Commonwealth Lightning Storm In 1958, the Royal Australian Air Force (RAAF) was looking for a new fighter to replace the recently introduced Commonwealth Aircraft Corporation (CAC) CA-27 Avon Sabres. This endeavour was done under the guise of RAAF Air Staff Requirement AIR34. This called for an aircraft able to undertake interception and ground attack. More specifically, it called for a supersonic top speed; a radius of action of at least 500nm with 750nm preferred; a rate of climb of at least 10,000ft/min; a service ceiling of at least 70,000ft;an ability to operate from a 6,000ft runway; and an ability to carry both missiles and bombs.
Contenders for this requirement included the following:
• Convair F-102 and F-106,
• North American Aviation (NAA) F-107,
• Republic F-105,
• Lockheed F-104,
• Northrop N-156,
• Saab 35 Draken,
• Dassault Mirage III, and
• English Electric Lightning.
The requirement was a very challenging one but the prize, that of having a highly respected RAAF selection, was one viewed by most contenders as worth the effort. At first the leading contender was thought to be the F-107 given the long standing partnership between North American and CAC. This was not an unreasonable expectation either given the F-107 was a very impressive aircraft and the NAA/CAC offering also included an option to produce the company’s A-5 Vigilante as a replacement for the RAAF EE Canberra strike aircraft and thus well and truly propel the RAAF into the supersonic age. However, while impressive in performance and on paper, the NAA/CAC team had not contended in the Australian Government’s budget restrictions – a wholesale replacement of both fighters and bombers was not viewed favourably. In addition, the fact that the F-107 had lost to the F-105 in the USAF’s Tactical Fighter competition counted strongly against it. Rather, the RAAF’s preference was quickly more focussed toward either the F-104, the Saab Draken or the Mirage III. All offered roughly similar performance and were highly regarded contenders. There was however a dark horse in the race…
At first the English Electric Lightning was not seen as a strong contender. While it’s reported performance was highly regarded, especially as a pure interceptor, it was felt that it’s broader capabilities were lacking. Moreover, it’s range was seen to be a limiting factor. However, the team at English Electric were not planning on offering the standard Lightnings as then about to enter service with the Royal Air force (RAF). Rather, recognising the much higher capabilities demanded by the Australians, they had developed a variant called the PL1 (later changed to P.34). This added a large conformal fuel tank, also able to be fitted with various equipment packs, fitted to the belly; provision for provision for an air-to-air refuelling probe; a new wing design offering better efficiency and subsonic performance; an ability to carry additional wing mounted weapons/drop tanks; and a new Ferranti AIRPASS 2C fire control and bombing system (based upon those planned for the new Blackburn Buccaneer and TSR.2 then in development). At first this new Lightning variant was to be based upon a two seat version but this was soon dropped given feedback that the RAAF was interested only in single seat fighters.
On December 15, 1959, to the surprise of many, the “dark horse” became a “black beauty”, with the Australian Minister of Defence, Athol Townley, announcing the first order for 30 EE Lightning Mk.20s (as the production version was known) soon followed by additional orders for 30, then 40 single-seaters and 12 two-seaters (Mk.21s). These were to be equipped for the following roles initially:
• Standard fighter/interceptor using a combination of internal 30mm ADEN cannon in the nose, Red Tops or AIM-9s (the latter were used i as they were already in RAAF service);
• Ground attack/anti-shipping platform able to carry both dumb bombs, unguided rockets or guided missiles such as the AGM-12 Bullpup; and
• Reconnaissance using a removable belly pack with camera.
On April 9, 1962, Group Captain Susans took delivery of the first aircraft at Warton Aerodrome. This aircraft was then dismantled and transported aboard a Lockheed C-130 Hercules cargo plane on November 1, 1962. On arrival it was reassembled and flown on January 11, 1963. It was taken on strength by the RAAF on January 19, 1963. As part of the selection, an agreement was signed with English Electric whereby manufacture of the majority of the ordered aircraft would take place in Australia, with English Electric supplying the components for the airframe and Rolls-Royce the engines. The latter, as well as the canopy and rudder were to be assembled by the CAC, while the Government Aircraft Factories (GAF) in Melbourne were to take care of the fuselage and final assembly. It was agreed that the first two aeroplanes would be built in the UK, that six others would be sent dismantled (fuselage, wings, engine) and that two others, finally, would arrive in Australia as unassembled parts.
In RAAF service the Lightnings would equip No.s 3, 75, 76, 77 and 79 squadrons as well as with the Aircraft Research and Development Unit (ARDU).
Top: The first, English Electric-assembled, Lightning Mk.20 for the RAAF. Test flights were performed from the English Electric field at Warton, Lancs. After signing off on these trials, G/C Ron T. Susans, RAAF, left Warton on 09 April 1962 for the roughly 10,000 mile delivery flight to RAAF Darwin.
For the flight to Australia, Lightning Mk.20 A3-1 was fitted with experimental ferry tanks on loan from EE. Attaching to the rear pylons, these tanks could be vented in an emergency (but not jettisoned). Buffeting the horizontal tails, as they did, these ferry tanks made for an uncomfortable flight home.
Bottom: GAF Lightning Mk.20 of No. 3 Squadron, RAAF Butterworth, flown by Wg Cdr Peter J. Scully, late 1969. This Mk.20 is armed with two Hawker Siddeley Dynamics Red Top missiles.
In 1973, Australian Defence Minister Lance Barnard announced that the Lightnings would undergo a mid-life upgrade. This was performed by GAF and would include replacement of the ejection seats with new zero-zero capable Martin-Baker Mk.10 units, upgrades to avionics including radar, the latter now being capable of guiding AIM-7 Sparrow missiles. Also included was the partial replacement of the Red Top missiles with new AIM-9L missiles and the ability to drop laser guided bombs. Once upgraded, the Lightnings were referred to as Mk.120/Mk.121.
Top: Upgraded GAF Lightning Mk.120 of No. 76 Squadron, RAAF Williamtown, flown by Pilot Officer Deborah Jeppesen during the Summer of 1989/1990. This aircraft is finished in its MLU two-tone grey scheme with lo-viz markings (including the 76 Squadron motif on the upper fin. Armament consists of two AIM-9L Sidewinders on the wing pylons and a pair of AIM-7 Sparrows on the rear fuselage weapon stations.
Bottom: Lightning Mk.121 2-seater at the Aircraft Research and Development Unit (ARDU) for weapons trials in 1988. Resplendent in the ARDU's famous 'Fanta Can' scheme accompanied by full-colour markings - including the ARDU crest and stripes on the vertical tail - this Mk.121 is carrying dummy AIM-7 'shapes' on its rear pylons for jettison trials.
These 'shapes' were used to simulate rocket booster failure upon separation from the launch rail. Controlled and monitored by an AWS Tech in the second seat, these trials were also recorded by multi-lensed cameras slung from the wing racks. Of concern were potential tail strikes but trials proved that jettisoned Sparrows would, invariably, pass safely beneath the horizontal tailplane. These jettison trials out of Amberley were carried out east of Moreton Island.Concurrent with the RAAF AIR34 program, the Royal Canadian Air Force (RCAF) was also on the search for a new fighter to replace the Canadair F-86 Sabre series. Many of the types under consideration mirrored those being considered by Australia. Initially the RCAF showed a distinct preference for the F-105 Thunderchief equipped with an Avro Canada Orenda Iroquois engine (thus giving with the then in development CF-105), however this changed following the announcement of the Australian decision. With the cancellation of the CF-105 in 1959 but with a requirement for a new all-weather interceptor to replace the RCAF’s Avro CF-100 Canuck fighters still also required, a decision was made to combine both requirements. This would see an eventual 330 EE Lightnings being acquired. There were two main versions produced under licence by Avro Canada (who were mandated by the Canadian government to be involved help offset the pain felt by the cancelation of the CF-105 program) in partnership with Canadair Ltd.:
• The “Tactical” CF-131A of a roughly similar configuration to the Australian jets produced under licence by Canadair as CF-131s (also designated EE Lightning Mk 31/32s by English Electric). They would replace the RCAF’s Sabres and serve in both day fighter and ground attack/reconnaissance roles. Some were even equipped for the strike role carrying NATO nuclear bombs. 200 such aircraft would serve with the RCAF/Canadian armed Forces; and
• The “Interceptor” CF-131B – this was a development of the two seat side-by-side conversion trainer but was optimised for the all-weather interception role as Canada’s contribution to NORAD. This used the same radar as the tactical versions but had an improved navigation system, a data link to the US’s Semi-Automatic Ground Environment (SAGE) system as well as an ability to carry a single AIR-2 Genie rocket. The latter was rarely used though and instead CF-131Bs’ standard weapons fit was four missiles (two AIM-7 Sparrows and two AIM-4 Falcons, with the latter replaced by either two or sometimes four AIM-9 Sidewinders). All up, 130 such versions would serve with the RCAF/Canadian armed Forces.
A pure trainer CF-131D version was also used. 38 of these were eventually acquired.
In RCAF/Canadian armed Forces service, the Lightnings would operate with some 14 squadrons including:
• Tactical: No’s 421, 422, 427, 430, 434, 439, 441 and 444
• Interceptor: No’s 409, 410, 414, 416 and 425
• Trainer: No. 417
Top: CF-131B Lightning of No. 409 (All-Weather Fighter) Squadron, RCAF Comox, BC, January 1965. Like all RCAF Lightning interceptors, this aircraft wears a Canadian variation on the USAF ADC Gray (FS16473) scheme. This finish cloaked the Lightnings especially well out over the North Pacific in inclement weather.
Note the '480/G' aircraft numbering - indicating that this CF-131B must be guarded on the ground when mounting nuclear ordnance (or, as here, carrying related training aids). RCAF CF-131s were assembled at Cartierville by Canadair and powered by twin Orenda J54-OEL-35 Avons.
Bottom: CF-131A Lightning of No. 421 (Strike) Squadron, based at Baden-Soellingen, FRG, 1973. The original bare metal finish has been completely covered in CAF Dark Green 503-301 (and reduced-scale markings). Applied under contract by Scottish Aviation at Prestwick, this new scheme quickly took on a rather scruffy appearance.
The new, low-level camouflage scheme coincided with 1 Air Division's shift from a nuclear to conventional strike role. Note that, at this point, CF-131As in the NATO strike role wore no unit markings. This aircraft was lost clipping tree tops during practice weapons delivery on 17 August 1973.Turning back south, as part of the Australian program GAF/CAC had permission to also produce any aircraft required in their immediate region. While production for the RAAF obviously took priority, the business development teams of both companies, in partnership with those from English Electric certainly weren’t idle. Over the years sales were made to the following regional operators:
•
New Zealand: In the early 1960s, the government of New Zealand went shopping for a replacement for its ageing Canberras. New Zealand had initially shown interest in the McDonnell F-4C Phantom, but the cost proved to be excessive. Sensing an opportunity, the EE/GAF/CAC made an offer to the RNZAF to acquire a batch of Lightnings from the Australian production line. On July 3, 1967, New Zealand ordered 10 single seat and four two-seat Lightnings. They were to be designated Mk.22/23s though were to all intents identical to the Australian versions. Later in 1986, the RNZAF would expand their fleet with the acquisition of another 14 (10 single seat and 4 twin seat versions) from Australia. These and the existing ones would undergo a major upgrade over the remainder of the decade under Project Kahu. This upgrade was done in conjunction with the Republic of Singapore Air Force and included replacing the RR Avons with F404-GE-40s engines (giving both higher thrust and far greater fuel efficiency), replacing the radar with the AN/APG-67 radar, upgrading the cockpit and numerous other avionics modifications. It also allowed for the carriage of AGM-65 Maverick missiles and other precision guided weapons. RNZAF Lightnings would serve with Nos 2, 14, and 75 squadrons.
Top: Lightning Mk.22 NZ6209 of 75 Squadron based at RNZAF Base Ohakea in March 1978. Wearing the Kiwi version of the 3-coloured SEA scheme, this aircraft is armed with AGM-12 Bullpup missiles. The 75 Squadron badge is worn on the upper tail fin.
Bottom: Upgraded Lightning Kahu of 14 Squadron based at RNZAF Base Onerahi (Whangarei) in early 1990. Painted in the new overall olive green scheme, NZ6503 is shown as equipped for an anti-shipping training exercise.
This Lightning Kahu is armed with twin AGM-65 Maverick missiles on rear pylon adaptors. The wing pylons have ACMI pods fitted (to test the pilot's ability to evade intercepting RAAF F-15s). NZ6503 crashed off Whangarei in June 1996 due to a fuel feed failure on take-off.•
Singapore: In January 1968, the United Kingdom, announced the imminent withdrawal of all its troops "East of Suez" by the end of 1971. Up until this point, Singapore had depended heavily on the RAF and RAAF for its air defence. While the RAAF would continue to operate in the area, the absence of the RAF would be felt and triggered the establishment of the Republic of Singapore Air Force (RSAF). The initial complement was 8 Cessna 172K aircraft for basic pilot training. After initial basic training a number of pilots were sent to the UK to receive further training. On their return to Singapore in 1970, they were ready to operate the then newly acquired EE Lightning fighter aircraft – these being similar to the RAAF’s own. These would serve with No. 142 Gryphon Squadron and No. 143 Phoenix Sqn, which were based at Tengah Air Base and Changi Air Base, respectively. In 1982 additional Lightnings were acquired forming No. 145 Hornet Squadron which was also based at Tengah Air Base. In 1986 all aircraft were upgraded parallel to the RNZAF versions. They would continue to serve until 2005.
Top: English Electric Lightning Mk.24 of No. 143 'Phoenix' Squadron, based at RSAF Changi air base in the Summer of 1976. Painted in airshow colours, Lightning 968 has a squadron motif covering its entire vertical tail. Under its nose is a 'shark mouth' indicating No. 142's 'A' flight. A pair of white and red smoke generators are attached to the fuselage racks.
The RSAF's new 'yin-yang' roundels have been applied but, otherwise, 968 wears the original 2-tone upper camouflage scheme. This aircraft was lost in the Singapore Strait on 02 Dec 1978 but its pilot, 2LT Tan Shin-Wei, ejected safely.
Bottom: EE 'Lightning Plus' (Lightning Mk.124) of No. 145 'Hornet' Squadron, based at RSAF Tengah in late 1990. Singapore's 'Lightning Plus' MLU programme was based on GAF/ASTA's upgrade package and ran in parallel to New Zealand's Lightning Kahu rebuilds.
This aircraft wears an 'air superiority grey' scheme with a lo-viz version of the RSAF's new 'Lion's Head' roundel. Lightning 989 has a LAU-7A rail on its underwing pylon and a LAU-127 rail on its fuselage station but no missiles are mounted.•
Malaysia: The withdrawal of RAF forces from SE Asia also had implications for neighbouring Malaysia. The Royal Malaysian Air Force (RMAF) had originally gained an air defence capability in 1969 when the Australian Government donated 10 ex-RAAF CAC Sabre fighters. These were based at the Butterworth Air Base. In 1975, the RMAF replaced these with 14 EE Lightning Mk 27s and two Mk. 28s (similar to the RAAF versions). In the late 1980s, as part of a trade deal with the USSR under Mikhail Gorbachev, the Malaysian Lightnings would undergo a upgrade program. This included the replacement of the radars and other avionics with those derived from the MiG-23MLD Flogger-K. This program would result in an ability to fire Soviet missiles which were also supplied. The upgraded aircraft were designated Super Kilat P.126. The Lightnings would continue to form the core of the RMAF’s air defence capability until replaced in 1997.
Top: A brand-new GAF Kilat P.26 (Lightning Mk.26) of Malaysia's 19 Skuadron, based at TUDM Butterworth. This 2 Division fighter was assigned to Kapten, TUDM Dewan Kerajaan Raweng. Kapt. Dewan had recently returned from the Australian Lightning conversion course at RAAF Base Williamtown.
The 3-colour camouflage scheme proved a disappointment - the dark green fading quickly and becoming highly patchy. Beneath the TUDM unit/aircraft identifiers is the 19 Skuadron motif - a somewhat realistic depiction of a Golden Arowana (an air-gulping predatory fish of Malaysia).
Bottom: The Super Kilat P.126 was the result of a late-'80s avionics and armaments upgrade programme. The Super Kilat featured new Soviet radar and avionics derived from those of the MiG-23. The new radar was the Sapfir-23MaL (Malayziya-Lyogkiy) a Phazotron set reorganised to suit the Lightning airframe. [1] This radar allowed the integration of the latest Soviet missiles. [2]
This Super Kilat of 15 Skuadron - based at TUDM Kuching on Borneo - did not survive long in its upgraded form. On 04 Jan 1990, this aircraft was write-off during an aborted take-off by Leftenan, TUDM Rayyan-Muhd. Al-Yahya. When a collision with contractor vehicles still working on Kuching's runway extension became inevitable, the pilot ejected. A TUDM motor launch safely recovered Lt. Rayyan from the Sarawak River.
_________________________
[1] The Sapfir-23MaL had a maximum detection range of 60 km and look-down/shoot-down capabilities (out to 20 km). The prototype also incorporated the MiG-23's TP-23M IRST mounted between the Aden gun barrels. However, perhaps predictably, the IRST suffered badly from muzzle flash. This IRST modification was abandoned on 'production' P.126 conversions.
The Soviet sensor/electronics upgrade package was not a huge advance over the base P.26. And, in the end, Moscow's hoped for MiG-23 sale to Malaysia never happened. However, after the fall of the Soviet Union, the Russian's did close a MiG-29s purchase deal with Kuala Lumpur.
[2] These included Molniya/Vympel R-60M Aphid IR 'dogfighting' missiles. Normally, Aphids were carried on new wing racks but a twin-rail adapter was also made for the rear racks - so, up six R-60Ms could be carried at a time. More usually, the rear racks were reserved for the larger and much longer-ranging Vympel R-27ER1 Alamo missiles (which eclipsed the SARH R-24R Apex during the P.126 planning phase).•
India: In 1962 the war with China and growing hostility from Pakistan had forced India to focus efforts on rapidly scaling up the country’s military capability despite its cash-strapped economy. Modern fighters were one area of particular focus. The Soviet Union viewed India as a particularly attractive target in light of its leadership in the recently formed Non-Aligned Movement (NAM), and was willing to sell its new MiG-21 fighter aircraft on extremely favourable terms and even agreed for licensed production. However, a concerted effort by British Prime Minister Harold Macmillan and English Electric to keep India close to the Commonwealth saw equally favourable terms offered for the EE Lightning. This included similar licenced production; early transfer of some existing RAF jets and very favourable financial loans. Few could then have foreseen that over the next 25 years, a total of 874 Lightnings would be inducted into the Indian Air Force (IAF). Of these, the Indians would produce 657 aircraft locally. In fact, the Lightning was instrumental to the establishment of Hindustan Aeronautics Limited (HAL) in 1964.
In 1964, the Lightning became the first supersonic fighter jet to enter service with the IAF. They would serve in some 20 squadrons over the years and very much become the backbone of the IAF. The local designation for the Lightning was the HAL Gaaj (Hindi for Lightning).
HAL would also produce a number of Indian specific subvariants and this would be a source of confusion for observers for many years. This was due to the IAF acquiring a combination of British produced and local produced aircraft with the British versions being designated as EE Lightning Mk.52s while local production versions were designated Mk.41s, despite being initially identical on configuration. Moreover, the Mk.41s actually entered service after many of the Mk.52s. The Indians would ultimately produce and operate the most advanced version of the Lightning, known as the BAE Systems/HAL Lightning Mk.45. Also locally known as the HAL Tūfāna, this was developed in the mid 1990s as a modernized version/upgrade program. The modernisation includes an overhaul of the airframe, with a 10-year service life extension. A new single-piece windscreen, a new head-up display together with a multifunction display. The controls were redesigned to a HOTAS arrangement and the radar, was upgraded to the Blue Vixen. The Tūfāna upgrade also includes compatibility with new air-to-air weaponry, like the AIM-120 AMRAAM. Externally, the most obvious change were extended tailpipes to help counter heat-seeking surface-to-air missiles.
125 aircraft were upgraded and these are expected to serve through to 2025.
Top: HAL Gaaj (Lightning Bolt) Mk.41 of No. 47 (Black Archers) Squadron wearing the IAF's 'Arid' scheme. Based at Jamnagar AFS in Gujarat, No. 47's 'Black Archer' symbol is worn high on the tail fin. This aircraft is show with post-1971-war wing pylons for Soviet R-13 Atoll 'dogfight' missiles. Red Top IR missiles are still carried on the rear pylons.
Flying this 'Vhel' ('Whale') during the 1971 war, Flt Lt Bharat B. Soni succeeded in shooting down a Pak AF F-104A over the Gulf of Kutch. Flt Lt Soni ripple fired both Red Top missiles at the lead F-104A. One missile was distracted by IR flares, the second Red Top exploded within the Starfighter's tail pipe. Soni then fired a burst of 30 mm Aden rounds at the fleeing Pak AF wingman but without obvious effect.
Bottom: HAL Tūfāna (BAE Systems Lightning Mk.45) of No. 30 Squadron, IAF based at Lohegaon AFS, Maharashtra. Note the taller tailfin, new afterburner nozzles, and 'frameless' windscreen which distinguished the HAL Tufana from the earlier Gaaj models.
Like the RAAF's upgraded Mk.121, the Tufana upgrade involved the Ferranti Blue Fox radar (in common with Indian Navy Sea Harriers). These sets would later be replaced by the superior HAL/Bharat Electronics Lomri - a small-antenna derivative of the Blue Vixen. Lomri allowed the integration of first BAe Skyflashand, later on, the US AIM-120.
Operational Tufanas were finished in grey, but this 'Rhinos' aircraft had a 'retro' scheme applied in late 1997 to celebrate the 30th anniversary of No. 30 Squadron. Tūfāna C568 had its wing pylons and rear missile rails removed for the airshow season. Afterwards, the pylons were reinstated and the '30/30' decals removed but C568 retained its 'retro' camouflage until she went in for depot-level work in August 1999.In 1967, the Australian Government was considering options to increase its commitment to the war in Vietnam. One of the options was to make a RAAF commitment. At first a squadron of EE Canberra bombers was considered but this was soon countered due to the belief that the Canberra was becoming obsolete. Instead a mixed unit comprising 10 Lightning Fighter/bombers and 2 Reconnaissance versions was decided upon. The unit deployed was No. 75 Squadron and it would operate primarily from Phan Rang Air Base in Ninh Thuan province, as part of the United States Air Force 35th Tactical Fighter Wing (35 TFW). Between April 1967 and June 1971, the Lightnings flew approximately 12,000 sorties. While no aerial kills were achieved, the performance offered by the Lightnings was welcomed by the USAF and Republic of Vietnam Air Force (RVNAF). Missions conducted over the years included interception, escort duties, ground attack and reconnaissance. Perhaps the most appreciated was the quick reaction interceptor as the Lightnings were able to get into the air within 2min of a warning being given and had outstanding acceleration. Although no kills were achieved, just the presence of the Lightnings was appreciated.
As the largest operator of the Lightning the IAF also saw the most combat with the type. Due to limited numbers and lack of pilot training, the IAF Lightnings played a limited role in the Indo-Pakistani War of 1965. The same would not be the case a few years later. The capabilities of the Lightning were put to the test during the Bangladesh Liberation War. During the war, the Lightnings played a crucial role in giving the IAF air superiority over vital points and areas in the western theatre of the conflict. This war also witnessed the first supersonic air combat in the subcontinent when an Indian Lightning claimed a Pakistani Air Force (PAF) F-104A Starfighter with its 30 mm cannon. By the time the hostilities came to an end, the IAF Lightnings had claimed four PAF F-104As, two PAF Shenyang F-6s, one PAF North American F-86 Sabre and one PAF Lockheed C-130 Hercules. Two more F-104s were critically damaged by Lightnings. Over the next decades, numerous other clashes/encounters were conducted by IAF Lightnings with multiple kills added to its record.
Top: GAF Lightning Mk.21 of No. 75 Squadron, RAAF, based at Phan Rang AB in Ninh Thuan, RVN, in March 1969. This Lightning wears the RAAF variation on SEA camouflage. In place of its No. 75 markings, this aircraft 'borrows' the VM tail code of its lodging unit, the USAF's 35 TFW.
Bottom: English Electric Gaaj Mk.52 of No. 222 Squadron ('Killers'), IAF based at Halwara AFS, Punjab. This aircraft wears an ad hoc 'Tiger Stripe' camouflage scheme applied over the bare-metal finish it was delivered in.
Gaaj Mk.52 C504 was badly damaged during the 05 Dec 1971 dawn attack on the PakAF airfield at Risalewala in Faisalabad. Hit by ground fire, pilot F/O Gursimran Singh was able to recover to Halwara on a single engine. C504 was later rebuilt as a hybrid airframe combining elements of HAL-built Mk.41 components with the original airframe. The result would not be re-delivered to the IAF until January 1974.The Lightning proved to be an outstanding platform for both the RAF and the core of the Commonwealth. Eventually though it’s time to retire would come. Starting in 1986, both the RAAF and RCAF would begin to replace their aircraft.
For the RAAF, the replacement would be in the form of the McDonnell Douglas F-15C/D Eagle with a total of 75 (57 C and 18 D models) being acquired/licenced produced commencing in 1986.
Canada took a different approach. As early as 1968 the country had joined what would become known as the Multi Role Combat Aircraft (MRCA) program. Eventually this would result in the Panavia Tornado being produced. The RCAF replaced both its dedicated interceptors and more multirole Lightning versions with ADV and IDS variants of the Tornado.
As already touched upon, both the New Zealand and Singaporean Lightnings underwent significant upgrades in the 1980s. These would result in their continuing in service for some time to come. Both would eventually see replacements though. In the case of New Zealand this would be by the F-16K whilst for Singapore, it would be by the F/A-18C/D.
Malaysia also replaced their Lightnings around the same time with the F-16 also being selected.
Finally, India continues to soldier on to this day with their upgraded Lightnings. Most however have been replaced by Panavia Tornados, though more recently the Eurofighter Typhoon has been introduced and will replace the final Lightnings.
