I've always thought that the Lightning looks like it would handle like a pig going low and slow. That Nord missile is MCLOS so it would be extremely difficult to use for a single-seat fighter. The later AS.30's were laser-guided, but then you either need an offboard designator on the ground or another plane or you put it on the other hardpoint and you only get to carry one weapon.
Fictional inventory of modern airforces
- Thread starter Khanzeer
- Start date
Hasn't John Boyd lost most credibility decades ago?
It really depends on how the stabilizers are made. If aerodynamics are understood well enough that the Soviets limited the heating there so as to not need titanium and can start using composites, they could get some really small RCS for the stabilizers. Plus, the big thing with shaping is to remove right angles and the stabilizers aren't vertical. If you look at SR-71, F-117, F-22, Rafale, Su-57, F-35 and the such, you'll see that the stabilizers and the wings are built so has to not be at a right angle, usually by angling the stabilizers or by angling the wings themselves.
The Firefox does have other shaping issues, such as the angles between the engines and the wings, or the lack of S-ducts. Overall, you could expect it to enjoy similar RCS reduction as, say, the SR-71, which historically was one of the first airplanes designed with this in mind among other criteria.
I think the RAF should have bought the Fairey Delta 2. That is, instead of the Lightning-wank so far proposed.
According to my copy of Putnams English Electric aircraft the 2 P.1A Lightning prototypes were ordered in April 1950. They made their first flights on 4th August 1954 and 18th July 1955.
Meanwhile the 3 P.1B Lightning prototypes were ordered on 4th August 1953 and the 20 P.1B pre-production Lightnings on 26th February 1954, that is before the P.1A had made its first flight.
According to Wikipaedia the pair of Fairey Delta 2 prototypes made their first flights on 6th October 1954 and 15th February 1956.
I don't see why 3 additional Fairey Delta 2 prototypes could not have been ordered in August 1953 instead of the P.1B prototypes and 20 pre-production Fairey Delta 2s in February 1954 in place of the P.1B pre-production aircraft.
Therefore I propose the following Fairey Delta wank...
The Fairey Delta 2
3 additional Fairey Delta 2 prototypes were ordered in August 1953.
20 pre-production Fairey Delta 2s in February 1954.
As noted above these were ordered instead of the 23 P.1B aircraft of OTL.
200 production Fairey Delta 2 aircraft would initially be built for the RAF in place of the 161 Hunter F Mk 6 aircraft that were rebuilt to FGA Mk 9 and FR Mk 10 standard. That is, 128 FGA Mk 1, 33 FR Mk 2 and 40 T Mk 3. IOTL the rebuilt Hunters equipped 9 squadrons and one flight with a combined UE of 99 aircraft. ITTL the Fairey Deltas equipped 11 squadrons and one flight with a combined UE of 123 aircraft.
The Fairey Delta 2 FGA Mk 1 entered service with No. 1 Squadron in Fighter Command and No. 8 Squadron in Aden in January 1960.
IOTL the Hunter FGA Mk 9 equipped 7 RAF squadrons (Nos. 1, 8, 20, 28, 43, 54 and 208). Most of them had 12 aircraft each, but No. 20 Squadron in Singapore had 16 aircraft and No. 28 Squadron in Hong Kong had 3 aircraft. Therefore, the total UE was 79 aircraft.
However, ITTL 9 Fairey Delta FGA Mk 1 squadrons were formed with a total UE of 103 aircraft. These were:
The Fairey Delta FR Mk 2 replaced the Swift FR Mk 5 in Nos. 2 (formerly No. 79) and 4 squadrons Germany in 1961. Each squadron had 8 aircraft. It also equipped the Reconnaissance Flight (of 4 aircraft) in No. 8 squadron in Aden, which on 1st March 1963 became No. 1417 (Fighter Reconnaissance) Flight. Therefore the total UE was 20 aircraft in 2 squadrons and one flight.
The 2 prototypes built IOTL and TTL had the same type of Rolls Royce Avon engine as OTL.
The 23 pre-production aircraft and all 200 production aircraft would have a single Rolls Royce RA.24R Avon Mk 210 engine with a static thrust rating of 11,250lbs and with reheat the rating was 14,430lbs.
The Fairey Delta 3
In the early 1950s Fairey proposed the Fairey Delta 3 all-weather fighter. This was an enlargement of the Fairey Delta 2 with two Avons and a second crewman. One prototype and 18 pre-production aircraft were ordered to Specification F.153D instead of the Gloster thin-wing Javelin.
Unlike the thin-wing Javelin this aircraft wasn't cancelled in 1956. Instead a pair of trainer prototypes was ordered in May 1956 to Specification T.178D instead of the 2 P.11 Lightning trainer prototypes. This was followed by a production contract for 50 Fairey Delta 3 FAW Mk 1 aircraft, which was placed in November 1956 to Specification F.153P in place of the OTL order for 50 Lightning F Mk 1 and 1A aircraft.
All other things being equal the RAF would receive a total of 258 Fairey Delta 3 production aircraft (216 fighters and 42 trainers) as a direct substitution for the 258 production Lightnings (216 fighters and 42 trainers) it received IOTL.
No. 74 Squadron in RAF Fighter Command converted from the Hunter F Mk 6 to the Fairey Delta 3 FAW Mk 1 in June 1960.
At the end of March 1964 the RAF had 11 fighter squadrons with 156 aircraft. These consisted of:
Under the March 1964 version of Plan P the number of fighters was to be reduced to 120 in 10 squadrons of 12 by March 1967. All 10 squadrons would be equipped with Fairey Delta 3s. Deployment was as to be follows:
However, the actual situation at 31st March 1967 was 7 Fairey Delta 3 squadrons (Nos. 5, 19, 23, 56, 74, 92 and 111) and 3 Javelin squadrons (Nos. 29, 60 and 64), making a total of 10 fighter squadrons as follows:
The actual peak in the Fairey Delta 3 force was between May 1967 and August 1971 when there were 9 squadrons. No. 11 Squadron re-formed on Fairey Delta 3s on 3rd April 1967 and No. 29 Squadron converted from Javelins to Fairey Delta 3s in May 1967. The remaining Javelin squadrons disbanded on 16th June 1967 (No. 64 Squadron) and 1st May 1968 (No. 60 Squadron). [Note: This does not allow for the earlier introduction of the Spey-Phantom.]
The 21 prototype and pre-production aircraft built instead of the Gloster thin-wing Javelin and the P.11 Lightning trainer prototypes were fitted with two Rolls Royce RA.24R Avon Mk 210 engines. Each engine had a static thrust rating of 11,250lbs and with reheat the rating was 14,430lbs. This engine was also fitted to the 111 production aircraft (91 fighters and 20 trainers) built instead of the Lightning F Mk 1, F Mk 1A, F Mk 2 and T Mk 4.
The 147 Fairey Delta 3 aircraft (125 fighters and 22 trainers) built in place of the Lightning F Mk 3, T Mk 5 and F Mk 6 were fitted with a pair of Rolls Royce RA.34R Avon Mk 301 engines. Each engine had a dry thrust rating of 13,220lbs and with reheat the rating was 16,300lbs with reheat.
The Fairey Delta 2 New Generation
Production of the Fairey Delta 2 and 3 was subcontracted to firms belonging to the Hawker Siddeley Group and Fairey became part of Hawker Siddeley in 1960 instead of becoming part of Westland.
The original Fairey Delta 2 was bought by some of the air forces that bought refurbished Hunters IOTL. It was also bought by some of the air forces that bought the Mirage III, F-5 Freedom Fighter and F-104 Starfighter IOTL.
IOTL Operational Requirement 356 was for of an aircraft to replaceme the Hunter FGA9 and FR10. The Hawker P.1154RAF was selected in 1962, but it was cancelled in 1965.
ITTL Operational Requirement 356 was for a replacement for the Fairey Delta 2. In 1962 it selected a modernised Fairey Delta known as the Fairey Delta New Generation. What was new were the avionics and a single Rolls Royce Spey engine of the type developed for the Phantom IOTL in place of the Avon. Unlike the P.1154 this aircraft wasn't cancelled in 1965 and entered service with the RAF in 1966 which was 3 years ahead of the Hawker Harrier IOTL. It was also built for the RAF instead of the Jaguar.
The Fairey Delta 3 Replacement
Hawker Siddeley also proposed a Fairey Delta 3 New Generation with new avionics and two Speys to replace the original aircraft. However, the aircraft could not be made carrier capable.
Therefore, the Royal Navy was allowed to buy the Spey-Phantom in 1962 (instead of 1964). In addition to be being begun 2 years ahead of OTL the whole aircraft was to be built under licence in the UK by the British Aircraft Corporation. (ITTL there was no TSR.2 because the Canberra replacement was the Spey-Buccaneer digital avionics). The earlier start also meant that it was possible to "Phantomise" HMS Eagle as part of her 1959-64 refit.
The first BAC built Phantom flew on 27th June 1964, the first aircraft arrived at Yeovilton on 29th April 1966 and No. 700P Naval Air Squadron was formed the next day for trials. No. 767 NAS, the Phantom training unit formed on 14th January 1967.
No 890 NAS (formerly Sea Vixens), the first operational squadron, was commissioned on 31st March 1967. It relieved 899NAS (Sea Vixens) aboard HMS Eagle early in 1968. However, she was only destined to operate this aircraft for 4 years. The 1966 Defence Review still happened ITTL. At first Eagle was to have been run on until the end of 1974, but this was brought forward to the end of 1971 following the devaluation of Sterling and the decision to bring the withdrawal from "East of Suez" forward 3 years. HMS Eagle was actually decommissioned on 26th January 1972. No. 890 Naval Air Squadron was also decommissioned on 26th January 1972, which IOTL was the decommissioning date of 899NAS Eagle's Sea Vixen squadron.
ITTL Ark Royal still had its 1967-70 Phantomisation refit and it still embarked the Phantoms of 892NAS in 1970. This was because in 1967 it was still planned that she and Eagle would both be run on until the end of 1974. However, by the time she re-commissioned she was only due to be run on until the end of 1971, but this was put back to 1978 and she actually de-commissioned on 14th February 1979. However, 892 NAS her Phantom squadron (which commissioned in March 1969) disbanded on 15th December 1978.
IOTL the RAF plan early in 1964 was to replace its Lightnings with a land based version of the P.1154RN after 1975. ITTL the plan from 1962 was to replace them with BAC-built Spey-Phantoms. The first order for 2 prototypes and 20 production aircraft was placed in June 1963. The first pre-production aircraft flew in February 1965. The first production aircraft flew in December 1965 and was delivered in July 1966. The operational conversion unit was formed in August 1966 and the first squadrons were formed in 1967.
All other things being equal there would have been 3 Phantom squadrons at the end of 1967, which would have increased to 8 by the end of March 1970. These would have consisted of one interceptor squadron in No. 11 (Fighter) Group, Strike Command; 2 strike and one reconnaissance squadrons in No. 38 (Tactical) Group, Air Support Command; and 4 strike and one reconnaissance squadrons in RAF Germany.
However, ITTL the 3 squadrons in No. 38 Group and the 5 squadrons in RAF Germany were equipped with the Fairey Delta 2 New Generation. This allowed all the RAF Phantoms to replace the Fairey Delta 3 in the RAF's fighter squadrons 1967-70. Furthermore, 223 Spey Phantons were built by BAC for the RAF and RN ITTL instead of the McDonnell 170 built IOTL. Initially all 59 naval versions built in place of the 52 F-4K went to the Royal Navy instead of 28 IOTL. The remaining 164 built instead of the 118 F-4M went to the RAF.
Therefore, ITTL the RAF had enough aircraft to form 10 Phantom fighter squadrons in the RAF by the end of April 1970. That is:
IOTL No. 43 Squadron was equipped with F-4K Phantoms. The 2 squadron in Germany were equipped with the Lightning F Mk 2A. The other 7 were equipped with the Lightning F Mk 6.
About half of the 59 BAC Phantoms delivered to the Royal Navy were transferred to the RAF in 1972 and the remainder in 1979. That is less the aircraft that had been written off. The RAF did not use them to form new squadrons. Instead it used them to keep the existing squadrons at full strength.
According to my copy of Putnams English Electric aircraft the 2 P.1A Lightning prototypes were ordered in April 1950. They made their first flights on 4th August 1954 and 18th July 1955.
Meanwhile the 3 P.1B Lightning prototypes were ordered on 4th August 1953 and the 20 P.1B pre-production Lightnings on 26th February 1954, that is before the P.1A had made its first flight.
According to Wikipaedia the pair of Fairey Delta 2 prototypes made their first flights on 6th October 1954 and 15th February 1956.
I don't see why 3 additional Fairey Delta 2 prototypes could not have been ordered in August 1953 instead of the P.1B prototypes and 20 pre-production Fairey Delta 2s in February 1954 in place of the P.1B pre-production aircraft.
Therefore I propose the following Fairey Delta wank...
The Fairey Delta 2
3 additional Fairey Delta 2 prototypes were ordered in August 1953.
20 pre-production Fairey Delta 2s in February 1954.
As noted above these were ordered instead of the 23 P.1B aircraft of OTL.
200 production Fairey Delta 2 aircraft would initially be built for the RAF in place of the 161 Hunter F Mk 6 aircraft that were rebuilt to FGA Mk 9 and FR Mk 10 standard. That is, 128 FGA Mk 1, 33 FR Mk 2 and 40 T Mk 3. IOTL the rebuilt Hunters equipped 9 squadrons and one flight with a combined UE of 99 aircraft. ITTL the Fairey Deltas equipped 11 squadrons and one flight with a combined UE of 123 aircraft.
The Fairey Delta 2 FGA Mk 1 entered service with No. 1 Squadron in Fighter Command and No. 8 Squadron in Aden in January 1960.
IOTL the Hunter FGA Mk 9 equipped 7 RAF squadrons (Nos. 1, 8, 20, 28, 43, 54 and 208). Most of them had 12 aircraft each, but No. 20 Squadron in Singapore had 16 aircraft and No. 28 Squadron in Hong Kong had 3 aircraft. Therefore, the total UE was 79 aircraft.
However, ITTL 9 Fairey Delta FGA Mk 1 squadrons were formed with a total UE of 103 aircraft. These were:
4 in No. 38 (Air Support) Group of Transport Command (Nos. 1 and 54 plus the 2 extra squadrons) with 12 aircraft each
3 in Air Forces Middle East (Nos. 8, 43 and 208) with 12 aircraft each
2 in the Far East Air Force (Nos. 20 and 28) with 16 and 3 aircraft respectively
3 in Air Forces Middle East (Nos. 8, 43 and 208) with 12 aircraft each
2 in the Far East Air Force (Nos. 20 and 28) with 16 and 3 aircraft respectively
The Fairey Delta FR Mk 2 replaced the Swift FR Mk 5 in Nos. 2 (formerly No. 79) and 4 squadrons Germany in 1961. Each squadron had 8 aircraft. It also equipped the Reconnaissance Flight (of 4 aircraft) in No. 8 squadron in Aden, which on 1st March 1963 became No. 1417 (Fighter Reconnaissance) Flight. Therefore the total UE was 20 aircraft in 2 squadrons and one flight.
The 2 prototypes built IOTL and TTL had the same type of Rolls Royce Avon engine as OTL.
The 23 pre-production aircraft and all 200 production aircraft would have a single Rolls Royce RA.24R Avon Mk 210 engine with a static thrust rating of 11,250lbs and with reheat the rating was 14,430lbs.
The Fairey Delta 3
In the early 1950s Fairey proposed the Fairey Delta 3 all-weather fighter. This was an enlargement of the Fairey Delta 2 with two Avons and a second crewman. One prototype and 18 pre-production aircraft were ordered to Specification F.153D instead of the Gloster thin-wing Javelin.
Unlike the thin-wing Javelin this aircraft wasn't cancelled in 1956. Instead a pair of trainer prototypes was ordered in May 1956 to Specification T.178D instead of the 2 P.11 Lightning trainer prototypes. This was followed by a production contract for 50 Fairey Delta 3 FAW Mk 1 aircraft, which was placed in November 1956 to Specification F.153P in place of the OTL order for 50 Lightning F Mk 1 and 1A aircraft.
All other things being equal the RAF would receive a total of 258 Fairey Delta 3 production aircraft (216 fighters and 42 trainers) as a direct substitution for the 258 production Lightnings (216 fighters and 42 trainers) it received IOTL.
No. 74 Squadron in RAF Fighter Command converted from the Hunter F Mk 6 to the Fairey Delta 3 FAW Mk 1 in June 1960.
At the end of March 1964 the RAF had 11 fighter squadrons with 156 aircraft. These consisted of:
5 Fairey Delta 3 squadrons (Nos. 19, 56, 74, 92 and 111) in Fighter Command with 12 aircraft each for a total UE of 60 aircraft
6 Javelin FAW Mk 9 squadrons (Nos. 5, 11, 23, 29, 60 and 64) with 12, 16 or 25 aircraft each for a total UE of 96 aircraft as follows:
6 Javelin FAW Mk 9 squadrons (Nos. 5, 11, 23, 29, 60 and 64) with 12, 16 or 25 aircraft each for a total UE of 96 aircraft as follows:
2 were in Fighter Command (Nos. 23 and 64) with 14 aircraft each
2 were in RAF Germany (Nos. 5 and 11) with 16 aircraft each
1 was in the Near East Air Force (No. 29) with 12 aircraft
1 was in the Far East Air Force (No. 60) with 24 aircraft
2 were in RAF Germany (Nos. 5 and 11) with 16 aircraft each
1 was in the Near East Air Force (No. 29) with 12 aircraft
1 was in the Far East Air Force (No. 60) with 24 aircraft
Under the March 1964 version of Plan P the number of fighters was to be reduced to 120 in 10 squadrons of 12 by March 1967. All 10 squadrons would be equipped with Fairey Delta 3s. Deployment was as to be follows:
5 squadrons Fighter Command
2 squadrons RAF Germany
1 squadron Near East Air Force
2 squadrons Far East Air Force
2 squadrons RAF Germany
1 squadron Near East Air Force
2 squadrons Far East Air Force
However, the actual situation at 31st March 1967 was 7 Fairey Delta 3 squadrons (Nos. 5, 19, 23, 56, 74, 92 and 111) and 3 Javelin squadrons (Nos. 29, 60 and 64), making a total of 10 fighter squadrons as follows:
5 Fairey Delta 3 squadrons (Nos. 5, 23, 56, 74 and 111) in Fighter Command
2 Fairey Delta 3 squadrons (Nos. 19 and 92) in RAF Germany
1 Javelin squadron (No. 29) in the Near East Air Force
2 Javelin squadrons (Nos. 60 and 64) in the Far East Air Force
2 Fairey Delta 3 squadrons (Nos. 19 and 92) in RAF Germany
1 Javelin squadron (No. 29) in the Near East Air Force
2 Javelin squadrons (Nos. 60 and 64) in the Far East Air Force
The actual peak in the Fairey Delta 3 force was between May 1967 and August 1971 when there were 9 squadrons. No. 11 Squadron re-formed on Fairey Delta 3s on 3rd April 1967 and No. 29 Squadron converted from Javelins to Fairey Delta 3s in May 1967. The remaining Javelin squadrons disbanded on 16th June 1967 (No. 64 Squadron) and 1st May 1968 (No. 60 Squadron). [Note: This does not allow for the earlier introduction of the Spey-Phantom.]
The 21 prototype and pre-production aircraft built instead of the Gloster thin-wing Javelin and the P.11 Lightning trainer prototypes were fitted with two Rolls Royce RA.24R Avon Mk 210 engines. Each engine had a static thrust rating of 11,250lbs and with reheat the rating was 14,430lbs. This engine was also fitted to the 111 production aircraft (91 fighters and 20 trainers) built instead of the Lightning F Mk 1, F Mk 1A, F Mk 2 and T Mk 4.
The 147 Fairey Delta 3 aircraft (125 fighters and 22 trainers) built in place of the Lightning F Mk 3, T Mk 5 and F Mk 6 were fitted with a pair of Rolls Royce RA.34R Avon Mk 301 engines. Each engine had a dry thrust rating of 13,220lbs and with reheat the rating was 16,300lbs with reheat.
The Fairey Delta 2 New Generation
Production of the Fairey Delta 2 and 3 was subcontracted to firms belonging to the Hawker Siddeley Group and Fairey became part of Hawker Siddeley in 1960 instead of becoming part of Westland.
The original Fairey Delta 2 was bought by some of the air forces that bought refurbished Hunters IOTL. It was also bought by some of the air forces that bought the Mirage III, F-5 Freedom Fighter and F-104 Starfighter IOTL.
IOTL Operational Requirement 356 was for of an aircraft to replaceme the Hunter FGA9 and FR10. The Hawker P.1154RAF was selected in 1962, but it was cancelled in 1965.
ITTL Operational Requirement 356 was for a replacement for the Fairey Delta 2. In 1962 it selected a modernised Fairey Delta known as the Fairey Delta New Generation. What was new were the avionics and a single Rolls Royce Spey engine of the type developed for the Phantom IOTL in place of the Avon. Unlike the P.1154 this aircraft wasn't cancelled in 1965 and entered service with the RAF in 1966 which was 3 years ahead of the Hawker Harrier IOTL. It was also built for the RAF instead of the Jaguar.
The Fairey Delta 3 Replacement
Hawker Siddeley also proposed a Fairey Delta 3 New Generation with new avionics and two Speys to replace the original aircraft. However, the aircraft could not be made carrier capable.
Therefore, the Royal Navy was allowed to buy the Spey-Phantom in 1962 (instead of 1964). In addition to be being begun 2 years ahead of OTL the whole aircraft was to be built under licence in the UK by the British Aircraft Corporation. (ITTL there was no TSR.2 because the Canberra replacement was the Spey-Buccaneer digital avionics). The earlier start also meant that it was possible to "Phantomise" HMS Eagle as part of her 1959-64 refit.
The first BAC built Phantom flew on 27th June 1964, the first aircraft arrived at Yeovilton on 29th April 1966 and No. 700P Naval Air Squadron was formed the next day for trials. No. 767 NAS, the Phantom training unit formed on 14th January 1967.
No 890 NAS (formerly Sea Vixens), the first operational squadron, was commissioned on 31st March 1967. It relieved 899NAS (Sea Vixens) aboard HMS Eagle early in 1968. However, she was only destined to operate this aircraft for 4 years. The 1966 Defence Review still happened ITTL. At first Eagle was to have been run on until the end of 1974, but this was brought forward to the end of 1971 following the devaluation of Sterling and the decision to bring the withdrawal from "East of Suez" forward 3 years. HMS Eagle was actually decommissioned on 26th January 1972. No. 890 Naval Air Squadron was also decommissioned on 26th January 1972, which IOTL was the decommissioning date of 899NAS Eagle's Sea Vixen squadron.
ITTL Ark Royal still had its 1967-70 Phantomisation refit and it still embarked the Phantoms of 892NAS in 1970. This was because in 1967 it was still planned that she and Eagle would both be run on until the end of 1974. However, by the time she re-commissioned she was only due to be run on until the end of 1971, but this was put back to 1978 and she actually de-commissioned on 14th February 1979. However, 892 NAS her Phantom squadron (which commissioned in March 1969) disbanded on 15th December 1978.
IOTL the RAF plan early in 1964 was to replace its Lightnings with a land based version of the P.1154RN after 1975. ITTL the plan from 1962 was to replace them with BAC-built Spey-Phantoms. The first order for 2 prototypes and 20 production aircraft was placed in June 1963. The first pre-production aircraft flew in February 1965. The first production aircraft flew in December 1965 and was delivered in July 1966. The operational conversion unit was formed in August 1966 and the first squadrons were formed in 1967.
All other things being equal there would have been 3 Phantom squadrons at the end of 1967, which would have increased to 8 by the end of March 1970. These would have consisted of one interceptor squadron in No. 11 (Fighter) Group, Strike Command; 2 strike and one reconnaissance squadrons in No. 38 (Tactical) Group, Air Support Command; and 4 strike and one reconnaissance squadrons in RAF Germany.
However, ITTL the 3 squadrons in No. 38 Group and the 5 squadrons in RAF Germany were equipped with the Fairey Delta 2 New Generation. This allowed all the RAF Phantoms to replace the Fairey Delta 3 in the RAF's fighter squadrons 1967-70. Furthermore, 223 Spey Phantons were built by BAC for the RAF and RN ITTL instead of the McDonnell 170 built IOTL. Initially all 59 naval versions built in place of the 52 F-4K went to the Royal Navy instead of 28 IOTL. The remaining 164 built instead of the 118 F-4M went to the RAF.
Therefore, ITTL the RAF had enough aircraft to form 10 Phantom fighter squadrons in the RAF by the end of April 1970. That is:
6 squadrons (Nos. 5, 11, 23, 29, 43 and 111) No. 11 (Air Defence) Group, Strike Command
2 squadrons (Nos. 19 and 92) RAF Germany
1 squadron (No. 56) Near East Air Force
1 squadron (No. 74) Far East Air Force
2 squadrons (Nos. 19 and 92) RAF Germany
1 squadron (No. 56) Near East Air Force
1 squadron (No. 74) Far East Air Force
IOTL No. 43 Squadron was equipped with F-4K Phantoms. The 2 squadron in Germany were equipped with the Lightning F Mk 2A. The other 7 were equipped with the Lightning F Mk 6.
About half of the 59 BAC Phantoms delivered to the Royal Navy were transferred to the RAF in 1972 and the remainder in 1979. That is less the aircraft that had been written off. The RAF did not use them to form new squadrons. Instead it used them to keep the existing squadrons at full strength.
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John Boyd's theories are less used today because of the way fighters evolved away from the interceptor/dogfighter split of the 1960s and 1970s. Better missiles require maneuvering to be happening at transonic or low subsonic speeds. The low-speed supermaneuverability of the Russian Sukhois is great in a 1v1 duel if it allows you to get your nose far enough around to launch, but it the real world your target's wingman is just going to hit you with his own missile from two or three miles away because your aren't even moving from his perspective. We saw analogous behavior in Vietnam between MiGs and Phantoms, which is what spurred the creation of Boyd's theories and his involvement in the F-16 project. A second and more recent development has been the proliferation of strike fighters and strike fighter capability since the late Cold War. A lot of foreign F-15 sales have been for two-seat Strike Eagles that serve as both deep interdictors and air superiority fighters for their air forces. These planes have to be big to accommodate two crew and a usefully large load of air-to-ground weapons. Even modern F-16s and F-18s, products of a project intended to replace the Northrop F-5, have grown substantially since gheir inception to increase payload and range.
And it's ultimately easier to develop a übermanouverable missile than a übermanouverable aircraft, thanks to limits in G-force. Try to fight a traditional dogfight in era of HMD's, off-boresight missiles and all-aspect IR seekers. (Personally I see no reason why manouverability is given much thought at all.)
Finnish Air Force, in minor numbers, though, would have been definitely interested in a British fighter cheaper than Lightning in early 1960's.
Maneuverability is still important to get inside your off-boresight envelope (an IR missile won't be able to see behind it) and to get in a good tail chase orientation so your missile decoys work best. What is not particularly necessary for nose-tracking a wildly maneuvering enemy aircraft to get a gun or boresight missile shot off.
That was true a couple of decades ago, not so much today. IR missiles are Lock-On After Launch now, which lead to amusing combination. Take a F-35 with DAS or Rafale with DDM-NG, Su-57 with whatever equivalent it as, and they have a 360° close-range IR imaging sensor that feeds the targeting system automatically, so they can fire a missile and cue it to the target behind them if needed. And of course there are data sharing systems between planes.
This is how a modern fighter jet's targeting computer sees its surroundings:
Note how sharp the image is and how it doesn't give a crap about the Sun. Oh, and these systems are explicitely advertised as being accurate enough to target DIRCM.
According to my copy of Norman Polmar's World Combat Aircraft Directory the IImaviomat bought 12 Gnats.
The entry on the IImaviomat says that it had 12 J35XS Draken equipping one squadron and 38 MiG-21F equipping 2 squadrons. There were also 4 MiG-21UTI trainers.
The entry on the SAAB Draken says that Finland bought 12 SAAB-35XS and that they were assembled in Finland.
ITTL could Finland have ordered 54 Fairey Delta 2s for assembly by Valmet? That is 50 single-seat and 4 two-seat aircraft.
Edit 1 SAAB Draken in Finnish Service
According to the Air Vectors website the 12 Finnish SAAB-35XS aircraft were ordered in 1970 and delivered 1974-75.
However, before that it had leased 7 J35BS, which it bought in 1975. In 1975 it also bought 6 second-hand J-35FS and 3 second-hand Sk-35CS.
In 1984 another 20 second-hand Drakens were purchased. This time 18 J-35 and 2 Sk 35CS.
The 1984 purchase brought the total number of Drakens purchased to 48 (12 new and 36 second hand). That is:
12 J 35XS built from kits.
7 J 35BS (6 + 1) Leased from Sweden, then bought.
24 J 35FS (6 + 18) Refurbished from Swedish stocks.
5 Sk 35CS (3 + 2) Refurbished from Swedish stocks.
Edit 2 MiG-21 in Finnish Service7 J 35BS (6 + 1) Leased from Sweden, then bought.
24 J 35FS (6 + 18) Refurbished from Swedish stocks.
5 Sk 35CS (3 + 2) Refurbished from Swedish stocks.
According to the Aviati website Finland purchased 54 MiG-21s and operated 56 as follows:
22 MiG-21F-13. That is 21 delivered in 1963 and an attrition aircraft delivered in 1965.
2 MiG-21U trainers delivered in 1965
26 MiG-21bis delivered from 1978. They were ordered in 3 batches (20 in 1977, 3 in 1984 and 3 in 1985)
6 MiG-21UM trainers delivered 1976-82. 4 were ordered, but 2 of them proved to be defective. They were returned and replaced by 2 aircraft with identical serial numbers.
Edit 3 Folland Gnat in Finnish Service2 MiG-21U trainers delivered in 1965
26 MiG-21bis delivered from 1978. They were ordered in 3 batches (20 in 1977, 3 in 1984 and 3 in 1985)
6 MiG-21UM trainers delivered 1976-82. 4 were ordered, but 2 of them proved to be defective. They were returned and replaced by 2 aircraft with identical serial numbers.
According to the Thunder and Lightnings website the Finns purchased 13 Gnats from Folland which were delivered 1958-60 and there were plans to build 20 Gnats under licence. However, the plan to build 20 Gnats in Finland was abandoned after the second British-built aircraft crashed.
I suspect that the initial order for 21 MiG-21s replaced the plan to build 20 Ganats in Finland.
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ITTL the Finns might buy 102 Fairey Delta 2s as follows:
24 Fairey Delta 2s with Avon engines in place of the 24 MiG-21s that were delivered 1963-65.
28 Fairey Delta 2NG with Spey engines in 1970-75. That is in place of the 7 J 35BS, 6 J 35FS, 12 SAAB-35XS and 3 Sk 35CS
24 Fairey Delta 2NG with Spey engines in 1977. That is in place of the first 20 MiG-21bis and 4 MiG-21UM
26 Fairey Delta 2NG with Spey engines in 1984-85. That is in place of the 18 J 35FS and 2 Sk 35CS bought in 1984. Plus 6 instead of the Mig-21s ordered 1984-85.
28 Fairey Delta 2NG with Spey engines in 1970-75. That is in place of the 7 J 35BS, 6 J 35FS, 12 SAAB-35XS and 3 Sk 35CS
24 Fairey Delta 2NG with Spey engines in 1977. That is in place of the first 20 MiG-21bis and 4 MiG-21UM
26 Fairey Delta 2NG with Spey engines in 1984-85. That is in place of the 18 J 35FS and 2 Sk 35CS bought in 1984. Plus 6 instead of the Mig-21s ordered 1984-85.
Zen9
Banned
So there are problems with the Fairey Delta II as flown and really one should consider the military developments that centered around the use of a Gyron. Making it more of a British Delta Dart.
The key problem is rate of climb with the Avon.
Lightning and Gyron powered machines had far higher rates of climb. Critical for Interceptions.
This is were a future could be developed. Funding the bigger machine which has the spare space and weight capacity for the military equipment needed.
This would have notable effects on radar and missile efforts.
But....it won't solve MRI or LRI mission requirements
The key problem is rate of climb with the Avon.
Lightning and Gyron powered machines had far higher rates of climb. Critical for Interceptions.
This is were a future could be developed. Funding the bigger machine which has the spare space and weight capacity for the military equipment needed.
This would have notable effects on radar and missile efforts.
But....it won't solve MRI or LRI mission requirements
I think that it would have been politically unlikely for Finland to buy practically all of its fighters from a NATO nation, and from only one nation at that. The idea would not have, well, flown well with Moscow.
Even if politically possible, this kind of a deal might have also made Finnish defence purchases generally more expensive than IOTL. As it was, Soviet hardware could be bought with the proceeds of the Finno-Soviet bilateral trade. If Finland is not buying aircraft from the USSR, it needs to get something else from the Soviets instead for that same clearing credit (even while the USSR does not produce a lot of things the Finns are interested in), and at the same time the British aircraft would have to be bought with (comparatively) extra hard currency.
Historically UK was the preferred purchase partner for arms trade from 1950's to 1980's, thanks to access to Western technology but not being the USA. It was also a signatory country to the Paris Peace treaty, but, above all, the most important trade partner for Finland. Since exports to UK were larger than imports by a significant margin in trade politics of 1960's imports from UK were quite tempting. Better FINEFTA deal? The purchase of Western arms also had a value for signalling Finnish neutrality, although more for domestic consumption as Finnish arms purchases were fairly small by Cold War standards.
One must also remember that Draken was the preferred option, but could not be bought due to US missile technology restrictions, while Mirage III was seen costing too much. I would put the number of fighters to be bought initially towards around 20, like MiG-21F purchase. Soviet purchases might be larger in some other arena of defense or economical purchases to balance this out, or purchase of MiG-21's later on in 1970's instead of Drakens of OTL.
Ultimately, though, whatever fighters would be bought would be irrelevant. As for fighters themselves, during 1960's they would be used for basic training of pilots as there was no money for actual operational training. Even the MiG-21F's were mostly put into storage. The post-war Finnish Air Force was, until mid to late 1970's, more of an advanced flying school, flying circus and flag wawing institution producing pilots for Finnair than an actual operational air arm which it developed into - again - in late 1980's onwards.
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