RG-8A Condor Schweizer SA2-37B
The Schweizer RG-8A Condor SA2-37B has been point designed to meet
unique requirements for a covert day/night Surveillance Platform. The
Schweizer SA2-37B aircraft is engineered to perform covert surveillance
missions in a manner not possible with any other aircraft. Its
sophisticated suite of FLIR, EO, and Electronic Sensors enables
activities on the land or sea to be detected and monitored without
detection from below. The combination of its low acoustic signature,
large payload capacity, long range and endurance, and low operating
costs make the SA2-37B exceptionally effective.

The RG-8A plane has been used for years in secret operations and in U.S.
Coast Guard (USCG) anti-drug operations. According to some reports at
least eight of the RG-8A planes exist - three owned by the US Coast
Guard, three by CIA, and one each by Colombia and Mexico. At least two
RG-8A Condors are in use by the US Coast Guard. At least one Condor was
leased to CIA as drone control and data relay aircraft for the General
Atomics Gnat 750 Tier 1 surveillance drone. The US Army may have
additional RG-8A aircraft. One of the two original GRISLY HUNTER RG-8A
aircraft crashed at Ft. Huachuca, AZ killing its crew of two.

The Peruvian government's 22 April 1997 raid against rebel commandos
holding 72 hostages in the Japanese ambassador's residence in Lima was
reportedly carried out with the help of U.S. technology. The raid left
14 members of the Tupac Amaru Revolutionary Movement (MRTA) dead, along
with one hostage and at least two military officers. Aviation Week and
Space Technology reported on 05 May 1997 that an RG-8A plane operated by
CIA used a forward-looking infrared camera to monitor the movements of
the rebels and the hostages within the residence at night. The plane was
reportedly equipped with high resolution television cameras and
multispectral sensors that detected anti-personnel mines and explosive
traps set by the rebels.

The SA2-37B has outstanding range/endurance performance. On a maximum
endurance mission, it can operate for up to twelve hours. Alternatively,
it can fly a 200 nmi radius mission and still loiter on station for up
to seven hours. With its 24,000 foot service ceiling, it can also
perform missions requiring higher altitudes.

The SA2-37B is designed to carry up to 510 pounds (231 kg) of sensors
and related payload equipment in its 70 cubic foot fuselage payload bay.
A modular payload system enhances integration of the sensors and
provides the capability to quickly change mission payloads

Careful matching of the aerodynamic design with the propeller, governor,
engine, and mufflers, enables the SA2-37B to operate with engine RPMs
between 1,100 to 1,300 during the quiet mission mode. Because the
aircraft requires only about 65 horsepower (the Lycoming T10-540 engine
is rated at 250 horsepower) to maintain altitude in the quiet mode, it
is, under most circumstances, undetectable by an uncued observer when at
an altitude of 2,000 feet (610 m) above the ground and 600 feet (183 m)
above the water.

Mission versatility is designed into the SA2-37B. Its palletized payload
system provides flexibility. Some of the roles performed by the SA2-37B
surveillance platform include: counter-drug detection and monitoring,
counter-terrorism surveillance, maritime patrol, search and rescue,
environmental protection, spectrum monitoring/direction finding of
communication frequencies, and high altitude relay.

The Schweizer SA2-37B's value has been proven by more than twelve years
of operation with government customers in the United States and around
the world. For these users, the SA2-37B fulfills critical mission needs
for an airborne platform that can covertly perform day/night
surveillance missions in a cost effective manner.

Congressional staffers and members of concerned committees included
provision in Plan Colombia funding for the procurement, outfitting and
deployment of five Schweizer SA 2-37B low noise profile surveillance
aircraft in the aid package. These aircraft were known by Congressional
personnel to be highly successful in conducting airborne surveillance
operations both day and night in hot spots all over the world without
alerting those on the ground to the fact that they were being observed
and their every movement recorded on FLIR and video imagery. In fact,
these aircraft had proven their worth both when operated by elements of
the U.S. Government and by the Colombian Air Force itself, who had
purchased one of the aircraft with their own funds in 1998.

The concept of inclusion of Schweizer SA 2-37B aircraft in Plan Colombia
was embraced by State Department International Narcotics and Law
Enforcement (INL) and Department of Defense Office of Drug Enforcement
Policy and Support (DEP&S) and undertaken as a joint project under the
acronym “LANAS” for Low Acoustic Noise Signature Airborne Surveillance.
Much of the aircraft procurement was done through State INL with active
participation, particularly in the payload, training and support arena,
by the DOD Counterdrug Technology Development Program Office [CDTDPO]
Counterdrug Division at Dahlgren, which became the action arm for DEP&S.
CDTDPO personnel took an early and decisive role in helping select the
payloads and communications equipment on the aircraft, ultimately
settling on FLIR and high resolution TV equipment, which had been
recently developed by a U.S. manufacturer, and a basic COMINT/DF system
specifically designed to help cue the aircraft to communication sites
used by narco-traffickers, so the FLIR and night vision systems could be
brought into play. Based on experience gained from the Colombian Air
Force (FAC) use of their own aircraft, it was determined that given the
high terrain and high density altitudes encountered in Colombia, that
effectiveness of the LANAS platform would be enhanced by increasing the
wingspan from 67 to 74 feet, enabling the aircraft to operate at lower
power settings than normally would be required to maintain altitude in
this rarified atmosphere. The best low noise signature for LANAS
aircraft is directly proportionate to a very low RPM setting on the
propeller control (i.e., circa 1,100-1,200 RPMs v. 2,400-2,500 RPMs
normally used on piston aircraft in a cruise configuration). The very
efficient, long tapered wings and low drag fuselage of the LANAS
aircraft are based on glider technology, the initial product upon which
Schweizer Aircraft Corporation was founded. This concept allows the
aircraft to stay aloft for extended periods of time (up to 10 or 11
hours) when operating in the quiet mode.

As the LANAS procurement progressed, CDTDPO assumed the responsibility
for delivery of the aircraft, training of pilots, sensor operators and
maintenance personnel, as well as provision of much of the spares and
overhaul of major aircraft components. There had been some early
discussion between DoD and State regarding allocation of the aircraft.
State wished to give two of the airplanes to the Colombian National
Policy (CNP), while the MILGRP and SOUTHCOM pushed for giving all five
of the new aircraft to the FAC. Ultimately, the FAC did receive all the
aircraft. Their own Schweizer SA 2-37A was rolled into the support
package in a seamless manner. The training and maintenance support
contracts were awarded to Lockheed-Martin Corporation as prime under the
Rapid Response to Critical Requirements contracting mechanism.
Lockheed’s subcontractor, Integrated AeroSystems, Inc. (IAS), provided
ferry pilots, instructor pilots, sensor operator training, and
contracted in Colombia for maintenance support at the main base in
Apiay, as well as aircraft component overhaul support at Guaymaral
airport near Bogota.

Aircraft deliveries began in the last quarter of 2001, with the final
aircraft being delivered in February 2003. During this entire time,
on-site instructors were training FAC personnel in the arcane skills
needed to fly tailwheel aircraft, in instrument and night flying
techniques, and in the conduct of non-alerting surveillance missions. At
the same time, sensor operator personnel received training in the
operation of FLIR/HRTV and COMINT/DF collection systems. Locally
contracted maintenance personnel were brought in as advisors to coach
FAC technicians in proper care and maintenance of this somewhat unique
turbo-charged piston aircraft. The LANAS platform presented a very
different challenge to the FAC technicians, as most of their experience
was on turbo-jet and turbo-prop aircraft. There were some frustrations
in the training process. The monsoon weather was a bit daunting to the
relatively inexperienced FAC pilots assigned to the project and caused
many training flights to be delayed. Additionally, the FAC were
sometimes unable to release LANAS aircraft for training missions due to
the heavy press of operational requirements and demand for the unique
collection intelligence product provided by these aircraft. Of course,
U.S. instructor personnel were not authorized to participate in any
operational missions. The local maintenance support and overhaul company
proved to be wonderfully capable and quickly became dedicated to the
mission. Some early difficulties with instructor pilots were solved when
IAS was able to hire two Hispanic U.S. pilots with significant relevant
experience in other programs. This training and support activity, while
limited in cost and numbers of personnel involved, progressed at a
notably successful pace through the end of December2002 when the scope
was reduced by approximately fifty percent due to budgetary constraints.
Training and support was scheduled to terminate at the end of April
2003, when the FAC began to carry the entire program on their own.

The LANAS program has been effective, both in providing significant
tactical and strategic intelligence to the armed forces of Colombia, and
for fostering cooperation between the various Colombian services engaged
in a drug war. At Apiay, over 60 percent of the missions have been flown
in support of Colombian Army elements and a similarly high percentage of
missions flown in Cali are in support of the CNP element there. The
aircraft has provided extremely valuable actionable intelligence on the
location of drug laboratories, as well as narco-guerilla logistics
facilities and transportation networks. In one notable event, a huge
depot used for storage of precursor chemicals was located by the LANAS
aircraft. A subsequent FAC attack on the area resulted in huge secondary
explosions as these highly volatile chemicals were ignited. The LANAS
ability to locate drug labs without alerting those on the ground has
resulted in destruction of those labs and capture of significant amounts
of narcotics. Frequently, the operators of these labs were surprised at
their work and either captured or killed.

LANAS has become a prime example of how a dedicated team of U.S.
Government personnel, working with committed and involved contractors
and with the full participation of host Nation elements, can bring forth
a successful program in a cost effective manner. Lessons learned in this
program can be applied in future joint participation activities to
mutual benefit of all involved.




Specifications
Never Exceed Speed (KIAS) 165
Stall Speed (KIAS) 67
Service Ceiling 24000 FT 7315M
Mission Speed (KIAS) 85
Best Climb Speed (KIAS) 85
Take Off Distance 1473 FT
Take Off Distance (50' Obst.) 2433 FT
Landing Ground Roll Distance 1230 FT
Landing Distance (50' Obst.) 2383 FT
Endurance: Up to 7 hours
Endurance (Quiet Mode) Up to 12 hours
Dimensions
Wing Span 71.2 FT 21.7M
Wing Area 201.1FT2 18.68M2
Length 28.83 FT 8.79M
Aspect Ration 21.8
L/D 18.5 to 1
Gross Weight 4300 lbs 1950 KG
Empty Weight 2550 lbs 1156 KG
Payload 710 lbs 322KG
Fuel 600 lbs 200 KG
Pilot & Crew 440 lbs 200KG
Power Plant Lycoming TIO-540-AB1AD Six Cylinder, Direct Drive, Air
Cooled, Turbo Charged
Rated Horsepower 250 @ 2575 RPM
Constant Speed Propeller 3 Blades)
Useable Fuel 99 Gallons 374.8 Litres
Seating Capacity


Hey Doc what you think about the New Grisly Hunter CASA 212

Another fancy new toy for the military budget. I hope they get their
money's worth for this baby.