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In today's digital battlefield, where even free-fall bombs can
spread wings and guide themselves to a target with anti-jam
internal global positioning systems, the weapons carriage equipment
that mates ordnance with aircraft is more than a simple rail. It is
a communications conduit, arming device and safety system, often
providing an electronic umbilical connection to enable updates of
the weapon's internal guidance system from the aircraft's own
equipment before launch.
Cobham's involvement with weapons carriage and release systems
began with a contract to produce structural components for UK firm
ML Aviation's JP233 Airfield Denial Weapon in the early 1980s,
later used with devastating effect by Panavia Tornado ground attack
aircraft in the first hours of the 1991 Gulf War.
But when Cobham acquired its US air-to-air refuelling rival
Sargent Fletcher in 1994, it also inherited that company's
extensive weapons carriage capability. Four years later Cobham
acquired former client ML Aviation and its developing Brimstone
anti-tank missile launching system, giving Cobham presence in
weapons and carriage and release markets on both sides of the
Atlantic.
In 2000 the company licensed the rights to Boeing's new 'cold
gas' pneumatic ejector technology.
Previous generations of ejector racks had depended on small
pyrotechnic explosive charges to activate the ejector rams, but
experience had shown that the pyrotechnics could not always be
depended upon to fire in unison. At the very least this affected
the accuracy of a weapon, as it left the aircraft a split second
later than was intended. At worst, it had the potential to severely
compromise safety.
With compressed gas, the release unit operated reliably without
the cartridge change and residue left by pyrotechnic charges.
Boeing's technology, mated with Cobham's weapons release system
expertise, produced the BRU/61A weapons carrier, designed
specifically for Boeing's new Small Diameter Bomb. As the name
suggests, the Small Diameter Bomb reduces the space required for
each weapon and so allows more to be carried by a single aircraft.
And in an environment where speed often equals survival, the SDB's
ability to release at supersonic speeds means aircrew are exposed
to danger in the combat zone for shorter periods on each
sortie.
Although no stranger to the mechanics of building aircraft
external fuel tanks, Cobham's acquisition of US rival Sargent
Fletcher in 1994 also gave the company an instant position as world
leader in the field.
Sargent Fletcher, originally known as Fletcher Aviation, was
among the thousands of US companies which turned their skills to
war manufacture when the United States entered the Second World War
in 1941. Fletcher built external fuel tanks, still a novel concept
only five years after their first known use during the Spanish
Civil War, for aircraft such as the North American P-51 Mustang and
Lockheed P-38 Lightning. After the Second World War Fletcher
continued to supply external fuel tanks for practically every
aircraft type in the US inventory and has now delivered more than
one million units.
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Overseas aircraft manufacturers, including
Korean Aerospace Indutries, maker of the T-50 Golden Eagle shown
here, have turned to Cobham for external fuel tanks.
Cobham has produced more than 30,000 pylons and
tanks for the F-16 fighter.
Even the C-130 Hercules massive 1360 gallon
tanks are made by Cobham.
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