Notes: The Falcon was the first operational air-to-air missile. Though not particularly reliable or accurate in its early iterations, it did provide a valuable technological base for later developments. Development began in late 1946 as a short-range subsonic missile to give bombers a self-defense capability, but quickly changed to a supersonic fighter-launched missile with the designation XAAM-A-2. In 1950, the Falcon became operational, and in 1951, the designation was changed to F-98, and then changed again to GAR-1 in 1955. AIM-4Ds were initially used by F-4D Phantoms in Vietnam, but quickly withdrawn because the visual ROEs imposed in Vietnam made the long minimum range of the Falcon problematic. The missile accelerates quickly, but is none too maneuverable; this limits its effectiveness somewhat. By the early 1970s, the Falcon had largely been replaced by missiles with later technology. The Swedes used a version of the AIM-26B (as the RB-27) for almost two decades after the Falcon had been withdrawn from service elsewhere.

The original GAR-1 (later AIM-4) used radar-homing guidance with a relatively short range. The GAR-1 also has no proximity fuze, meaning that the GAR-1 actually had to strike its target before the 3.4-kilogram warhead would detonate. As the GAR-1 was to be used against large, subsonic bombers, this was not considered a problem at the time. The GAR-1D (later AIM-4A) offered greater maneuverability due to enlarged control surfaces, including separate auxiliary control surfaces at the rear of the primary fins. An improved motor also made it a bit faster than the GAR-1. The GAR-2 (AIM-4B) used the same airframe, but was a heat-seeking missile. The GAR-2A (AIM-4C) had an improved IR seeker. The GAR-2B (AIM-4D) further improved the IR seeker.

The GAR-3 (AIM-4E) was a bit larger, with an improved motor and larger warhead, and with the GAR-3, the name of the missile was changed to Super Falcon. The GAR-3A (AIM-4F) improved the rocket motor further by providing a boost and sustainer motor, as well as improving (slightly) ECM resistance; earlier radar-homing versions were upgraded to this standard. The GAR-4 (AIM-4G) was the heat-seeking variant of the GAR-3A, and also had an improved IR seeker.

The GAR-11 (AIM-26A; officially the Falcon, but often called the Nuclear Falcon) was a very different type of air-to-air missile. Designed to destroy formations of bombers at once, using a small nuclear warhead. The GAR-11 was developed in 1959, when the radar seeker used in the Falcon was still deemed too inaccurate to ensure bomber destruction; hence the nuclear warhead. The GAR-11 used a radar proximity fuze, but the range was rather short since the GAR-11’s warhead was much heavier than the standard Falcon. This meant that the Nuclear Falcon could conceivably put the firing aircraft within range of the EMP, radiation, or even damage or destruction radius of the warhead; the pilot had a shield he could erect over the front of his canopy to prevent flash blinding, but this did not do anything to protect him from anything else.

The GAR-11A (AIM-26B) Super Falcon was developed as a conventional counterpart to the GAR-11, at the same time as the GAR-11. It was much larger and heavier than any of the AIM-4 series, and was radar-homing and triggered by a proximity fuze. The GAR-11A, however, lacked look-down-shoot-down capability, and was primarily used by the Swedes in an improved version.

Twilight 2000 Notes: Increasing numbers of Falcons and Super Falcons were pulled out of storage, particularly in Europe; they were also adapted to a much wider variety of aircraft than they were originally meant for.

Notes: Research on what eventually became the AIM-7 began in 1947, when the US Navy asked Sperry to develop a beam-riding version for the standard (at the time) 5-inch HVAR rocket. The 5-inch diameter of the rocket proved to be too small, so it was enlarged to 8 inches. The development proved to be full of problems, so much that the first aerial intercept against a drone did not occur until 1952, and the AAM-N-2 Sparrow I (later called the AIM-7A) did not see fleet service until 1956.

The AIM-7A proved to be a failure. Beam-riding guidance is inaccurate for an aircraft-launched missile, and the AIM-7A was easily confused by ground clutter. In addition, the AIM-7A launch system required that the aircraft’s radar be slaved to an optical sight, turning a missile which had decent range (at the time) into a VFR weapon. The AIM-7A was withdrawn after only 3 years, with only 2000 being built.

The AAM-N-3 Sparrow II (later called the AIM-7B) was an early attempt at an active-homing missile, developed by Douglas Aviation. Unfortunately this idea was essentially decades ahead of its time in 1955, and the result was a failure. The US Navy, who originally asked for the Sparrow II to arm it’s F5D-1 Skylancer, canceled its participation in the Sparrow II program in 1956. The Canadians then thought the AIM-7B was the perfect armament for the CF-105 Arrow interceptor, and when the CF-105 project died The Sparrow II died its final death. The AIM-7B is not included in the charts below. A version of this missile, the AIM-7B Sparrow IIX, was also designed; this was to be armed with the same nuclear warhead as on the MD-2 Genie version of the AIM-4 Falcon, but it too was cancelled along with the CF-105 project.

The Sparrow III series began in 1955 with the AAM-N-6 (later called the AIM-7C). It was also at this point that Raytheon became the prime contractor for the AIM-7. Per4haps the key change in guidance was that the Sparrow III series homed in on a radar lock-on from the firing aircraft. This can make a missile highly vulnerable to even simple countermeasures, and this was especially true of early-model Sparrow IIIs (countermeasures are one level more effective against the AIM-7C, 7D, and 7E series).

The AIM-7C used a 29.5 kg continuous-rod fragmentation warhead and a solid-rocket motor. Again, only about 2000 were built, due to the imminent introduction of the AAM-N-6a (AIM-7D). The missile body was essentially the same, but internally, the AIM-7D was quite different. The AIM-7D used liquid propellant that was inert until ignition, which increased the range and ceiling. The seeker was improved to allow for higher closing rates of speed (as occurred with head-on shots), and the first ECCM/anti-jamming capability was introduced. The USAF also used the AIM-7D, calling it the AIM-101 at the time and making it the primary armament of the F-4C Phantom II. After the AIM-7E was introduced, many surviving AIM-7Ds were converted to training missiles with inert warheads, and designated ATM-7D.

In 1963, due to the Pentagon’s switch to a common nomenclature system, the earlier versions of the Sparrow were redesignated AIM-7. The next version of the Sparrow III series was the AIM-7E. Propellant was changed back to solid fuel, and the engine again increased range. The AIM-7E was also a bit more agile than its predecessors. The AIM-7E was employed extensively in Vietnam, where opinions of its effectiveness depended on the pilot – most pilots reviled the AIM-7E due to numerous failures of the engine to fire, the seeker losing track of the aircraft’s lock-on, the fuzes not working, poor maneuverability, and confusion by ground clutter. On the other hand, some pilots, like the ace Steve Ritchie, swore by the AIM-7E, using it for all five of his MiG kills. Most pilots in Vietnam learned quickly to fire the AIM-7E (and AIM-7s in general) in pairs to decrease the chance of failures. These shortcomings led to the introduction of the AIM-7E2 in 1969, with much improved maneuverability, a shorter minimum range, and improved fuzing reliability. The AIM-7E3 further improved the reliability of the fuzing and also improved the motor start system, and the AIM-7E4 was designed for use with aircraft with higher-power radars (such as the F-14, introduced in 1973). Otherwise, for game purposes, the AIM-7E3 and E4 are identical to the AIM-7E2. The AIM-7J is an AIM-7E2 license-built in Japan. The RIM-7E is an AIM-7E adapted for use as a ship-launched SAM; the RIM-7H is the AIM-7E2 adapted for the same role. The primary modification for these missiles are snap-open fins, allowing them to be loaded into box launchers. The various versions of the AIM-7E were the most produced, with almost 30,000 being built.

1972 brought the AIM-7F. The AIM-7F had a greatly-increased range due to a dual-thrust motor that provided a quick boost followed by a sustainer. The guidance and control sections were completely solid-state. This guidance package was also smaller, allowing the use of a 39 kg warhead. With the advent of the AIM-7F, the name of the missile was changed from "Sparrow III" to simply "Sparrow." The AIM-7G was a version of the AIM-7F designed specifically for use with the F-111D, but did not proceed beyond the prototype stage. A RIM-7F version was also built. With the AIM-7F, General Dynamics also began building the Sparrow.

The designations AIM-7H, AIM-7I, AIM-7K and AIM-7L were either skipped or were unsuccessful research models. The AIM-7M designation was chosen for the next iteration of the Sparrow, due to its use of the new monopulse seeker head that allows better performance at low altitude and in high-ECM environments, as well as bringing true look-down-shoot-down capability. The AIM-7M includes a digital computer with re-programmable EEPROM modules. The AIM-7M can operate in a semi-independent manner; once the missile is launched, it uses an autopilot to fly in one of several pre-programmed trajectories, and a lock-on is required only for launch, mid-course update, and terminal guidance. The warhead has also been replaced by blast-fragmentation warhead, rather than pure fragmentation. A RIM-7M version was also produced. The AIM-7N was a prototype improved AIM-7M, but subsequent improvements overtook the program and it was never put into full production.

The AIM-7P appeared in 1987, with an improved guidance module, a computer that uplinks to the pilot for more accurate mid-course and terminal guidance, and an improved look-down/shoot-down capability. ECCM has improved so significantly that countermeasure success is degraded by one level. A RIM-7P version was also built. The AIM-9P is still in production, primarily for the US Navy in its RIM-7P version and for foreign countries that are unable to afford the AIM-120. In addition, Raytheon also upgrades earlier versions of the AIM-7 to the AIM-7P standard for those foreign customers as well as the US military.

The AIM-7Q was essentially a testbed for a new guidance system which used an active-homing head combined with an IR seeker for backup. If the AIM-7Q lost radar contact with the target due to ECM or standard methods of breaking lock-ons, the IR seeker would take over and guide the missile to the target. Conversely, the AIM-7Q could be launched as a heat-seeking missile, using brief pulses of radar to confirm the target. AIM-7Q development apparently ended with no production missiles being fielded.

The final version of the Sparrow was the AIM-7R. The AIM-7R used an AIM-7P-type radar guidance module, but it was paired with an IR seeker used to improve terminal guidance, similar to the AIM-7Q. The onboard computing power was also considerably increased. Range was increased by enlarging the tail surfaces and making them the only control surfaces, allowing for more fuel to be carried. In game terms, countermeasure success is degraded by one level, and if the missile loses lock-on and is within 3 km of its target, a roll is immediately made to regain contact. Though the AIM-7R was set for production, that production was never carried out, due to high development costs and the impending adoption of the AIM-120 AMRAAM missile. The AIM-7R was cancelled in 1996, but as I often do, I included it anyway just for the heck of it.

Twilight 2000 Notes: Sparrows were called into increasing use in the Twilight War as supplies of AMRAAM missiles began to be used up. Most Sparrows used by the United States and NATO in the Twilight War were AIM-7Ps and AIM-7Ms, though some countries were using Sparrows as old as the AIM-7E.

Notes: This was the first AAM to be placed into service, and is perhaps the most plentiful AAM in existence. The designers of the Sidewinder, a small team operating on a shoestring budget when development began at China Lake in 1950, created the first Sidewinder out of almost nothing; the project was drastically underfunded and the designers put a considerable amount of their personal funds into it. They then developed a working homing head and got the design to be taken seriously by the Navy. And the rest is history.

The AAM-N-7 Sidewinder I (later designated the AIM-9A Sidewinder) began low rate initial production for the US Navy in 1955. Only 240 were built, as they were considered field test weapons. The AIM-9A had a small 4.5-kilogram blast-fragmentation warhead with an IR seeker which was not cooled like later models would be. The small warhead was a bit of a problem, since the small size meant it had a kill radius of only 9 meters. The primitive seeker also meant that the AIM-9A could detect targets within a mere 4-degree field of view, and the firing aircraft must be in the "slot" position – directly behind the target. To make matters worse, the AIM-9A, though it could turn at 12G, was limited primarily to non-maneuvering targets due to the extremely narrow field of view, and fuzing could be unreliable. The AIM-9B’s seeker had a greatly-improved field of view, but was otherwise the same as the AIM-9A. The AIM-9B became the first air-to-air missile to score a kill in September of 1958, when Taiwanese F-86Fs fired them at a gaggle of Chinese MiG-15s – to a great success. Production of the AIM-9B stopped in 1962, with 80,000 being built. The AIM-9F was the European version of the AIM-9B. The primary difference is a more sensitive CO2-based cooler for the seeker head. Also called the AIM-9B FGW.2, the AIM-9F was built in Germany by BGT.

The AIM-9C was a response to the problems with the AIM-9B, with the US Navy trying another tack with the sidewinder – semi-active radar-homing guidance. The AIM-9C was also thought to be a way for aircraft that could not use the AIM-7 Sparrow, such as the F-8 Crusader, to be able to use radar-homing missiles (and in fact, the Crusader was the only aircraft to actually carry the AIM-9C in service). The AIM-9C, however, was perhaps less reliable than the AIM-9B, and only 1000 were built. Most surviving AIM-9Cs were later rebuilt into AGM-122A Sidearm anti-radar missiles.

The AIM-9D was developed in tandem with the AIM-9C, but used a new IR seeker. This seeker had an even narrower field of vision to reduce interference from environmental background radiation like the Sun, clouds, the ground, etc., and it’s more aerodynamic shape allowed for faster speed. The AIM-9D also features a much larger 11.34-kilogram continuous rod warhead providing the fragmentation effect warhead. It was built from 1965-69. The AIM-9G was developed for the US Navy, built from 1970-72. An improved AIM-9D, the AIM-9G improved target acquisition probability by not only allowing the seeker head to use preprogrammed search patterns, but by allowing the seeker head to be slaved to the aircraft’s radar for target acquisition purposes. (This is called the SEAM upgrade, for Sidewinder Expanded Acquisition Mode.)

The AIM-9E was the first version of the Sidewinder designed specifically for the US Air Force, though the USAF had already been using earlier versions of the Sidewinder. The AIM-9E was an AIM-9B with an improved seeker with a higher tracking rate and Peltier cooling for the seeker. The AIM-9E2 was a version of the basic AIM-9E with a reduced-smoke motor. The nose of the AIM-9E is longer, and has a conical tip.

The AIM-9H started out as merely an improved AIM-9F for the US Navy, but quickly the improvements added up. The AIM-9H featured solid-state electronics that were more stable and allowed for increased accuracy. The seeker’s tracking rate was greatly increased, as the AIM-9H was more agile than any of its predecessors due to its electronic "brain" and the electronic actuators for the fins. Some 7700 were built between 1972 and 1974; though they arrived late in the Vietnam War, the AIM-9H’s kill rate was a great improvement over earlier models. The US Navy planned an upgrade for the AIM-9H that would be designated the AIM-9K, but the Navy and Air Force decided to get on the same sheet of music and develop the AIM-9L instead.

The AIM-9J was an improved AIM-9E. The AIM-9J used partial solid-state electronics, an improved motor with a longer burn time, more powerful fin actuators that increased agility, and larger, double-delta canards that further increased agility. It did not, however, quite match the capabilities of the AIM-9H, though it was much less expensive. Most AIM-9Js were made by upgrading AIM-9Bs and AIM-9Es, but new production versions were also built, and designated AIM-9J3. The AIM-9N was at first designated the AIM-9J1, and is an incremental upgrade of the AIM-9J with an improved seeker module (decoying the AIM-9N with flares, natural phenomena, or IRCM is done at a -2 penalty). The rocket motor was also improved for a longer burn time, and the warhead was also somewhat improved. AIM-9Ns were all new production missiles, and many were exported instead of being used by US forces.

The AIM-9L, the first joint-service Sidewinder, was a huge improvement over its predecessors, and based on the AIM-9H. Service began in 1974. It was the first heat-seeking missile that could attack its target from any direction – in addition to homing in on engine exhaust, it could home on the heat of the engines themselves and heat caused by friction on the leading edges of an aircraft. The AIM-9L essentially looked at the heat generated by the entire target rather than by just the tailpipes. The AIM-9L used large-span double-delta canards, solid state electronics, and electrical control actuators, all of which increased accuracy and agility. The seeker used argon-cooled Indium Antimonide, and the fuze was a proximity fuze enhanced by a short-range laser (the AOTD fuze, or Active Optical Target Detector), a much more reliable fuze than on earlier Sidewinders. Warhead weight was about double that of the AIM-9J, but it used more modern explosives and a blast-fragmentation warhead with an annular fragmentation pattern. The AIM-9L was first used in combat by Royal Navy Harriers during the Falklands War, and over 16,000 were built by two companies in the US as well as by Germany and Japan. The AIM-9M is a further development of the AIM-9L, replacing it in production. The AIM-9M has a reduced-smoke motor, an improved guidance module, resistance to countermeasures (decoying the AIM-9M with flares, natural phenomena, and IRCM units is one level more difficult), and generally improved reliability. The blast pattern of the warhead is also somewhat improved, though the warhead is almost identical to that of the AIM-9L. All known Sidewinder kills during Desert Storm were with AIM-9Ms. The AIM-9M began service in 1982. The AIM-9S is an export version of the AIM-9M, with the main difference being that the improved countermeasure resistance is removed.

Originally designed specifically for export, the AIM-9P has found itself in use by the US Air Force in recent years. The AIM-9P is a simpler, less expensive Sidewinder, without many of the advanced electronics and seeker features of the AIM-9L and AIM-9M. There are several flavors of the AIM-9P, depending upon the needs of the receiving country and what the US is willing to let them have; they are all based on the AIM-9B/E/J series, and many are in fact rebuilds. The AIM-9P1 has a laser proximity fuze for increased reliability; the AIM-9P2 adds a reduced-smoke motor to that. The AIM-9P3 adds a more advanced warhead, improved guidance electronics, and faster-actuating control surfaces. The AIM-9P4 replaces the seeker with one based on (but not quite as advanced as) the AIM-9L/M. The AIM-9P5 adds IRCM resistance similar to that of the AIM-9M.

The AIM-9X is the newest Sidewinder, combining the best features of earlier Sidewinders, technology of several advanced experimental versions of the Sidewinder, and a host of new ideas. Development began in 1991, operational deployment began in 2003, and full-rate production began in 2004. The AIM-9X was at first developed by Hughes, but since Raytheon now owns Hughes, the AIM-9X is a Raytheon product. The AIM-9X has the rocket motor and the warhead of the AIM-9M, inside a new airframe; the greatly decreased drag gives the AIM-9X increased speed and range. The fins of the AIM-9X are much smaller than any other Sidewinder; they are there primarily for stability, with steering of the AIM-9X being done by jet vanes (much like thrust vectoring) at the exhaust. The small fins of the AIM-9X allow it to fit inside the weapon bays of the F/A-22 and F-35, but still fit on any standard weapon rail able to take a Sidewinder. The AIM-9X can also interface with the new helmet-mounted sights being fielded on some US and NATO aircraft (the JHMCS). The AIM-9X uses an imaging focal plane array seeker that has a 90-degree off-boresight capability; along with its jet-vane steering, this gives the AIM-9X phenomenal accuracy and agility. The AIM-9X has lock-after-launch capability; the pilot of an aircraft equipped with the AIM-9X and the JHMCS can launch the missile before he has a tone (has acquired the target), then steer the AIM-9X into a position where the missile can acquire the target. It also incorporates an advanced version of SEAM. The resistance to countermeasures is so great that the AIM-9X is two difficulty levels less likely to be thrown off by natural phenomena, flares, or IRCM systems.

Twilight 2000 Notes: The AIM-9X is not available in the Twilight 2000 timeline. The AIM-9S is rare.