missions were now possible. Another advantage was evident in their main task, submarine hunting. While submarines can locate propeller-driven aircraft when underwater using their engine noises, this is not possible with turbine-driven machines, so that the Nimrod could not be detected electronically by opposing submarines.
Nimrod R1
The Nimrod R1 was a British Air Force reconnaissance aircraft that was developed on the basis of the MR1. The R1 was an important tool in Great Britain's strategic reconnaissance. The R1 espionage variant was officially commissioned in 1974 when the 51st Squadron (then stationed at RAF Wyton in Cambridgeshire) accepted the delivery of three aircraft (XW664 – XW666). The XW666, which was destroyed in 1995, was replaced by a converted MR2 (XV249).
Visually, the R1 differed from the standard version of the maritime patrol by a short probe at the rear. It replaced the much longer magnetic detection probe of the MR variants. The weapon bay was sealed and contained other ELINT equipment. The three aircraft had undergone an abundance of modifications since their inception and, when they were retired, had an appearance that was very different from that of their sister aircraft. More devices inside could have been responsible for the small number of windows in the fuselage. The aircraft also had several antennas on the underside.
Since the beginning of 2005, the Nimrod R1 has been supported by the new Sentinel R1 . Both types of aircraft have since been stationed together at RAF Waddington Air Force Base. In autumn 2009 the XW665 was decommissioned and the two remaining Nimrod R1s flew until mid-2011, the last operational flight took place on June 28, 2011. Three RC-135s were also ordered as replacements .
Nimrod MR2
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The Nimrod MR2 was a modernized version of the MR1 with new radar, a new computer for acoustic reconnaissance and ESM containers on the wing tips. 34 of the 38 MR1 were converted to MR2 and eight machines (XZ280 – XZ287) were new builds.
In the 1980s, given the invasion of the Argentine armed forces in the Falkland Islands, some machines were upgraded within weeks for their recapture. After the war, 32 machines were completely modernized. The electronic equipment was improved and all aircraft were equipped for air refueling , so that the service life could be increased again significantly. In addition, the Nimrods were equipped with Sidewinder missiles for air defense . The converted machines were first given the designation Nimrod MR2P, but this was later reduced to Nimrod MR2 .
After the end of the Cold War , the main tasks of the Nimrod MR2 had changed. The submarine hunt had lost its importance, so that from this point on, the surveillance of British and international waters, for example in the so-called "war on terror", was an important task of the aircraft. In addition, the Nimrods were used to support the British Navy in SAR operations. At the beginning of 2009 only 14 machines were left in service, the number of which was further reduced to eleven in the course of this year and all of which were based at the RAF Kinloss Air Force Base in Scotland . At the end of March 2010, flight operations were completely suspended.
In the 1990s, the British Air Force put out a tender for a successor to the Nimrod MR2. The technical facilities were in need of renovation and the aircraft were badly attacked by constant salt deposits due to their use over the sea. Ultimately, however, in 1997 the decision was made against purchasing a new model because the aircraft on offer did not meet the requirements. The British Air Force then ordered a new version of the Nimrod, the Nimrod MRA4, from British Aerospace .
The MR1 and MR2 were initially stationed at RAF St Mawgan in Cornwall and RAF Kinloss in Scotland, with the downsizing of the fleet, all remaining maritime patrols were moved to Kinloss, see below for details.
Nimrod AEW3
In the 1980s, Great Britain needed a new aircraft for AEW and AWACS missions. For this purpose, a total of eleven Nimrod - the four MR1s that have not been upgraded to MR2 standard and seven of the eight new MR2s - were equipped with radar systems for all forms of aerial reconnaissance. Outwardly, they differed essentially through an elongated aircraft nose and an elongated tail, in which the radar antennas were housed. After a short time, however, there were technical problems on several aircraft. In addition, the quality of the data collected during the test flights did not meet expectations. In 1986 the project was canceled. Instead, the British Air Force ordered seven Sentry E-3D AWACS aircraft from Boeing . None of the eleven converted Nimrods returned to active service. Instead, they served as a spare part dispenser for active MR2.
Nimrod MRA4
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In the 1990s, the British Air Force was looking for a replacement for the aging MR2. Lockheed Martin and Dassault made offers based on the P-3 Orion and the Atlantic 3, respectively . Ultimately, however, neither of the two models could meet the requirements of the Air Force and in 1997 the decision was made to procure a completely new version of the Nimrod. British Aerospace was awarded the contract to build the new Nimrod MRA4 . Although the existing MR2 served as the basis for this, a completely new aircraft was de facto created. Most of the fuselage was redesigned and the machines received new, larger wings. New BR710 - turbofan engines from Rolls-Royce Germany should increase the range and reduce operating costs. The cockpit and all electronic systems have also been completely redesigned.
The first flight of the first of three MRA4 development machines took place on August 26, 2004, almost a year later than originally planned, the third and last flight for the first time in August 2005. Technical and financial difficulties had delayed the project considerably.
The maiden flight of the first production aircraft did not take place until September 10, 2009. Originally twelve Nimrod MRA4 (ZJ514-ZJ525) were to be built; later, for cost reasons, it was planned to put only the nine series copies into service by the end of 2010. Due to the more modern technology and higher efficiency, a smaller number of machines than before should be sufficient to fulfill the existing tasks.
The first two development machines (ZJ516, ZJ518) completed the test program assigned to them in March 2010. In spring 2010 it was announced that the total number of aircraft would be reduced by one to a total of eleven. Instead of the ninth new series machine (ZJ525), the third development aircraft (ZJ517), equipped with mission systems close to series production, was to be converted into the series configuration. The first machine (ZJ514) was handed over in spring 2010 and retraining in Kinloss started in summer 2010. With the publication of a new government white paper in October 2010, the program was discontinued.
The decommissioning of the Nimrods forced the British Navy to seek the help of French and Canadian maritime patrols in November 2015 when the task was to track down a Russian submarine off the Scottish coast and there were no aircraft of their own.
Incidents
After the Nimrod went into service there were five accidents, three of which resulted in total losses.
- On November 18, 1980, the commander and copilot of an MR2 (XV256) died when the machine collided with a flock of birds and crashed immediately after taking off from Kinloss base.
- On June 3, 1984, another Nimrod MR2 (XV257) was badly damaged after a short circuit caused a fire in the cabin.
- On May 16, 1995, a Nimrod R1 (XW666) had to make an emergency landing on the Lossiemouth base after an engine fire.
- On September 2 of the same year, a Nimrod MR2 (XV239) crashed because of a stall at an air show in Toronto, seven crew members died.
- On September 2, 2006, another Nimrod MR2 (XV230) crashed during a reconnaissance flight over Afghanistan near the city of Kandahar . The Ministry of Defense denied reports of a shooting down by the Taliban and said it assumed a technical defect as the cause of the crash. Immediately before the crash, the pilot made an emergency call in which he reported technical problems. Of the 14 people on board, twelve soldiers from the Royal Air Force, one from the Royal Marines and one from the British Army , none survived. The reasons for this accident were set out with remarkable frankness in the Haddon-Cave Report on October 28, 2009 and summarized in a statement that was just as remarkably concise and clear . The cause was a design flaw in the air refueling system that was hastily introduced during the Falklands War in 1982. It meant that overflowing fuel could ignite at hot air outlets. In response, the Royal Air Force ordered a halt to air refueling at all Nimrods. On November 5, 2007, during a flight over Afghanistan, the crew of a Nimrod were forced to make an emergency call after fuel leaked into the bomb bay.
- The design flaw finally led, in addition to financial bottlenecks in the British budget caused by the financial crisis , to the early decommissioning of the MR2 in spring 2010. Since the air refueling system could no longer be used, the possible uses of the type were severely limited. A conversion was still under way; the tasks, especially about Afghanistan, have meanwhile been carried out by other types.
Users
Stationing locations
- RAF Luqa , from October 1971 to December 1977, Nimrod MR.1 / 2 ( 203rd Squadron )
- RAF Kinloss , October 1970 to March 2010, Nimrod MR.1 / 2 ( 42nd (Reserve) , 120th , 201st and 206th Squadron )
- RAF St Mawgan , October 1969 to September 1992, Nimrod MR.1 / 2 ( 236th OCU and 42nd Squadron )
- RAF Waddington , April 1995 to June 2011, Nimrod R.1 ( 51st Squadron )
- RAF Wyton , May 1974 to April 1995, Nimrod R.1 ( 51st Squadron )
Technical specifications
| Parameter | Data of the Nimrod MR2 | Data of the Nimrod R1 |
|---|---|---|
| Type | Maritime patrol aircraft (MPA) | SIGINT reconnaissance aircraft |
| Sensors |
|
Equipment for signal detection reconnaissance |
| length | 38.63 m | 36.19 m |
| span | 35 m | |
| Wing area | 197 m² | |
| Empty mass | 39,009 kg | 41,080 kg |
| Max. Takeoff mass | 87,090 kg | |
| Top speed | 927 km / h | |
| Service ceiling | 12,800 m | |
| Range | 9254 km | |
| drive | 4 × Rolls-Royce RB.168-20 turbofan engines with 54 kN (5507 kp) thrust each | |
Armament
- At two external load stations under the wings
Air-to-air guided missile
- 2 × LAU-114 / A double runner supports for 2 × Raytheon AIM-9G "Sidewinder" each - infrared controlled for short distances
Explosive ordnance up to 6,120 kg in a central internal weapon bay
- 3 × Boeing AGM-84A / B / C "Harpoon" - radar-guided
- 3 × Hawker Siddeley (BAe) & Matra AS.37 "Martel" - radar-guided
Air-to-surface guided missile
- 2 × LAU-117A starter rails for 1 × Raytheon AGM-65B "Maverick" - video-controlled
- 3 × Aerospatiale SS.12 / Nord AS.12 - wire-guided
- 9 × Torpedo (Marconi) BAe Systems Sting-Ray (∅ 325 mm)
- 9 × Torpedo Alliant-Techsystems Mk.46 (∅ 325 mm)
Unguided bombs
- 2 × nuclear bomb WE.177A (theoretical use planned until 1992, practical work was carried out with B57)
- 2 × B57 Mod. 1 (nuclear depth charge with 10 Kt explosive power, from NATO stocks instead of WE.177A)
Additional container
- 1 × data transmission container for Martel
Self protection
- 2 × chaff launchers SAAB BOZ-105 (such as Panavia PA.200 Tornado Mk.4 ) at external load stations under the wings
Preserved machines in museums
MR2 are open to the public in the “Cold War Jets Collection” in Bruntingthorpe , Harborough (XV226), in the visitor park at Manchester Airport (XV231), at the “Air Atlantique Classic” in Coventry (XV232), in the “Yorkshire Air Museum” in Elvington (XV250) and in the "City of Norwich Aviation Museum" in Norwich (XV255). The XV249 (the former MR2 converted to the R1) has been on display since September 2012 in the outdoor area of the " RAF Museum in Cosford ". The front section of the XV241 is located in the Scottish "National Museum of Flight" in East Fortune. Another fuselage section (XV254) is in the "Highland Aviation Museum" at Inverness Airport and a third (XV240) near their last home base in Scotland at Morayvia.
The XV229 has served the British armed forces' fire fighting training center on the edge of the airfield in Manston since 2010 . The XV244 is still on its former base in Kinloss.
The only accessible complete R1 is the XW664 in the "Aeropark" at Nottingham East Midlands Airport , the cockpit section of the XW665 (as of August 2011) goes to the Technik Museum Sinsheim .
See also
Web links
- Website of the 'Nimrod MRA4' RAF Kinloss Station
- Website of the 'Nimrod R1' RAF Station Waddington
- Information about British reconnaissance and spy planes
Individual evidence
- ^ Bard .: British are looking for a Russian submarine off Scotland . FAZ.net , November 23, 2015
- ↑ Haddon-Cave Report (PDF; 4.8 MB)
- ↑ Statement on the accident in Afghanistan ( Memento from November 16, 2009 in the Internet Archive ) (PDF)