Editing Interceptor aircraft (section)

==History==
[[File:3d Wing F-22 intercept TU-95 Bear.jpg|thumb|left|A USAF [[F-22 Raptor]] [[air superiority fighter]] intercepting a Russian [[Tupolev Tu-95|Tu-95]] near [[Alaska]]]]
The first interceptor squadrons were formed during [[World War I]] to defend [[London]] against attacks by [[Zeppelin]]s and later against fixed-wing long-range [[bombers]]. Early units generally used aircraft withdrawn from front-line service, notably the [[Sopwith Pup]]. They were told about their target's location before take-off from a command centre in the [[Horse Guards (building)|Horse Guards]] building. The Pup proved to have too low performance to easily intercept [[Gotha G.IV]] bombers, and the superior [[Sopwith Camel]]s supplanted them.

The term "interceptor" was in use by 1929.<ref>[https://www.flightglobal.com/pdfarchive/view/1929/1929-1%20-%201764.html The Gloster S.S.8], ''Flight'', 6 December 1929, Page 1273: "the type of single-seater fighter known as an "Interceptor" is a class of aircraft designed, as the title suggests, for intercepting hostile   aircraft."</ref> Through the 1930s, bomber aircraft speeds increased so much that conventional interceptor tactics appeared impossible. Visual and acoustic detection from the ground had a range of only a few miles, which meant that an interceptor would have insufficient time to climb to altitude before the bombers reached their targets. Standing [[combat air patrol]]s were possible but only at great cost. The conclusion at the time was that "[[the bomber will always get through]]".

The invention of [[radar]] made possible early, long-range detection of aircraft on the order of {{convert|100|miles}}, both day and night and in all weather.<ref name=fc>{{cite book|last=Shaw|first=Robert L.|title=Fighter Combat: Tactics and Maneuvering|year=1985|publisher=Naval Institute Press|location=Annapolis, MD|isbn=0-87021-059-9|pages=[https://archive.org/details/fightercombattac00shaw/page/346 346]–347|url=https://archive.org/details/fightercombattac00shaw|url-access=registration|edition=[14. Dr.]}}</ref> A typical bomber might take twenty minutes to cross the detection zone of early radar systems, time enough for interceptor fighters to start up, climb to altitude and engage the bombers. [[Ground controlled interception]] required constant contact between the interceptor and the ground until the bombers became visible to the pilots and nationwide networks like the [[Dowding system]] were built in the late 1930s to coordinate these efforts.

During [[World War II]] the effectiveness of interceptor aircraft meant that bombers often needed to be escorted by long range fighter aircraft.<ref>{{Cite web |title=Luftwaffe Interceptors |url=https://www.nationalmuseum.af.mil/Visit/Museum-Exhibits/Fact-Sheets/Display/Article/196182/luftwaffe-interceptors/ |website=nationalmuseum.af.mi}}</ref> Many aircraft were able to be fitted with [[Aircraft interception radar]], further facilitating the interception of enemy aircraft.<ref>{{Cite web |date=2021-10-15 |title=Top Ten Twin-Engine Fighters of World War II |url=https://hushkit.net/2021/10/15/top-ten-twin-engine-fighters-of-world-war-ii/ |access-date=2024-11-17 |website=Hush-Kit |language=en}}</ref>

The introduction of jet power increased flight speeds from around {{convert|300|mph|sigfig=1}} to around {{convert|600|mph|sigfig=1}} in a step and roughly doubled operational altitudes. Although radars also improved in performance, the gap between offense and defense was dramatically reduced. Large attacks could so confuse the defense's ability to communicate with pilots that the classic method of manual ground controlled interception was increasingly seen as inadequate. In the United States, this led to the introduction of the [[Semi-Automatic Ground Environment]] to computerize this task, while in the UK it led to enormously powerful radars to improve detection time.

The introduction of the first useful [[Surface-to-air missile|surface to air missiles]] in the 1950s obviated the need for fast reaction time interceptors as the missile could launch almost instantly. Air forces increasingly turned to much larger interceptor designs, with enough fuel for longer endurance, leaving the point-defense role to the missiles. This led to the abandonment of a number of short-range designs like the [[Avro Arrow]] and [[Convair F-102]] in favor of much larger and longer-ranged designs like the [[North American XF-108 Rapier|North American F-108]] and [[MiG-25]]. 

In the 1950s and 1960’s during the [[Cold War]], a strong interceptor force was crucial for the opposing [[Superpower|superpowers]] as it was the best means to defend against an unexpected nuclear attack by [[strategic bomber]]s. Hence, for a brief period of time they fared rapid development in both speed, range, and altitude. At the end of the 1960s, a nuclear attack became unstoppable with the introduction of ballistic missiles capable of approaching from outside the atmosphere at speeds as high as {{convert|5|to|7|km/s|mi/s|sigfig=1|order=flip}}. The doctrine of [[mutually assured destruction]] replaced the trend of defense strengthening, making interceptors less strategically logical. The utility of interceptors waned as the role merged with that of the heavy [[air superiority fighter]].

The interceptor mission is, by its nature, a difficult one. Consider the desire to protect a single target from attack by long-range bombers. The bombers have the advantage of being able to select the parameters of the mission – attack vector, speed and altitude. This results in an enormous area from which the attack can originate. In the time it takes for the bombers to cross the distance from first detection to being on their targets, the interceptor must be able to start, take off, climb to altitude, maneuver for attack and then attack the bomber.

A dedicated interceptor aircraft sacrifices the capabilities of the [[air superiority fighter]] and [[multirole fighter]] (i.e., countering enemy fighter aircraft in [[air combat manoeuvring]]), by tuning its performance for either fast climbs or high speeds. The result is that interceptors often look very impressive on paper, typically outrunning, outclimbing and outgunning slower fighter designs. However, pure interceptors fare poorly in [[dogfight|fighter-to-fighter combat]] against the same "less capable" designs due to limited maneuverability especially at low altitudes and speeds.

===Point-defense interceptors===

{{anchor|Point defense}}
{{further information|Point-defence}}
[[File:Lightning.inflight.arp.750pix.jpg|thumb|right|[[Royal Air Force|RAF]] [[English Electric Lightning]] point defense interceptor]]
In the spectrum of various interceptors, one design approach especially shows sacrifices necessary to achieve decisive benefit in a chosen aspect of performance. A "point defense interceptor" is<ref>{{cite book|last1=Mladenov|first1=Alexander|title=Mikoyan-Gurevich MiG-21.|date=20 June 2014|publisher=Random House|location=[S.l.]|isbn=978-1782003748|page=5|url=https://books.google.com/books?id=-AWgAwAAQBAJ&pg=PA5}}{{Dead link|date=September 2024 |bot=InternetArchiveBot |fix-attempted=yes }}</ref> of a lightweight design, intended to spend most of its time on the ground located at the defended target, and able to launch on demand, climb to altitude, manoeuvre and then attack the bomber in a very short time, before the bomber can deploy its weapons.

At the end of Second World War, the ''[[Luftwaffe]]''{{'}}s most critical requirement was for interceptors as the Commonwealth and American air forces pounded German targets night and day. As the bombing effort grew, notably in early 1944, the Luftwaffe introduced a rocket-powered design, the [[Messerschmitt Me 163]] ''Komet'', in the very-short-range interceptor role. The engine allowed about 7 minutes of powered flight, but offered such tremendous performance that they could fly right by the defending fighters.<ref name=Parker>{{cite book|author1=Danny S. Parker|author2=S Parker|title=To Win The Winter Sky|url=https://books.google.com/books?id=bvgtSypPpesC|year=2007|publisher=Da Capo Press, Incorporated|isbn=978-0-306-81689-5}}{{Dead link|date=September 2024 |bot=InternetArchiveBot |fix-attempted=yes }}</ref> The Me 163 required an airbase, however, which were soon under constant attack. Following the [[Emergency Fighter Program]], the Germans developed even odder designs, such as the [[Bachem Ba 349]] ''Natter'', which launched vertically and thus eliminated the need for an airbase. In general all these initial German designs proved difficult to operate, often becoming death traps for their pilots,<ref name=Parker /> and had little effect on the bombing raids. Rocket-boosted variants of both of Germany's jet fighters; the [[Messerschmitt Me 262#Variants|Me 262]] in its "C" subtype series, all nicknamed "home protector" (''Heimatschützer'', in four differing formats) and the planned [[Heinkel He 162#Variants|He 162]]E subtype, using one of the same [[BMW 003#"Mixed-power" upgrade|BMW 003R turbojet/rocket "mixed-power" engine]] as the Me 262C-2b ''Heimatschützer II'',  but were never produced in quantity.

In the initial stage of [[Cold War]], bombers were expected to attack flying higher and faster, even at [[transonic]] speeds. Initial transonic and supersonic fighters had modest internal fuel tanks in their slim fuselages, but a very high fuel consumption. This led fighter prototypes emphasizing acceleration and operational ceiling, with a sacrifice on the loiter time, essentially limiting them to point defense role. Such were the mixed jet/rocket power [[Republic XF-91]] or [[Saunders Roe SR.53]]. The Soviet and Western trials with [[zero-length launch]] were also related. None of these found practical use. Designs that depended solely on jet engines achieved more success with the [[F-104 Starfighter]] (initial A version) and the [[English Electric Lightning]].

The role of crewed point defense designs was reassigned to uncrewed interceptors—[[surface-to-air missile]]s (SAMs)—which first reached an adequate level in 1954–1957.<ref>In 1954 the first systems were deployed operationally, such as [[Nike Ajax]] or [[S-25 Berkut]]. The year 1957 marked the deployment of [[SA-75 Dvina]].</ref> SAM advancements ended the concept of massed high-altitude bomber operations, in favor of [[Penetrator (aircraft)|penetrators]] (and later [[cruise missiles]]) flying a combination of techniques colloquially known as "flying below the radar". By flying [[terrain masking]] low-altitude [[nap-of-the-earth]] flight profiles the effective range, and therefore reaction time, of ground-based radar was limited to at best the [[radar horizon]]. In the case of ground radar systems this can be countered by placing radar systems on mountain tops to extend the radar horizon, or through placing high performance radars in interceptors or in AWACS aircraft used to direct point defense interceptors.

===Area defense===
{{Unreferenced section|date=January 2018}}

As capabilities continued to improve – especially through the widespread introduction of the [[jet engine]] and the adoption of high speed, low level flight profiles, the time available between detection and interception dropped. Most advanced point defence interceptors combined with long-range radars were struggling to keep the reaction time down enough to be effective. Fixed times, like the time needed for the pilot to climb into the cockpit, became an increasing portion of the overall mission time, there were few ways to reduce this. During the [[Cold War]] in times of heightened tensions, [[Quick Reaction Alert|quick reaction alert]] (QRA) aircraft were kept piloted, fully fueled and armed, with the engines running at idle on the runway ready to take off. The aircraft being kept topped up with fuel via hoses from underground fuel tanks. If a possible intruder was identified, the aircraft would be ready to take off as soon as the external fuel lines were detached. However, keeping QRA aircraft at this state of readiness was physically and mentally draining to the pilots and was expensive in terms of fuel.

As an alternative, longer-range designs with extended loiter times were considered. These ''area defense interceptors'' or ''area defense fighters'' were in general larger designs intended to stay on lengthy patrol and protect a much larger area from attack, depending on greater detection capabilities, both in the aircraft themselves and operating with AWACS, rather than high speed to reach targets. The exemplar of this concept was the [[Tupolev Tu-28]]. The later [[Panavia Tornado ADV]] was able to achieve long range in a smaller airframe through the use of more efficient engines. Rather than focusing on acceleration and climb rate, the design emphasis is on range and missile carrying capacity, which together translate into combat endurance, [[look-down/shoot-down]] radars good enough to detect and track fast moving [[interdictor]]s against [[ground clutter]], and the capability to provide guidance to [[air-to-air missile]]s (AAM) against these targets. High speed and acceleration was put into long-range and medium-range AAMs, and agility into short range dog fighting AAMs, rather than into the aircraft themselves. They were first to introduce all-weather [[avionics]], assuring successful operations during night, rain, snow, or fog.

Countries that were strategically dependent on surface fleet, most notably US and UK, maintained also ''fleet defense fighters'', such as the [[F-14 Tomcat]].