Harrier GR3 XZ997: The Journey of a Falklands Veteran

The Evolution of the Harrier: From Concept to Conflict

Hawker had been privately developing an aircraft with vertical take-off capabilities since the early 1950s under the codename of P. 1127. The success of this venture and subsequent service interest funded the development of what would later become the Hawker Siddeley Kestrel. The Kestrel was a proof-of-concept aircraft and was designed to explore the possibilities of vertical and short take-off and landing (V/STOL) capabilities. The programme produced the first jet-powered aircraft that could hover, take off and land vertically, along with the ability to transition smoothly to forward flight.

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The Kestrel’s role was primarily experimental, serving to validate the concepts and technologies that would later be integral to the Harrier. It was equipped with a Pegasus engine, designed by Bristol Siddeley, which featured vectoring nozzles that could direct thrust downward for vertical lift or backward for conventional forward flight. The Kestrel’s success laid the foundation for what would become one of the most iconic aircraft designs in aviation history.

Kestrel XS695 is proudly displayed at the RAF Museum Midlands, where it stands as a testament to the innovative spirit of British aerospace engineering. Its development directly influenced the design of the first-generation Harrier, known as the Harrier GR1, which entered service with the Royal Air Force on April 1, 1969.

The GR3: A Leap in Capability

The Harrier GR3, the variant to which XZ997 belongs, represents the pinnacle of the first-generation Harriers. It was the final evolution of the original design before the introduction of the second-generation “Harrier IIs” in the late 1980s. Several key improvements were made in the GR3 variant which distinguished it from its predecessors, particularly the GR1 and GR1A.

1. Avionics and Navigation Enhancements: The GR3 was equipped with advanced avionics for its time, including a more sophisticated FE541 inertial navigation system. This allowed for more precise navigation during low-level flights, a crucial capability for the Harrier’s primary role in close air support. Additionally, the GR3 featured a Laser Ranger and Marked Target Seeker (LRMTS) housed in an extended nose cone, which was used for targeting laser-guided munitions. This system enabled the Harrier to accurately engage ground targets from a distance; a significant tactical advantage in combat.

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2. Engine Upgrades: The GR3 was powered by the Pegasus Mk.103 engine, an improved version of the Pegasus Mk.101 which was used in earlier models. The Mk.103 provided more thrust and greater reliability, essential for the aircraft’s demanding operational roles. The increased power allowed the GR3 to carry a larger payload and improved its performance in hot conditions and high altitudes, which were often encountered in operational theatres such as the Falklands.
3. Structural and System Improvements: To enhance its survivability and effectiveness, the GR3 was fitted with upgraded self-defence systems including chaff and flare dispensers. These countermeasures were critical in the Harrier’s operations, especially during the Falklands Conflict, where the aircraft frequently operated in environments with significant anti-aircraft threats. Additionally, the GR3 had improved airframe durability and an extended operational life compared to earlier variants.
4. Versatility in Ordnance: The GR3 was designed to carry a wide array of weapons, making it a versatile platform for both air-to-ground and air-to-air combat. Its hardpoints could be fitted with bombs, rockets, and missiles, including the AIM-9 Sidewinder for self-defence. The aircraft also retained its 30mm ADEN cannon pods, which were highly effective in strafing runs against ground targets.

The Birth of XZ997: From Factory to Frontline

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The story of XZ997 begins as part of a batch of 24 Harrier GR3 aircraft ordered by the RAF in the late 1970s. These aircraft were built at the British Aerospace facility in Dunsfold, a site synonymous with the development of the Harrier. XZ997 rolled off the production line in early 1982, joining the ranks of No.4 Squadron at RAF Gütersloh in West Germany on February 12, 1982. At the time, No.4 Squadron was part of the RAF’s tactical air forces in Europe, tasked with providing close air support and reconnaissance in the event of a conflict with Warsaw Pact forces. Marked with the squadron code ‘E,’ XZ997 quickly became an integral part of the unit’s operations, although its time in Germany would be short-lived.

The Falklands Conflict: A Rapid Deployment

The tranquillity of XZ997’s early service was shattered on April 2, 1982, when Argentine forces invaded the Falkland Islands, a British overseas territory in the South Atlantic. The British government, under Prime Minister Margaret Thatcher, responded swiftly, assembling a naval task force to retake the islands. Central to this effort was the deployment of Harrier jets, both the Sea Harrier FRS1 and the Harrier GR3, which would provide air superiority and ground attack capabilities.

XZ997 was immediately transferred to No.1 (F) Squadron, the RAF unit selected to deploy to the South Atlantic. This move was part of a broader effort to bolster the air power available to the British Task Force, which would operate far from home under challenging conditions.

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On April 16, 1982, XZ997 was flown to RAF Wittering, where it was prepared for the long journey to the South Atlantic. The aircraft was recoded ‘31’ and bore the name of its pilot, Flight Lieutenant M. C Aughey, in black stencils beneath the starboard windscreen. XZ997 also underwent additional modifications including the fitting of two 330-gallon external fuel tanks to extend its range, a crucial adaptation required for the long flight ahead.

The Journey to the South Atlantic: A Feat of Endurance

The deployment of XZ997 to the Falklands was a logistical challenge that highlighted the versatility and endurance of the Harrier. On May 2, 1982, XZ997 was one of five Harriers that departed RAF Wittering for RAF St. Mawgan, the final stop before embarking on the longest leg of the journey. From St. Mawgan, the aircraft flew 4,600 miles non-stop to Wideawake Airfield on Ascension Island, a vital staging post in the South Atlantic. This journey, which took 9 ¼ hours, was made possible by aerial refuelling from Handley Page Victor tankers, showcasing the Harrier’s incredible adaptability to long-range operations.

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Upon arrival at Ascension Island, XZ997 and its fellow Harriers were transferred to the container ship Atlantic Conveyor. The aircraft were encased in Driclad plastic covers to protect them from the harsh maritime environment during the voyage. The ship, however, would later be attacked and sunk by Argentine Exocet missiles, making the transfer of aircraft to carriers a tense and dangerous task.

Action Stations: XZ997 in Combat

Once in the South Atlantic, XZ997 was transferred to the aircraft carrier HMS Hermes, the flagship of the British Task Force. This would be the launchpad for its combat operations during the Falklands Conflict. The Harrier GR3 was primarily tasked with ground attack and reconnaissance missions, supporting British ground forces as they sought to reclaim the islands.

On May 21, 1982, as British troops made their initial landings at San Carlos Water, XZ997 was launched on its first combat mission. Piloted by Squadron Leader Bob Iveson, the aircraft was forced to abort its mission due to undercarriage issues but returned safely to HMS Hermes. This marked the beginning of a gruelling combat schedule for XZ997.

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The very next day, XZ997 was flown by Squadron Leader Jerry Pook on an armed reconnaissance mission targeting Argentine positions at Goose Green, a key Argentine stronghold. Pook successfully engaged enemy vehicles with cluster bombs, despite intense anti-aircraft fire. This mission underscored the Harrier’s effectiveness in close air support roles, providing vital assistance to British ground forces.

In the following days, XZ997 continued to fly multiple sorties, targeting Argentine positions across the Falkland Islands. On May 24, 1982, it participated in an attack on the runway at Stanley Airport, a critical objective in the British effort to neutralize Argentine air operations. The mission, led by Squadron Leader Bob Iveson, involved dropping 1,000 lb retarded bombs, which were designed to detonate after a delay, thus enabling lower – level attacks against hardened targets.

June 13, 1982: A Historic Laser-Guided Bomb Strike

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One of the most significant missions in XZ997’s service occurred on June 13, 1982. Piloted by Wing Commander Peter Squire, XZ997 carried out the first successful Laser-Guided Bomb (LGB) attack of the Falklands Conflict. The target was an Argentine Company Headquarters on Mount Tumbledown, a key position defending the approaches to Port Stanley. Using a Paveway II LGB, Squire scored a direct hit on the target, delivering a decisive blow to Argentine forces. This mission not only demonstrated the precision and effectiveness of the Harrier but also marked a significant technological advancement in air warfare. Since then, the use of guided munitions has greatly increased and makes up the vast majority of ordinance dropped in the conflicts of today.

The End of the Falklands Conflict and Beyond

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With the Argentine surrender on June 14, 1982, the Falklands Conflict ended, but XZ997’s service was far from over. On July 4, 1982, the aircraft left RAF Stanley in the Falklands, where it joined the Harrier Detachment and was tasked with providing air defence for the islands. This unit, though unofficially titled, played a crucial role in maintaining British control over the newly liberated territory.

During its time in the Falklands, XZ997 continued to see action, albeit in a less intense environment. It suffered minor storm damage on July 28, 1982, but remained operational. By October 6, 1982, XZ997 had returned to the UK and was re-assigned to No.4 Squadron at RAF Gütersloh, thus resuming its European duties.

Final Years of Service: A Storied Career Draws to a Close

Over the next few years, XZ997 continued to serve with distinction across various RAF squadrons. It moved between units such as No.1 Squadron, No.233 Operational Conversion Unit (OCU), and No.4 Squadron, reflecting the aircraft’s versatility and the RAF’s evolving operational needs.

By the late 1980s, the GR3 was being phased out in favour of the newer Harrier GR5, which offered greater range, payload capacity, and avionics enhancements. XZ997 flew its final mission on August 21, 1990, having accumulated 2,200 flying hours and 6,050 landings—an impressive record for any military aircraft.

Following its retirement, XZ997 was stored at RAF St Athan before being officially allotted to the RAF Museum for preservation. On December 4, 1991, the aircraft was delivered by road to the RAF Museum at Hendon, where it would be displayed as a key piece of the UK’s aviation heritage.

Preserving History: XZ997 at the RAF Museum

XZ997 has been carefully preserved as a centrepiece of the museum’s collection. Displayed in its original Falklands configuration, the aircraft provides the museum’s visitors with a tangible connection to one of the most significant conflicts in British history.

Harrier GR3 XZ997 is much more than an aircraft; it is a symbol of British resilience and innovation. Its service during the Falklands Conflict, particularly its pioneering use of laser-guided munitions, highlights its’ adaptability and effectiveness in modern warfare.

As part of the RAF Museum’s collection, XZ997 continues to educate and inspire future generations, reminding us of the immense courage and skill of those who flew and maintained this remarkable machine.

Come and see XZ997 today in Hangar 1 of the RAF Museum Midlands, opposite the legendary Chinook helicopter, Bravo November, another iconic aircraft from the Falklands Conflict.