'Self Defence' Systems
This page was last updated:- 1st May 2006
This section has been compiled with the technical collaboration of: John Robertson Electronic Engineering Technician - 12, 15 Squadron, 237 OCU and Buccaneer/Jaguar Maintenance School.

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Introduction Throughout its’ operational life, the Buccaneer had to contend with a range of surface and airborne threats. On exercises it gained the respect of its adversaries as a very tough target. From the outset the Buccaneer had the advantages of low-level performance, manoeuvrability and a low heat signature. The Buccaneer was specifically designed for high speed, ultra low-level performance. This enabled the aircraft to fly under the transmission lobe of surface radar, only appearing when in visual range of the target and its defences. The aircraft was also very difficult to locate visually either from the ground or from the air as it used ground features and camouflage to screen progress. (It was rumoured on one Red Flag Exercise that the defenders used binoculars to look for 600mph sandstorms generated by attacking Buccaneers). Targets and their defences were given minimal time to react. This remained true throughout the Buccaneer’s operational life as the Buccaneer remained elusive to radar and mark one eyeball. Although subsonic, the Buccaneers design meant that at very low level it could outrun just about any opponent. This held true until the introduction of look down /shoot down airborne systems. A Buccaneer caught at height could use its’ huge airbrakes to slow down and change direction very rapidly. When being pursued by a Phantom interceptor, a rapid turn into the radar notch (90-degrees to the aircraft track) of Phantom Doppler Radar caused the radar to break lock. After one exercise with Phantom interceptors, a subsequent signal stated that if the Buccaneers wanted to play they should at least carry a realistic load to display normal operational manoeuvrability. The Buccaneers were actually carrying full fuel loads and 1000 pound bombs. Using airbrakes a Buccaneer pilot could also perform an extremely rapid controlled descent to low level. As soon as the airbrakes closed the aircraft regained forward momentum and was in its’ element. Whilst the Buccaneer was descending the pursuing aircraft would overshoot making them vulnerable to a Sidewinder attack. If the interceptor decided to return and attempt to follow at low level, the Buccaneer had a nasty surprise in its bomb bay. The design of the Buccaneer resulted in a low infra-red heat signature. It had relatively cool, non-reheat engines with long jet pipes. Early heat seeking missiles had to be fired from directly astern to home onto the engines. A sudden high g turn was sufficient to cause an attacking missile to lose lock. Later heat seeking missiles were able to lock on to aircraft skin temperature, which necessitated the introduction of flare dispensers.

Camouflage

One of the first colour schemes used by operational Buccaneer S.Mk.1’s of the Fleet Air Arm, in 1962, was gloss white (1). As this was the Cold War period the aircraft's primary weapon against the soviet fleet was the Red Beard nuclear bomb, which would be delivered by Long Toss attack from 4 miles. When the weapon exploded the aircraft would still be relatively close to the target. The gloss white was intended to be reflective to protect the aircraft from flash and heat. However the gloss white made the aircraft highly visible when flying over the grey North Atlantic. Other S.Mk.1 and early S.Mk.2’s compromised by having their upper surfaces painted Extra Dark Sea Grey, whilst retaining white under surfaces (2) & (3). 800 and 809 Squadrons experimented with Squirrel Grey under surfaces (4) and 809 Squadron also trialled an overall Squirrel Grey scheme (5). The final Fleet Air Arm colour scheme for Buccaneers was overall Extra Dark Sea Grey (6). In 1972 Type B roundels were applied which eliminated the white from the previous roundels (7). Fleet Air Arm Buccaneers retained a gloss finish even after the RAF introduced a matt finish. This was possibly because gloss paint was easier to wash and remove corrosive salt deposits when on carrier duties. Early RAF Buccaneers used traditional colour schemes with Dark Green and Dark Sea Grey upper surfaces and Light Aircraft Grey under surfaces (8). Initially this was gloss but this was toned down to a less reflective matt finish in the mid seventies. When the matt finish was applied, Type B roundels were introduced (9). When Buccaneers first undertook Red Flag exercises in Nevada in 1977, they were very successful at evading detection. One flaw in the camouflage scheme was detected. When the aircraft banked at low level, the contrasting under surface against the background, made the aircraft more visible to observers on the ground. From that time on Buccaneers were converted to the wraparound camouflage scheme (10). Some variations of camouflage were trialled for exercises in Nevada (desert) (11) and Norway (arctic) (12) in 1977. The paint used was Alkali Removable Temporary Finish ARTF). Camouflage at the rear of the aircraft was left unchanged. This was because the engine exhaust heat and dirt made the ARTF very difficult to remove. After the start of the Gulf War, Buccaneers were summoned at very short notice to perform in their 'Pavespike' laser designation role. It was decided that the best low visibility colour scheme for desert conditions was Desert Pink (13). This was applied with ARTF. Identification roundels, on the wings, were much smaller and painted in pale blue and pink. After nearly thirty years of operations this butch aircraft was sent to war painted pink! To counteract this colour all the aircraft were named after whiskeys local to their home base at Lossiemouth. A number of aircraft were given some interesting female artwork below the cockpit on the starboard side. Each aircraft also carried a Jolly Roger on its’ port side, relating to the Buccaneers origin. Each Jolly Roger was unique to its aircraft. This originated back to a period in the Eighties when all the fox head squadron badges on 12 squadron aircraft were painted differently. Each aircraft was also issued with a white identification letter for the tailplane. Identification letters were issued to spell PIRATE SLOGUN when the aircraft were lined up. The final colour scheme for operational Buccaneers was Medium Sea Grey (14). This was introduced after the Gulf War. It was felt to be the best low visibility option for low level Sea Eagle operations over the sea and low or high level Pavespike operations. The fleet was gradually being converted to this scheme when the decision was made to cease Buccaneer operations in 1994.

Sidewinder AIM-9B/G/L, Air-to-Air Missile
With the replacement of the Supermarine Scimitar F.1 for air defence of the Royal Navy aircraft carriers in 1965, a stock of Sidewinder AIM-9Bs became available. Fleet Air Arm Buccaneer S.Mk.2's were subsequently modified to carry the Sidewinder. This involved relatively minor modification to the armament electrical system and the provision of a missile launch rail for an outboard wing pylon.
To activate the missile, the pilot selected Sidewinder on the weapons selector and the navigator switched on the Sidewinder fusing. The pilot then positioned the aircraft to enable the missile seeker head to lock on to target. When the pilot heard a growl (chirp in later missiles) in his headset, indicating missile lock on he fired the missile using the trigger on the control column. The AIM-9B was a first generation, infra-red heat seeking missile. The seeker head was not very sensitive and its’ amplifier used valve technology. Lock on could only be achieved from directly astern the target and was effective only at close range. It could not engage targets close to the ground, nor did it have night-time or head-on attack capability. These shortcomings were eliminated on subsequent versions. A twenty second engine burn gave the missile a range of two miles. The warhead used a fragmentation warhead. When the last Royal Navy aircraft carrier HMS Ark Royal was de-commissioned in 1978 and the remaining Buccaneers handed over to the RAF, the AIM-9B missiles were also passed on. By now the AIM-9B’s were fairly obsolete. In 1983 Buccaneers were required for Operation Pulsator to provide air cover for troops based in Beirut. As there was a potential threat from the Syrian Air Force and a very real threat of fire from the ground the Pulsator aircraft were upgraded to take Sidewinder AIM-9G missiles as well as chaff and flare dispensers. During the Avionic Update Programme the Buccaneer fleet was upgraded to carry AIM-9G and AIM-9L missiles. When the Buccaneers were sent to the Gulf War they carried AIM-9L missiles.
The AIM-9G was a ‘big fin’ missile. The increased rear fin size gave greater manoeuvrability and a faster turn rate. The missile used solid state electronics and incorporated Sidewinder Expanded Acquisition Mode (SEAM). SEAM increased the sensitivity of the seeker head enabling attacks to be made from the rear and flank quadrants. An increased engine burn of sixty seconds gave the missile a range of eleven miles. A continuous rod warhead was used.
The AIM-9L had seeker head sensitivity increased, by more effective argon cooling. The increased sensitivity enabled lock on of a target from all aspects, including head on. The AIM-9L had the same range and warhead as the AIM-9G. Externally the only difference was the modified forward control fins.
Due to the overwhelming air superiority of the Allied Coalition, the AIM-9L missiles on the Gulf War aircraft were removed after a relatively short period. The wing stations were used to carry 'Paveway' laser guided bombs. Although the Buccaneer never fired a Sidewinder in anger, it did get two aircraft kills using 'Paveway'. These were classed as kills because, the aircraft targeted, were on the move at the time of their destruction on the ground. The aircraft kill markings were put on the aircraft to annoy the RAF Tornado F3 interceptor pilots who did not get any kills in the conflict.

A Nasty Surprise (Retard Defence)

On one of the early Red Flag exercises a Buccaneer was intercepted by a particularly determined F5 pilot. The F5 hung on at low-level trying to get a ‘shot off’. The Buccaneer pilot decided to scare him off and dropped a practice bomb. Seeing something fall off the aircraft, the F5 broke off the attack. Subsequent analysis of the video showed that if the practice bomb had been a 1000 pound retard bomb, the F5 would have been blown out of the sky. A 1000 pound bomb ejects debris and blast up to one thousand feet into the sky. A low-level pursuer would pass directly through this at significant risk of damage to airframe and engines. Even if the aircraft was undamaged the pilot would be rather reluctant to continue for a second helping. It became standard practice for Buccaneers to carry four retard bombs in the bomb bay for air defence. This was called ‘Retard Defence’. This had the added advantage that these weapons could be used if additional ‘Targets of Opportunity’ were spotted on a mission.

ECM Pod
The Electronic Countermeasures Pod (ARI 23234) was an electronic jamming pod effective against a range of surface and airborne radar systems. This equipment was purchased from Westinghouse and was in use with American forces as the AN/ALQ-101(V)-10. The pod could be carried on either outboard wing station 3 or 4. Switching the wing station role from Martel/Sea Eagle to ECM was carried out by changing over connectors in the undercarriage bay to switch connection of the wing station from the Role Panel to the ECM Control Unit.
Most of the pods carried in peacetime were set up as ‘training pods’ with limited power and reduced functions. A ‘war pod’ set up was at full power setting and all functions operable. War pods were discernible by a red band on the forward section of the upper gondola of the pod. A pod that was set up in training mode, had either a blue or a plain metal band (the blue paint tended to wear off the bands as they were actually retaining bands which were taken on and off during bay servicing). When the navigator detected a threat on the Passive ECM, RWR or Sky Guardian system, he activated the appropriate response on ARI 23234 Control Unit. The pod used fine tuned noise and deception techniques by means of a Travelling Wave Tube (TWT), which could keep up with frequency hopping radars. Techniques used included Transponder Mode or ‘Range Gate Stealing’. Radar pulses from the radar threat were copied and retransmitted with a delay to give a false range return. Transponder Mode or Amplitude Modulation transmitted returns which gave a false bearing. Later modifications were introduced to counter Continuous Wave (CW) radars. Although the equipment was of American origin, it received British modifications whilst in RAF operation. In 1979, tests of modified pods were carried out at China Lake in the Mojave Desert. The aircraft were required to repeatedly fly a figure of eight within a designated area. Arraigned against each aircraft was a wide range of US and Soviet radar and missile defence systems. The tests were a success, with radars unable to gain accurate lock on. The g-meter readings used to monitor airframe fatigue increased horrendously during these trials, due to the continuous jinking of the aircraft. However the trials clearly demonstrated the survivability of the Buccaneers in a hostile environment. All servicing of the ECM pods was carried out in second line servicing bays. The only first line serving on the flight line was during Before Flight Serving when the pod was topped up with distilled water. This water was boiled off as coolant when transmitting. The ECM pod was joking referred to as ‘steam powered’.

Battle Formation

During the 1991 Gulf War, Buccaneers operated alongside Tornadoes as part of large co-ordinated attacks by combined air forces of the Coalition. They operated above 30,000ft, close to their maximum ceiling and had other aircraft providing air defence, electronic countermeasures and missile suppression. However for most of its’ operational career, the Buccaneer operated at low-level and was largely self reliant for its’ own defence. Over the years, Buccaneer crews practiced and developed the Battle Formation for transit to and from targets. A Battle Formation of typically up to six aircraft would approach and depart a target at very low-level, 200ft down to 50ft, in total radio silence. Radar and radio equipment were kept on standby or receive mode only. Depending upon the mission, another aircraft sometimes vectored the formation to the target using coded V/UHF signals. Over the years this role was provided by Shackletons, Victors, Nimrods and latterly AWACS aircraft. The formation was widely dispersed with aircraft up to 4000 yards apart, dependent upon visibility. This gave the aircraft maximum flexibility for manoeuvre in attack or defence and provided mutual support between aircraft. Each member of the formation had a specific duty. The leader had prime responsibility for the safe conduct and navigation of the formation. Other pilots could see any change of direction or tell tale smoke from the leader, indicating acceleration. Number three in the formation was the deputy leader, ready to take over from the leader, and he also had responsibility for the correct position of the formation relative to the leader. Numbers two and four were briefed to ‘stick to, to search, to report’. Navigators listened in on the RWR for airborne, ground or missile radar transmissions and kept a sharp look out for interceptor aircraft (bogeys). If a bogie was spotted coming for an attack, a radio call of ‘ Bogeys at ….’, warned the rest of the formation. Whoever called the threat first called the counter and controlled the action until the leader took over. At this point the formation could take defensive action with manoeuvres, ECM Pod jamming and use of chaff or flares. If one of the formation was pursued the bogey could also face flying into ‘Retard Defence’ or a Sidewinder from elsewhere in the formation. After dispersing an attack, the Buccaneers would resume their planned track to the target and reform. Inertial navigation helped to regain timed waypoints. Regular practice honed the teamwork of flying in battle formation, countering attacks and reforming.

Flash Ejectors

The Fleet Air Arm carried out trials for the installation of Flash Ejectors on outboard wing stations. The flash ejector could fire a series of mini flares as decoys for heat seeking missiles. These do not appear to have been in common use. The most likely recipients for flash ejectors would have been aircraft in the flight refuelling role. With a weighty refuelling pod on wing station 2, the Buccaneer was limited to manoeuvres of less than 3g. Anything greater than 3g risked having the pod rip off the aircraft. This made aircraft in the tanker role a relative sitting duck.

Chaff

Chaff, or Window as it was originally known, was devised in the Second World War. It is a means of confusing a radar receiver by screening the target with thousands of radar returns caused by the release of metal foil cut to different lengths to match radar wavelengths. Prior to the introduction of AN/ALE 40, RAF Buccaneers used a simple fix. 6 bundles of chaff were taped to the inside leaf of an airbrake petal before a specific operation. In the air the pilot released the chaff by deploying the airbrakes and the air turbulence scattered the chaff. This was a one shot option which gave the pilot the chance to confuse the interceptor radar whilst rapidly manoeuvring. If chaff was carried, and not used, the pilot had to remember to dispose of it before returning to base. Air Traffic Control was not amused if a large cloud of chaff was released over the airfield and drifted through the circuit. This ‘simple fix’ remained in use until the 'Avionics Upgrade Programme' (AUP) when the Buccaneer fleet was equipped with AN/ALE 40 chaff and flare dispensers.

AN/ALE-40 Counter Measure Dispenser System
The AN/ALE-40 is a Counter Measure Dispenser System (CMDS), that has been successfully fitted to many aircraft platforms since its introduction. Manufactured by Tracor, it was first fitted to a few Buccaneer S.Mk.2B's in 1983.
In 1983, with the deteriorating situation in the Lebanon, the United Nations multi-national peace-keeping force was increasingly coming under fire from the Druze militia, supported by other guerilla factions as well as the Palestinians. By late 1983, the situation had reached the point where the Lebanese Government Army's positions on the east of Beirut were likely to be overrun. The need for air support to protect the peace-keepers as well as the Lebanese Government positions was agreed by the UN. Within the multi-national force was a 100-strong British contingent. On the 9th September 1983 under the name of 'Operation Pulsator', six Buccaneers from RAF Lossiemouth were initially deployed to RAF Akrotiri to enable close air support of the UN forces in Beirut.

Subsequently a total of 12 aircraft received the AN/ALE-40 'fit' - being stationed at RAF Akrotiri until the British contingent of the UN multi-national force was withdrawn from the Lebanon on 26th March 1984. The system is based around two forms of counter-measure to protect the aircraft from the following types of threat: Radar Threat: — To counter the 'Radar' threat, 'Chaff' can be released by the pilot. It consists of tiny strands of aluminium foil which are cut to specific lengths, to match the various wavelengths of the enemy radar. It is a very uncomplicated system which still proves to be extremely effective against almost all 'Radar' threats even today. Infra-Red Heat-Seeking Missiles: — To counter the 'Infra-Red' detection threat from 'Heat-Seeking' missiles, 'Flares' can be released by the pilot. Due to the nature of the 'Infra-Red' tracking mechanisms of missiles - which are designed to home in on the signature from the aircraft's jet exhaust - the 'Flares' consist of white hot magnesium, which burns far hotter than the exhaust from the aircraft, decoying the missile into thinking the 'Flare' is the target and not the actual aircraft. AN/ALE-40 Installation Initially, the AN/ALE-40 dispensers were crudely mounted on the Buccaneers below the 'Jet-Pipe' fairing. This was a 'Quick Fix' in 1983 because of the the 'Lebanese' crisis, but not considered satisfactory for subsequent operational use. To avoid the aircraft's potential 'Self-Destruction' from it's own 'Self-Defence' counter-measures system, it was imperative that the 'Chaff' dispenser was mounted below the 'Port' engine 'Jet-Pipe' because of the close proximity of the fuel vent pipe - hence the 'Flare' dispenser was mounted under the 'Starboard' engine 'Jet-Pipe'. In February 1985, ASR 1012 an 'Avionics Upgrade Programme' (AUP) was initiated for the Buccaneer which included the permanent installation of the AN/ALE-40 to the aircraft. These upgraded aircraft began to enter operational service in 1987. All in all a total of 42 Buccaneer S.Mk.2B's received the full 'AUP' package.

				AN/ALE-40 Chaff/Flare Dispenser Post 1987 Installation - ASR 1012 (Avionics Upgrade Programme)

In the latter (AUP) installation, the 'Chaff' dispensers were mounted on the inboard side of both outboard pylons - 'Weapon Stations 3 & 4'. The 'Flare' dispensers were permanently located just aft of the arrester hook where the airbrake lower holdback fairing used to be. These were mounted either side of the lower 'RWR' antenna.

Chaff/Flare Dispenser locations: Sep. 1983 to Mar. 1984 - 'Operation Pulsator', Beirut (Stationed: RAF Akrotiri, Cyprus) — Position 1 - The AN/ALE-40 'Chaff' dispenser was always located here — Position 2 - The AN/ALE-40 'Flare' dispenser was always located here - Furthest from the fuel vent pipe Post 1987 - 'Avionics Upgrade Programme', ASR 1012 — Position 3 - One AN/ALE-40 'Chaff' dispenser was permanently located on the inboard side of the outboard pylon (Weapon Station 3) — Position 4 - One AN/ALE-40 'Chaff' dispenser was permanently located on the inboard side of the outboard pylon (Weapon Station 4) — Position 5 - Two AN/ALE-40 'Flare' dispensers were permanently located just aft of the arrester hook where the airbrake lower holdback fairing used to be. These were mounted either side of the lower 'RWR' antenna.

						Buccaneer S.Mk.2B
Positions 1 & 2 'Operation Pulsator' Beirut, Lebanon - 1983 Positons 3, 4 & 5 ASR 1012 Avionics Upgrade - Post 1987

Source -	John Robertson (Electronic Engineering Technician) 12, 15, Squadron, 237 OCU and Buccaneer/Jaguar Maintenance School.
Additional Info. -	Buccaneer: The story of the last all-British strike aircraft (Tim Laming) The Buccaneers (Air Commodore Graham Pitchfork) FineScale Modeler, November 2001 (Jim Rotramel - Sidewinder) (see Reference Library page for full details)

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