Hawker Siddeley Nimrod#MR1

File:Hawker Siddeley Nimrod MR1 (801), UK - Air Force AN1047063.jpg in July 1981]]

{{External media |topic= |width= |float=right |image1=[http://www.singas.co.uk/Charles_Jordan/Nimrod.jpg Circa 1967, Nimrod XV242 taxiing at RAF Changi during the type's test and evaluation phase in the Far East]}}

On 4 June 1964, the British Government issued Air Staff Requirement 381, which sought a replacement for the aging Avro Shackleton maritime patrol aircraft of the Royal Air Force (RAF).Haddon-Cave 2009, pp. 16–17. Such a replacement had been necessitated by the rapidly-approaching fatigue life limitations accumulated across the Shackleton fleet.Jefford et al. 2005, p. 87. A great deal of interest in the requirement was received from both British and foreign manufacturers, who offered aircraft including the Lockheed P-3 Orion, the Breguet Atlantic and derivatives of the Hawker Siddeley Trident, BAC One-Eleven, Vickers VC10 and de Havilland Comet.Chartres 1986, p. 12.Jefford et al. 2005, p. 131. On 2 February 1965, Prime Minister Harold Wilson announced the intention to order Hawker Siddeley's maritime patrol version of the Comet, the HS.801 as a replacement for Shackleton Mk 2.{{cite news |url=http://www.flightglobal.com/pdfarchive/view/1965/1965%20-%200384.html |title=Aircraft Decisions: Mr Wilson's Statement |work=Flight International |volume=87 |issue=2918 |page=224 |date=11 February 1965 |archive-url=https://web.archive.org/web/20130731130200/https://www.flightglobal.com/pdfarchive/view/1965/1965%20-%200384.html |archive-date=31 July 2013}}{{cite news |url=http://www.flightglobal.com/pdfarchive/view/1965/1965%20-%200849.html |title=The Maritime Comet |work=Flight International |volume=87 |issue=2924 |date=25 March 1965 |pages=465–466 |archive-url=https://web.archive.org/web/20130731124857/https://www.flightglobal.com/pdfarchive/view/1965/1965%20-%200849.html |archive-date=31 July 2013}}{{refn|Following evaluation testing by the RAF, the Vickers VC10 had been identified as highly suitable for the task; however, an initial version of Comet-based Nimrod could be in service within five years, a more capable Nimrod equipped with the envisioned avionics would follow.|group=N}}

The Nimrod design was based on the Comet 4 civil airliner which had reached the end of its commercial life (the first two prototype Nimrods, XV148 and XV147, were built from two final unfinished Comet 4C airframes). The Comet's turbojet engines were replaced by Rolls-Royce Spey turbofans for better fuel efficiency, particularly at the low altitudes required for maritime patrol. Major fuselage changes were made, including an internal weapons bay, an extended nose for radar, a new tail with electronic warfare (ESM) sensors mounted in a bulky fairing, and a MAD (magnetic anomaly detector) boom. After the first flight in May 1967, the RAF ordered 46 Nimrod MR1s.Fricker 1972, p. 593. The first example (XV230) entered service in October 1969. A total of five squadrons using the type were established; four were permanently based in the UK and a fifth was initially based in Malta.Neal 1970, p. 119.

{{Main|Hawker Siddeley Nimrod R1}}

File:Hawker Siddeley Nimrod R1 (801), UK - Air Force AN1554801.jpg in Lincolnshire in 2009]]

Three Nimrod aircraft were adapted for the signals intelligence role, replacing the Comet C2s and Canberras of No. 51 Squadron in May 1974.Lake Air International July 2001, p. 31.Fricker 1972, p. 594. The R1 was visually distinguished from the MR2 by the lack of a MAD boom.Haddon-Cave 2009, p. 17. It was fitted with an array of rotating dish aerials in the aircraft's bomb bay, with further dish aerials in the tailcone and at the front of the wing-mounted fuel tanks. It had a flight crew of four (two pilots, a flight engineer and one navigator) and up to 25 crew operating the SIGINT equipment.Lake Air International July 2001, pp. 30–31.

Only since the end of the Cold War has the role of the aircraft been officially acknowledged; they were once described as "radar calibration aircraft". The R1s have not suffered the same rate of fatigue and corrosion as the MR2s. One R1 was lost in a flying accident since the type's introduction; this occurred in May 1995 during a flight test after major servicing, at RAF Kinloss. To replace this aircraft an MR2 was selected for conversion to R1 standard, and entered service in December 1996.Lake Air International July 2001, p. 34.

The Nimrod R1 was based initially at RAF Wyton, Cambridgeshire, and later at RAF Waddington, Lincolnshire, and flown by 51 Sqn. The two remaining Nimrod R1s were originally planned to be retired at the end of March 2011, but operational requirements forced the RAF to deploy one to RAF Akrotiri, Cyprus on 16 March in support of Operation Ellamy. The last flight of the type was on 28 June 2011 from RAF Waddington, in the presence of the Chief of the Air Staff, ACM Sir Stephen Dalton.[http://www.defencemanagement.com/news_story.asp?id=16738 "Nimrod R1 makes final flight"] {{webarchive|url=https://web.archive.org/web/20120325162031/http://www.defencemanagement.com/news_story.asp?id=16738 |date=25 March 2012 }} Defence Management Journal, 28 June 2011. Retrieved 28 June 2011.[https://www.bbc.co.uk/news/uk-13942014 "Nimrod R1 aircraft in final flight for RAF."] BBC, 28 June 2011. Retrieved 13 July 2011. XV 249, the former MR2, is now on display at the RAF Museum Cosford, West Midlands. The R1 was replaced by three Boeing RC-135W Rivet Joint aircraft, acquired under the Airseeker project; the first aircraft was delivered in late 2013.[http://www.flightglobal.com/news/articles/pictures-first-raf-rivet-joint-aircraft-arrives-in-uk-392875/ "PICTURES: First RAF Rivet Joint aircraft arrives in UK."]Flight Global. Retrieved: 18 December 2013

File:Nimrod - RIAT 2006 (2424167612).jpg

Starting in 1975, 35 aircraft were upgraded to MR2 standard, being re-delivered from August 1979.Donald 1996, p. 95. The upgrade included extensive modernisation of the aircraft's electronic suite. Changes included the replacement of the 1950s ASV Mk 21 radar used by the Shackleton and Nimrod MR1 with the new EMI Searchwater radar,{{refn|Equipped with the Searchwater radar, a Nimrod could offer an "AWACS-like" capability in the maritime environment.Jefford et al. 2005, p. 134.|group=N}} a new acoustic processor (GEC-Marconi AQS-901) capable of handling more modern sonobuoys, a new mission data recorder (Hanbush) and a new Electronic Support Measures (Yellow Gate) which included new pods on the wingtips.Air International July 1981, pp. 9–10, 12–14.

Provision for in-flight refuelling was introduced during the Falklands War (as the MR2P), as well as hardpoints to allow the Nimrod to carry the AIM-9 Sidewinder missile to counter enemy Argentine Air Force maritime surveillance aircraft.Brown 1987, p. 110. In preparation for operations in the Gulf War theatre, several MR2s were fitted with new communications and ECM equipment {{clarify|date=February 2020}} to deal with anticipated threats; at the time these modified aircraft were given the designation MR2P(GM) (Gulf Mod).

The Nimrod MR2 carried out three main roles: Anti-Submarine Warfare (ASW), Anti-Surface Unit Warfare (ASUW) and Search and Rescue (SAR). Its extended range enabled the crew to monitor maritime areas far to the north of Iceland and up to {{convert|4,000|km|nmi|order=flip}} out into the Western Atlantic. With Air-to-Air Refuelling (AAR), range and endurance was greatly extended. The crew consisted of two pilots and one flight engineer, two navigators (one tactical navigator and a routine navigator), one Air Electronics Officer (AEO), the sonobuoy sensor team of two Weapon System Operators (WSOp ACO) and four Weapon System Operators (WSOp EW) to manage passive and active electronic warfare systems.

Until 2010, the Nimrod MR2 was based at RAF Kinloss in Scotland (120, 201 and 206 Squadrons), and RAF St Mawgan in Cornwall (42 and 38(R) Squadrons). Following Options for Change, 42 Squadron was disbanded and its number reassigned to 38(R) Squadron. The Nimrod MR2 aircraft was withdrawn on 31 March 2010, a year earlier than planned, for financial reasons.[http://www.mod.uk/DefenceInternet/DefenceNews/EquipmentAndLogistics/LastFlightOfTheNimrodMr2.htm "Last flight of the Nimrod MR2."] {{Webarchive|url=https://web.archive.org/web/20121004051634/http://www.mod.uk/DefenceInternet/DefenceNews/EquipmentAndLogistics/LastFlightOfTheNimrodMr2.htm |date=4 October 2012 }} Ministry of Defence, 31 March 2010.[http://www.raf-families-federation.org.uk/policies-news.asp?id=434 "Planning Round 10 is Going to be a Tough One."] {{Webarchive|url=https://web.archive.org/web/20110724052613/http://www.raf-families-federation.org.uk/policies-news.asp?id=434 |date=24 July 2011 }} RAF Families Federation, 6 January 2010. The last official flight of a Nimrod MR2 took place on 26 May 2010, with XV229 flying from RAF Kinloss to Kent International Airport to be used as an evacuation training airframe at the nearby MOD Defence Fire Training and Development Centre.Wilson, Tom. [http://www.thisiskent.co.uk/Historic-plane-ends-career-Manston/story-11997519-detail/story.html "Historic plane ends its career at Manston."] {{webarchive|url=https://web.archive.org/web/20120402234152/http://www.thisiskent.co.uk/Historic-plane-ends-career-Manston/story-11997519-detail/story.html |date=2 April 2012 }} This is Kent, 8 June 2010. Retrieved 13 July 2011.

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{{Main|British Aerospace Nimrod AEW3}}

In the mid-1970s a modified Nimrod was proposed for the Airborne Early Warning (AEW) mission – again as a replacement for the Lancaster-derived, piston-engined Shackleton AEW.2. Eleven existing Nimrod airframes were to be converted by British Aerospace to house the GEC Marconi radars in a bulbous nose and tail. The Nimrod AEW3 project was plagued by cost over-runs and problems with the GEC 4080M computer used.[http://www.spyflight.co.uk/nim%20aew.htm "BAe Nimrod AEW 3."] {{Webarchive|url=https://web.archive.org/web/20120502141328/http://www.spyflight.co.uk/nim%20aew.htm |date=2 May 2012 }} Spyflight. Retrieved: 20 October 2010. Eventually, the MoD recognised that the cost of developing the radar system to achieve the required level of performance was prohibitive and the probability of success very uncertain, and in December 1986 the project was cancelled. The RAF eventually received seven Boeing E-3 Sentry aircraft instead.

{{Main|BAE Systems Nimrod MRA4}}

The Nimrod MRA4 was intended to replace the capability provided by the MR2. It was essentially a new aircraft, with current-generation Rolls-Royce BR710 turbofan engines, a new larger wing, and fully refurbished fuselage. The project was subject to delays, cost over-runs, and contract re-negotiations. The type had been originally intended to enter service in 2003 but was cancelled in 2010 as a result of the Strategic Defence and Security Review, at which point it was £789 million over-budget; the development airframes were also scrapped.[https://www.bbc.co.uk/news/uk-england-12294766 "Scrapping RAF Nimrods 'perverse' say military chiefs."] BBC News, 27 January 2011. Some functions were allocated to other assets, with Hercules transport aircraft and E-3 Sentry Airborne Early Warning aircraft given some tasks, but the cancellation of the MRA4 resulted in a significant gap in long-range maritime patrol and search-and rescue capability.Hoyle, Craig. [https://www.flightglobal.com/news/articles/in-focus-uk-left-exposed-by-nimrod-cancellation-re-376998/ "IN FOCUS: UK left exposed by Nimrod cancellation, report says"]. Flightglobal, 27 September 2012. Retrieved 21 May 2016.{{cite web |url=https://publications.parliament.uk/pa/cm201213/cmselect/cmdfence/110/110.pdf |title=Future Maritime Surveillance |date=19 September 2012 |publisher=House of Commons Defence Select Committee |access-date=2020-05-28 }}.

In July 2016, the Ministry of Defence announced the purchase of nine Boeing P-8A Poseidon aircraft for the RAF. The RAF declared the P-8 had reached initial operating capability (IOC) on 1 April 2020, by which time two of the planes had been delivered.{{cite web |title= RAF Declare Poseidon an Initial Operating Capability |url= https://www.raf.mod.uk/news/articles/raf-declare-poseidon-an-initial-operating-capability/ |date= 3 April 2020 |website= raf.mod |access-date=24 May 2020}} The nine aircraft will be based at RAF Lossiemouth.{{Cite web |url=http://www.raf.mod.uk/news/archive/mod-seals-the-deal-on-nine-new-maritime-patrol-aircraft-to-keep-uk-safe-11072016 |title=MOD seals the deal on nine new Maritime Patrol Aircraft to keep UK safe |access-date=9 February 2017 |archive-url=https://web.archive.org/web/20170211075431/http://www.raf.mod.uk/news/archive/mod-seals-the-deal-on-nine-new-maritime-patrol-aircraft-to-keep-uk-safe-11072016 |archive-date=11 February 2017 |url-status=dead }}

The Nimrod was the first jet-powered MPA to enter service, being powered by the Rolls-Royce Spey turbofan engine.Neal 1970, p. 120. Aircraft in this role had been commonly propelled by piston or turboprop powerplants instead to maximise fuel economy and enable maximum patrol time on station. Advantages of the Nimrod's turbofan engines included greater speed and altitude capabilities, and it was more capable of evading detection by submarines, as propeller-driven aircraft are more detectable underwater by standard acoustic sensors.Rininger 2006, p. 69. The Nimrods had a flight endurance of ten hours without aerial refuelling. The MR2s were later fitted to receive mid-air refuelling in response to demands of the Falklands War.

File:Two Nimrod R1s of 51 Squadron MOD 45132295.jpg

At the start of a patrol mission all four engines would normally be running; as the aircraft's weight was reduced by fuel consumption, up to two engines could be shut down, allowing the remaining engines to be operated more efficiently. Instead of relying on ram air to restart an inactive engine, compressor air could be crossfed from a live engine to a starter turbine. The crossfeed duct was later discovered to be a potential fire hazard.Haddon-Cave 2009, p. 20.Neal 1970, p. 121. Similarly, the two hydraulic systems on board were designed to be powered by the two inner engines that would always be running. Electrical generation was designed to far exceed the consumption of existing equipment to accommodate additional systems installed over the Nimrod's service life.

The standard Nimrod fleet carried out three basic operational roles during their RAF service: Anti-Submarine Warfare duties typically involved surveillance over an allocated area of the North Atlantic to detect the presence of Soviet submarines in that area and to track their movements. In the event of war, reconnaissance information gathered during these patrols would be shared with other allied aircraft to enable coordinated strikes at both submarines and surface targets. Search and rescue (SAR) missions were another important duty of the RAF's Nimrod fleet, operating under the Air Rescue Coordination Centre at RAF Kinloss and were a common sight in both military and civil maritime incidents. Throughout the Nimrod's operational life, a minimum of one aircraft was held in a state of readiness to respond to SAR demands at all times.

File:Hawker Siddeley Nimrod MR2P (801), UK - Air Force AN1042029.jpg

The Nimrod featured a crew of up to 25 personnel, although a typical crew numbered roughly 12, most of whom operated the various onboard sensor suites and specialist detection equipment.Rininger 2006, p. 125. A significant proportion of the onboard sensor equipment was housed outside the pressure shell inside the Nimrod's distinctive pannier lower fuselage. Sensor systems included radar, ESM radar detection and sonar.The Nimrod and its detection capabilities were an important component of Britain's military defence during the height of the Cold War.Armfield, Hugh "Air Force Takes Over as Britain's Watchdog." The Age, 26 October 1971. p. 8.

The Nimrod's navigational functions were computerised, and were managed from a central tactical compartment housed in the forward cabin. Various functions such as weapons control and information from sensors such as the large forward doppler radar were displayed and controlled at the tactical station.Neal 1970, p. 122. The flight systems and autopilot could be directly controlled by navigator's stations in the tactical compartment, giving the navigator nearly complete aircraft control. The navigational systems comprised digital, analogue, and electro-mechanical elements. The computers were integrated with most of the Nimrod's guidance systems such as the air data computer, astrocompass, inertial guidance and doppler radar. Navigation information could also be manually input by the operators.Neal 1970, pp. 122, 126.

Upon entry into service, the Nimrod was hailed as possessing advanced electronic equipment such as onboard digital computers. The increased capability of these electronic systems allowed the RAF's fleet of 46 Nimrod aircraft to provide equal coverage to that of the larger fleet of retiring Avro Shackletons. The design philosophy of these computerised systems was that of a 'man-machine partnership'; while onboard computers performed much of the data sift and analysis processes, decisions and actions on the basis of that data remained in the operator's hands. To support the Nimrod's anticipated long lifespan, onboard computers were designed to be capable of integrating with various new components, systems, and sensors that could be added in future upgrades.Neal 1970, p. 123. After a mission, gathered information could be extracted for review purposes and for further analysis.Neal 1970, p. 128.

The Nimrod featured a sizeable bomb bay in which, in addition to armaments such as torpedoes and missiles, could be housed a wide variety of specialist equipment for many purposes, such as up to 150 sonobuoys for ASW purposes or multiple air-deployed dinghies and droppable survival packs such as Lindholme Gear for SAR missions; additional fuel tanks and cargo could also be carried in the bomb bay during ferrying flights. Other armaments equippable in the bomb bay include mines, bombs, and nuclear depth charges; later munitions included the Sting Ray torpedo and Harpoon missile for increased capability.

File:Nimrod MR2P XV231 (5658535796).jpg

The Nimrod could also be fitted with two detachable pylons mounted underneath the wings to be used with missiles such as the Martel; two specialised pylons were later added to enable the equipping of AIM-9 Sidewinder missiles, used for self-defence purposes against hostile aircraft. A powerful remote-controlled searchlight was installed underneath the starboard wing for SAR operations. For reconnaissance missions, the aircraft was also equipped with a pair of downward-facing cameras suited to low and high-altitude photography. In later years a newer electro-optical camera system was installed for greater imaging quality.Haddon-Cave 2009, p. 18.

Various new ECMs and electronic support systems were retrofitted onto the Nimrod fleet in response to new challenges and to increase the type's defensive capabilities; additional equipment also provided more effective means of identification and communication.Neal 1970, p. 127.Friedman 1997, pp. 522, 567. A number of modifications were introduced during the 1991 Gulf War; a small number of MR2s were fitted with improved Link 11 datalinks, new defensive ECM equipment including the first operational use of a towed radar decoy, and a forward looking infrared turret under the starboard wing.

The Nimrod first entered squadron service with the RAF at RAF St Mawgan in Cornwall in October 1969. These initial aircraft, designated as Nimrod MR1, were intended as a stop-gap measure, and thus were initially equipped with many of the same sensors and equipment as the Shackletons they were supplementing. While some improvements were implemented on the MR1 fleet to enhance their detection capabilities, the improved Nimrod MR2 variant entered service in August 1979 following a lengthy development process.Jefford et al. 2005, pp. 89–90. The majority of the Nimrod fleet operated from RAF Kinloss in Scotland.Jefford et al. 2005, p. 94.

File:Hawker Siddeley Nimrod MR1 (801), UK - Air Force AN1029954.jpg

Operationally, each active Nimrod would form a single piece of a complex submarine detection and monitoring mission. An emphasis on real-time intelligence sharing was paramount to these operations; upon detecting a submarine, Nimrod aircrews would inform Royal Navy frigates and other NATO-aligned vessels to pursuit in an effort to continuously monitor Soviet submarines.Jefford et al. 2005, pp. 65–66. The safeguarding of the Royal Navy's Resolution-class ballistic missile submarines, which were the launch platform for Britain's nuclear deterrent, was viewed as being of the utmost priority.Jefford et al. 2005, pp. 100–101.

Nimrods were first deployed to Wideawake airfield on Ascension Island on 5 April 1982,Burden et al. 1986, p. 401. the type at first being used to fly local patrols around Ascension to guard against potential Argentine attacks, and to escort the British Task Force as it sailed south towards the Falklands, with Nimrods also being used to provide search and rescue as well as communications relay support of the Operation Black Buck bombing raids by Avro Vulcans.Burden et al. 1986, pp. 402–403. As the Task Force neared what would become the combat theatre and the threat from Argentine submarines rose, the more capable Nimrod MR2s took on operations initially performed by older Nimrod MR1s.Chant 2001, p. 34. Aviation author Chris Chant has claimed that the Nimrod R1 also conducted electronic intelligence missions operating from Punta Arenas in neutral Chile.Chant 2001, p. 33. The Chilean government allowed an RAF Nimrod R1 to fly signals reconnaissance sorties from the Desventuradas Islands, gathering information on Argentine Air Force movements.{{cite web|url=http://www.spyflight.co.uk/chile.htm |title=Chile |access-date=2008-08-26 |url-status=dead |archive-url=https://web.archive.org/web/20120430052441/http://www.spyflight.co.uk/chile.htm |archive-date=2012-04-30 }}{{cite news|last1=Alexander|first1=Harriet|title='Without Chile's help, we would have lost the Falklands'|url=https://www.telegraph.co.uk/news/worldnews/southamerica/falklandislands/10947350/Without-Chiles-help-we-would-have-lost-the-Falklands.html|access-date=8 July 2014|work=The Telegraph|date=7 July 2014}}{{Cite web|url=https://www.aerosociety.com/news/21-things-i-discovered-while-writing-harrier-809/|title = 21 things I discovered while writing Harrier 809}}

The addition of air-to-air refuelling probes allowed operations to be carried out in the vicinity of the Falklands, while the aircraft's armament was supplemented by the addition of {{convert|1,000|lb|kg}} general-purpose bombs, BL755 cluster bombs and AIM-9 Sidewinder air-to-air missiles.Chant 2001, p. 82. The use of air-to-air refuelling allowed extremely long reconnaissance missions to be mounted, one example being a 19-hour 5-minute patrol conducted on 15 May 1982 (XV232 Airborne: 0803, Landing: 0308),{{Cite web|url=https://discovery.nationalarchives.gov.uk/details/r/C13340772|title = Operation Corporate (Falklands Conflict): Long range Nimrod sortie; Flight Lieutenant J}} which passed within {{convert|60|mi|km}} of the Argentine coast to confirm that Argentine surface vessels were not at sea. Another long-range flight was carried out by an MR2 on the night of 20/21 May, covering a total of {{convert|8,453|mi|km}}, the longest distance flight carried out during the Falklands War.Chant 2001, p. 61. In all, Nimrods flew 111 missions from Ascension in support of British operations during the Falklands War.Burden et al. 1986, p. 403.

A detachment of three Nimrod MR2s was deployed to Seeb in Oman in August 1990 as a result of the Iraqi invasion of Kuwait, carrying out patrols over the Gulf of Oman and Persian Gulf. Due to the level of threats present in the Gulf theatre, operational Nimrods were quickly retrofitted with a Marconi towed active decoy.Friedman 1997, p. 522. Once hostilities commenced, the Nimrod detachment, by now increased to five aircraft, concentrated on night patrols, with daylight patrols carried out by US Navy Lockheed P-3 Orions. Nimrods were used to guide Westland Lynx helicopters and Grumman A-6 Intruder attack aircraft against Iraqi patrol vessels, being credited with assisting in sinking or damaging 16 Iraqi vessels.Lake 2005, pp. 53–54.

File:Nimrod MR2 Mar2003.jpeg

After the ground offensive against Iraqi forces had ended, Britain elected to maintain an RAF presence in the region through assets such as the Nimrod and other aircraft.Haddon-Cave 2009, p. 23. Nimrod R1s operated from August 1990 to March 1991 from Cyprus, providing almost continuous flying operations from the start of the ground offensive. Each R1 was retrofitted with the same Marconi towed active decoy as well as under wing chaff/flare dispensers, reportedly sourced from the Tornado fleet.{{Citation needed|date=April 2014}}

Nimrods were again deployed to the Middle East as part of the British contribution to the US-led invasion of Afghanistan; missions in this theatre involved the Nimrods performing lengthy overland flights for intelligence-gathering purposes.Haddon-Cave 2009, p. 16. On 2 September 2006, 14 UK military personnel were killed when a Nimrod MR2 was destroyed in a midair explosion following an onboard fire over Afghanistan. It was the single greatest loss of British military lives since the Falklands War.[https://www.theguardian.com/uk/2006/sep/03/military "Afghan air crash victims named."] The Guardian, 3 September 2006.Stringer, Robert. [https://www.bloomberg.com/apps/news?pid=newsarchive&sid=alsBIb5Tk2JY&refer=uk "U.K. Says Fuel Caused Afghanistan Plane Explosion."] Bloomberg, 3 December 2007. The outbreak of the Iraq War in March 2003 saw the RAF's Nimrods being used for operations over Iraq, using the aircraft's sensors to detect hostile forces and to direct attacks by friendly coalition forces.Lake 2005, pp. 55–56.

While the Nimrod MR1/MR2 was in service, one aircraft from each of the squadrons on rotation was available for search and rescue operations at one-hour standby. The standby aircraft carried two sets of Lindholme Gear in the weapons bay. Usually one other Nimrod airborne on a training mission would also carry a set of Lindholme Gear. As well as using the aircraft sensors to find aircraft or ships in distress, it was used to find survivors in the water, with a capability to search areas of up to {{convert|20000|sqmi|km2|sigfig=2}}. The main role would normally be to act as on-scene rescue coordinator to control ships, fixed-wing aircraft, and helicopters in the search area.Chartres 1986, pp. 71–83.Jefford et al. 2005, pp. 95–96.

The Nimrod was most often featured in the media in relation to its search-and-rescue role, such as in the reporting of major rescue incidents.Jefford et al. 2005, p. 89. In August 1979, several Nimrods were involved in locating yachting competitors during the disaster-stricken 1979 Fastnet race and coordinated with helicopters in searches for survivors from lost vessels."Death Toll at 17, Last Yacht Seen in Ill Fated Race." The Bulletin, 16 August 1979. In March 1980, the Alexander L. Kielland, a Norwegian semi-submersible drilling rig, capsized whilst working in the Ekofisk oil field killing 123 people; six different Nimrods searched for survivors and took turns to provide rescue co-ordination, involving the control of 80 surface ships and 20 British and Norwegian helicopters.Crighton, Ryan. [http://www.pressandjournal.co.uk/Article.aspx/1655159 "UK survivor relives horror of North Sea rig disaster."] Press and Journal, 20 March 2010. In an example of its search capabilities, in September 1977 when an attempted crossing of the North Atlantic in a Zodiac inflatable dinghy went wrong, a Nimrod found the collapsed dinghy and directed a ship to it.

File:The mighty hunters - geograph.org.uk - 396662.jpg

The Nimrods were often used to enforce Operation Tapestry. Tapestry is a codeword for the activities by ships and aircraft that protect the United Kingdom's Sovereign Sea Areas, including the protection of fishing rights and oil and gas extraction. Following the establishment of a {{convert|200|nmi|km|sigfig=2}} Exclusive Economic Zone (EEZ) at the beginning of 1977 the Nimrod fleet was given the task of patrolling the {{convert|270000|sqmi|km2|sigfig=2}} area. The aircraft would locate, identify, and photograph vessels operating in the EEZ.Jefford et al. 2005, p. 96. The whole area was routinely patrolled. In addition to surveillance, the aircraft would communicate with all oil and gas platforms. During the Icelandic Cod Wars of 1972 and 1975–1976, the Nimrod fleet closely cooperated with Royal Navy surface vessels to protect British civilian fishing ships."UK Navy Protecting Trawlers." The Calgary Herald, 22 May 1973.

;{{UK}}

• Royal Air Force
• 38 (R) Squadron – 1970–1992, "shadow" squadron identity assigned to 236 OCU, formed from the Maritime Operational Training Unit at RAF St Mawgan, England in 1970 with the MR.1, training role transferred to 42 (Reserve) Squadron in 1992.
• 42 Squadron – 1971–2010, converted to the MR.1 from the Shackleton MR.3 at RAF St Mawgan, England in 1971, converted to the MR.2 1983–84, withdrawn as an operational squadron in 1992 it became the Operational Conversion Unit for the Nimrod at RAF Kinloss. The squadron MR.2 aircraft were withdrawn in 2010 and the squadron prepared to train crews for the MRA.4, following the decision to scrap the MRA.4 the squadron disbanded in 2011.
• 51 Squadron – 1971–2011, R.1s added to fleet in 1971 at RAF Wyton, England to supplement the Comet C.2(R) which were withdrawn in 1975. Moved to RAF Waddington in 1995, the R.1s were the last flying Nimrods when they were withdrawn in 2011.
• 120 Squadron – 1970–2010, converted to MR.1 from the Shackleton MR.3 at RAF Kinloss, Scotland in 1970, converted to the MR.2 1981–82, disbanded in 2010 following the withdrawal of the MR.2 from service.
• 201 Squadron – 1970–2010, converted to MR.1 from the Shackleton MR.3 at RAF Kinloss, Scotland in 1970, converted to the MR.2 1982–83, disbanded in 2010 following the withdrawal of the MR.2 from service.
• 203 Squadron – 1971–1977, converted to MR.1 from the Shackleton MR.3 at RAF Luqa, Malta in 1971, disbanded in 1977 following the decision to withdraw British forces from Malta.
• 206 Squadron – 1971–2005, converted to MR.1 from the Shackleton MR.3 at RAF Kinloss, Scotland in 1970, converted to MR.2 1980–81, disbanded in 2005.
• Nimrod AEW Joint Trials Unit – 1984–1987, trials unit for the AEW.3 based at RAF Waddington.

{{External media|topic= |width=20% |float=right |video1=[https://www.youtube.com/watch?v=Q5G42AYHMik Nimrod arriving at Manchester Airport aviation viewing park] |video2=[https://www.youtube.com/watch?v=tHjsTpKakbA Nimrod conducts flyover prior to landing at Coventry Airport] |video3=[https://www.youtube.com/watch?v=pOkbQ2X1DvU Nimrod MR2 take-off from RAF Kinloss]}}

;MR2

• XV226 – Bruntingthorpe Aerodrome[http://www.bruntingthorpeaviation.com/news/latest/raf-nimrod/ "RAF Nimrod."] {{Webarchive|url=https://web.archive.org/web/20171023165209/http://www.bruntingthorpeaviation.com/news/latest/raf-nimrod/ |date=23 October 2017 }} Bruntingthorpe Aerodrome, Retrieved: 11 December 2012.
• XV231 – Manchester Airport aviation viewing park[http://news.bbc.co.uk/local/manchester/hi/people_and_places/newsid_8706000/8706516.stm "In pics: Nimrod takes its place at Manchester Airport."] BBC News, 26 May 2010.
• XV232 – Coventry airportHoyle, Craig. [http://www.flightglobal.com/news/articles/picture-record-breaking-nimrod-flown-to-coventry-air-museum-341931/ "PICTURE: Record-breaking Nimrod flown to Coventry air museum."] Flight International, 13 May 2010.
• XV244 – Morayvia[https://archive.today/20130420073958/http://www.forres-gazette.co.uk/News/Letters/The-real-saviours-of-Nimrod-XV244-14062011.htm "The real saviours of Nimrod XV244."] Forres Gazette, 14 June 2011.
• XV250 – Yorkshire Air Museum[http://www.yorkshireairmuseum.org/exhibits/aircraft-exhibits/post-world-war-ii-aircraft/hawker-siddeley-nimrod-mr2-xv250 "Hawker Siddeley Nimrod MR2 XV250."] {{Webarchive|url=https://web.archive.org/web/20160318183356/http://www.yorkshireairmuseum.org/exhibits/aircraft-exhibits/post-world-war-ii-aircraft/hawker-siddeley-nimrod-mr2-xv250 |date=18 March 2016 }} Yorkshire Air Museum, Retrieved: 11 December 2012.
• XV255 – City of Norwich Aviation Museum[http://www.cnam.co.uk/aircraft/index.php "Aircraft."] {{webarchive|url=https://web.archive.org/web/20121114141904/http://www.cnam.co.uk/aircraft/index.php |date=14 November 2012 }} City of Norwich Aviation Museum, Retrieved: 11 December 2012.

;R1

• XV249 – Royal Air Force Museum Midlands[http://www.rafmuseum.org.uk/cosford/whats-going-on/news/nimrod-r-1-unveiled-at-museum/ "Nimrod R.1 unveiled at Museum"] {{Webarchive|url=https://web.archive.org/web/20201103123636/http://www.rafmuseum.org.uk/cosford/whats-going-on/news/nimrod-r-1-unveiled-at-museum/ |date=3 November 2020 }}. Royal Air Force Museum Cosford. 28 September 2012. Retrieved 13 October 2012.
• XW664 – East Midlands Aeropark[http://www.eastmidlandsaeropark.org/exhibits.htm "Aeropark Exhibits."] {{Webarchive|url=https://web.archive.org/web/20170512012034/http://www.eastmidlandsaeropark.org/exhibits.htm |date=12 May 2017 }} East Midlands Aeropark, Retrieved 19 January 2017.

Five Nimrods were lost in accidents during the type's service with the RAF:[http://aviation-safety.net/database/dblist.php?field=typecode&var=282%&cat=%1&sorteer=datekey&page=1+ "ASN Aviation Safety Database results."] Aviation Safety Network. Retrieved: 20 October 2010.Baldock, Michael. [http://www.airliners.net/search/photo.search?regsearch=XV257&distinct_entry=true "Aviation Photos: XV257."] airliners.net, 23 June 1990. Retrieved 20 October 2010.

• On 17 November 1980, a Nimrod MR2 XV256 crashed near RAF Kinloss after three engines failed following multiple birdstrikes. Both pilots were killed but the remaining crew survived.[http://aviation-safety.net/database/record.php?id=19801117-1&lang=en "Accident description: Nimrod MR2, 17 November 1980."] Aviation Safety Network. Retrieved: 20 October 2010.
• On 3 June 1984, a Nimrod MR2 XV257 stationed at RAF St Mawgan suffered extensive damage when a reconnaissance flare ignited in the bomb bay during flight. The aircraft successfully returned to base but was subsequently written off due to fire damage. There were no casualties.[http://aviation-safety.net/database/record.php?id=19840603-0 "Accident description: Nimrod MR2, 3 June 1984."] Aviation Safety Network. Retrieved: 20 October 2010.
• On 16 May 1995, a Nimrod R1 XW666 ditched in the Moray Firth {{convert|4.5|mi|km|sigfig=2}} from Lossiemouth after an engine caught fire during a post-servicing test flight from RAF Kinloss. The Ministry of Defence (MoD) inquiry identified a number of technical issues as the cause. There were no casualties.[http://aviation-safety.net/database/record.php?id=19950516-0 "Accident description: Nimrod R1, 16 May 1995."] Aviation Safety Network. Retrieved: 20 October 2010.
• On 2 September 1995, a Nimrod MR2 XV239 crashed into Lake Ontario while participating in the Canadian International Air Show, killing the seven crew members.[http://news.bbc.co.uk/1/hi/uk/1367462.stm "Timeline: Air show crashes."] BBC News, 3 June 2001. Retrieved 20 October 2010.[http://aviation-safety.net/database/record.php?id=19950902-0 "Accident description: Nimrod MR2, 2 September 1995."] Aviation Safety Network. Retrieved: 20 October 2010.
• On 2 September 2006, a Nimrod MR2 XV230 crashed near Kandahar in Afghanistan, killing all 14 servicemen on board – the largest loss of UK military personnel in a single event since the Falklands War.Haddon-Cave 2009, p. 25. This was the first Nimrod to enter service, originally as an MR1 but upgraded to MR2 standard in the 1980s.[http://news.bbc.co.uk/2/hi/south_asia/5309620.stm "Inquiry into Afghan crash begins."] BBC News, 3 September 2006. On 23 February 2007, the Ministry of Defence grounded all Nimrod MR2s while fuel pumps were inspected, but stressed that the inspection was not necessarily related to this crash.[http://news.bbc.co.uk/1/hi/uk/6390737.stm "Report on the grounding of MR2 aircraft."] BBC News, 23 February 2007.
• On 5 November 2007, XV235 was involved in a midair incident over Afghanistan when the crew noticed a fuel leak during air-to-air refuelling.Adams, Paul. [http://news.bbc.co.uk/1/hi/uk/7087223.stm "New safety fears for RAF Nimrods."] BBC News, 10 November 2007. After transmitting a mayday call, the crew landed the aircraft successfully. The incident came only a month before the issue of the report of a Board of Enquiry into 2 September 2006 fatal accident to XV230 in (likely) similar circumstances. The RAF subsequently suspended air-to-air refuelling operations for this type.

File:Blythe House, Science Museum 04 - Nimrod model.jpg

File:RAF Pilot Training in Cockpit of Nimrod Aircraft MOD 45152088.jpg

{{External media |width=15% |float=right |image1=[https://web.archive.org/web/20140417091402/http://www.flightglobal.com/airspace/media/militaryaviation1946-2006cutaways/images/11662/hawker-siddeley-nimrod-mr1-cutaway.jpg Cutaway of Nimrod MR1 XV230] retouched by Flight Global in 2006}}

{{Aircraft specs

|ref=WilsonWilson 2000, p. 22.

|prime units?=kts

|crew=13

|capacity= {{cvt|13,500|lb|0}}

|length ft=126

|length in=9

|length note=

|span ft=114

|span in=10

|span note=

|height ft=31

|height in=

|height note=

|wing area sqft=2121.03

|wing area note=

|aspect ratio=

|airfoil=

|empty weight lb=86000

|empty weight note=

|gross weight lb=

|gross weight note=

|max takeoff weight lb=192000

|max takeoff weight note=

|fuel capacity={{cvt|85840|lb|0}}

|more general=

|eng1 number=4

|eng1 name=Rolls-Royce Spey

|eng1 type=turbofan engines

|eng1 lbf=12160

|eng1 note=

|max speed kts=500

|max speed note=

|max speed mach=

|cruise speed kts=426

|cruise speed note=

|stall speed kts=

|stall speed note=

|never exceed speed kts=

|never exceed speed note=

|minimum control speed kts=

|minimum control speed note=

|range nmi=4501-5001

|range note=

|combat range nmi=

|combat range note=

|ferry range nmi=

|ferry range note=

|endurance=

|ceiling m=13411

|ceiling note=

|g limits=

|roll rate=

|glide ratio=

|climb rate ftmin=

|climb rate note=

|time to altitude=

|sink rate ftmin=

|sink rate note=

|lift to drag=

|wing loading lb/sqft=

|wing loading note=

|fuel consumption lb/mi=

|power/mass=

|thrust/weight=

|more performance=

|hardpoints=2× under-wing pylon stations and an internal bomb bay

|hardpoint capacity={{convert|20000|lb|abbr=on}}

|hardpoint rockets=

|hardpoint missiles=

• Air-to-air missile:
• 2× AIM-9 Sidewinder (non-standard in RAF service, only mounted on the MR2 during the Falklands War)
• Air-to-surface missile:
• Nord AS.12
• Martel missile
• AGM-65 Maverick
• AGM-84 Harpoon

|hardpoint bombs=

• Depth charges:
• 2x US-owned B57 nuclear depth bombs (until 1992)[http://articles.janes.com/articles/Janes-Strategic-Weapon-Systems/B57-nuclear-bomb-United-States.html "B57 nuclear bomb (United States), Offensive weapons."] Jane's Strategic Weapon Systems, 27 October 2011.
• WE.177A nuclear depth charges (10kt)

|hardpoint other=

• Air-dropped Mk.46 torpedoes
• Sting Ray torpedoes
• Naval mines
• Sonobuoys

|avionics=

}}

{{aircontent

|related=

• de Havilland Comet
• Hawker Siddeley Nimrod R1
• British Aerospace Nimrod AEW3
• BAE Systems Nimrod MRA4

|similar aircraft=

• Breguet Atlantic
• Ilyushin Il-38
• Lockheed P-3 Orion
• Lockheed CP-140 Aurora
• Tupolev Tu-142

}}

{{Reflist|group=N}}

{{Reflist|30em}}

{{Refbegin}}

• Brown, David. The Royal Navy and the Falklands War. Annapolis, Maryland: Naval Institute Press, 1987. {{ISBN|978-0-87021-572-8}}.
• Burden, Rodney A., Michael A. Draper, Douglas A. Rough, Colin A. Smith and David Wilton. Falklands: The Air War. Twickenham, UK: British Air Review Group, 1996. {{ISBN|0-906339-05-7}}.
• Chant, Chris. Air War in the Falklands 1982. Osprey Publishing, 2001. {{ISBN|1-8417-6293-8}}.
• Chartres, John. BAe Nimrod (Modern Combat Aircraft 24). Shepperton, Surrey, UK: Ian Allan, 1986. {{ISBN|0-7110-1575-9}}.
• Donald, David and Jon Lake. Encyclopedia of World Military Aircraft. London: Aerospace Publishing, Single Volume Edition, 1996. {{ISBN|1-874023-95-6}}.
• "A Face-Lift For The Nimrod". Air International, Volume 21, No 1, July 1981, pp. 7–16. ISSN 0306-5634.
• Fricker, John. [http://www.flightglobal.com/pdfarchive/view/1972/1972%20-%200999.html?search=nimrod MR2 "Nimrod: ASW Specialist."] Flight International, 27 April 1972. pp. 593–594.
• Friedman, Norman. World Naval Weapons Systems, 1997–98. Naval Institute Press, 1997. {{ISBN|1-5575-0268-4}}.
• [https://publications.parliament.uk/pa/cm201213/cmselect/cmdfence/110/110.pdf Future Maritime Surveillance: Fifth Report of Session 2012–13: Volume I, Report together with formal minutes, oral and written evidence]. House of Commons Defence Committee. London: HMSO, 5 September 2012.
• Haddon-Cave, Charles. [https://books.google.com/books?id=3ddbUjc_RvgC The Nimrod Review: An Independent Review into the Broader Issues Surrounding the Loss of the RAF Nimrod MR2 Aircraft XV230 in Afghanistan in 2006.]{{Dead link|date=October 2023 |bot=InternetArchiveBot |fix-attempted=yes }} London: The Stationery Office, 2009. {{ISBN|0-10-296265-0}}.
• Jefford, C.G. (ed.). [http://www.rafmuseum.org.uk/documents/Research/RAF-Historical-Society-Journals/Journal-33-Seminar-Maritime-Operations.pdf "Seminar – Maritime Operations."] Royal Air Force Historical Society, 2005. ISSN 1361-4231.
• Lake, Jon. "Nimrod R.1: The RAF's SIGINT Platform Extraordinaire". Air International, Vol. 61, No. 1, July 2001, pp. 29–35. ISSN 0306-5634.
• Lake, Jon. "New Roles for the Mighty Hunter". Air International, Vol. 69, No. 3, September 2005, pp. 52–56. ISSN 0306-5634.
• Neal, Molly. [http://www.flightglobal.com/pdfarchive/view/1970/1970%20-%200147.html "Nimrod: Systematic Sub Hunter"]. Flight International, Vol. 97, No. 3176, 22 January 1970, pp. 119–128.
• Rininger, Tyson V. Red Flag: Air Combat for the 21st Century. Zenith Imprint, 2006. {{ISBN|0-760325-30-8}}.
• Wilson, Stewart. Combat Aircraft since 1945. London: Aerospace Publications, 2000. {{ISBN|1-875671-50-1}}.

{{Refend}}

{{Commons}}

• [https://web.archive.org/web/20121214094519/http://www.raf.mod.uk/history/nimrodmr2.cfm Royal Air Force: Nimrod MR2]
• [http://www.defenseindustrydaily.com/nimrod-was-actually-a-good-hunter-upgrading-britains-fleet-updated-02442/ Nimrod Was Actually a Fine Hunter: Britain's MRA4 Program – Defense Industry Daily]
• [https://web.archive.org/web/20081201142908/http://www.dehavilland.ukf.net/_Nimrod%20prodn%20list.txt Nimrod production and conversion list]

{{de Havilland Comet-related}}

{{Hawker Aircraft aircraft}}

{{BAE aircraft}}

{{British military aircraft since World War II}}

{{Authority control}}

Category:1960s British anti-submarine aircraft

Category:1960s British patrol aircraft

Nimrod

Category:United Kingdom defence procurement

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Category:Low-wing aircraft

Category:Aircraft first flown in 1967

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