BAe Spitfire II
In the late 1970s, British, French, German, and Italian companies initiated discussions aimed at collaboratively designing, developing, and producing Europe's next generation fighter-attack aircraft. This would result in the European Combat Aircraft (ECA) programme. However, by 1981 unresolvable differences over specification lead to cancellation of the programme. While not the end of things for the companies involved – many were heavily involved in the Panavia Tornado production and Dassault had their own programs – it did never-the-less leave a dirty taste in the mouth of those involved. Eventually Germany and Italy would both select the McDonnell Douglas F/A-18 Hornet; France would continue its own path to develop what eventually became known as the Dassault Rafale.
In the case of Great Britain though things would soon become critical. In early 1984, following a crash of a No 56 SQN F-4 Phantom FGR.2, it was discovered that the entire Phantom fleet were suffering from fatigue issues. While not demanding an immediate retirement, the clock was now definitely ticking and the remaining aircraft would have to have their operations carefully managed to avoid further incidents.
Immediate options looked at included:
- Rushing the new Panavia Tornado Air Defence Variant (ADV) into service
- Procuring or leasing new fighters from the USA – F-14s, F-15s, F-16s and F-18s were all considered
Both of these options would be implemented with the first Tornado F.2s (as the ADV would be known in service) entering service in early 1985. Likewise, a lease of 24 F-16A and 6 F-16B Block 15s was organised.
Around the same time as this was occurring the first reports of the Soviet Unions new fighter, the MiG-29, were surfacing. On the 2nd July 1986 the type was first publicly seen in the West when the Soviet Union displayed the aircraft in Finland. From what was seen it became obvious that the type was superbly tailored towards dogfighting. It was also rumoured (later confirmed by intelligence reports) that the new MiG’s pilots had the benefit of a helmet mounted sight, further enhancing its capabilities. What was worse was that those same intelligence services were also reporting the Soviets had also introduced into service a far bigger, potentially more capable fighter – later to become known as the Su-27 – that also had long range and potentially able to escort Soviet bombers and reconnaissance aircraft.
This presented major concerns for the RAF. Not long after entering service, it soon became apparent that the Tornado, while a good interceptor, would not be up to tangling with these new Soviet types. A further order of F-16s was considered as was a re-look at the F-15.
At the same time as this was happening, the British Prime Minister, Margaret Thatcher, was invited to view the first flight of the British Aerospace (BAe) EAP (Experimental Aircraft Programme) demonstrator aircraft. This was a private venture technology demonstrator aircraft developed by BAe. Originally started while the ECA programme was still alive, the company had decided to keep the development alive after that programme was cancelled in order to help maintain its design and production staff capabilities. Upon seeing the new jet she immediately asked the BAe management what it would take to turn this into a new fighter for the RAF.
Over the next 3 months, the BAe team pulled together a proposal in rapid time. This would take the basic EAP design and production use it. Emphasis was on using as much off the shelf equipment as possible. For instance, the engines were the same Turbo-Union RB199 Mk104s as in the Tornado F.2. The radar was the new Ferranti Defence Systems Blue Vixen being fitted to a new upgraded BAe Sea Harrier. Cannon was the same 27 mm Mauser BK-27 revolver cannon as used on the Tornado. The resulting design promised a quick, air combat focussed solution to the RAF’s concerns. Moreover, BAe committed to having the first variants flying in 1987 with potential production deliveries commencing in 1988. This was exactly the type of solution Thatcher was looking for. Moreover, as a home-grown “British” solution, it played well to her nationalistic tendencies and could also be used as an example of bring jobs back to the country.
A contract was soon signed with BAe for 120 of the new type. This would later be expanded to 180 as the remaining EE Lightnings and even some Tornado F.2s were replaced with the type. In February 1987, the first prototype of the new design was rolled out officially rolled out at BAe's Warton facility. At this ceremony the type was officially designated the BAe Spitfire II F.1. This being a further play on the Nationalistic theme and was the result of a competition run with the public.
The new type would enter service with No. 29 Squadron (also designated as the Spitfire II Operational Conversion Unit) in mid 1988. Interestingly, there was never a two-seat trainer version for the new type developed. This was a cost cutting measure. As a result, after doing initial training on BAe Hawks and then some time in Sepecat Jaguar T2 for supersonic expereince, pilots would have their first flight in the new Spitfire II as a solo flight. After conversion to the type, pilots would go to one of the operational squadrons, comprising:
- No. 14 Squadron
- No. 17 Squadron
- No. 19 Squadron
- No. 23 Squadron
- No. 31 Squadron
- No. 54 Squadron
- No. 56 Squadron
- No. 74 Squadron
- No. 92 Squadron
- No. 111 Squadron
In service, in addition to the built in 27mm cannon, the type also carried AIM-9 Sidewinders and Skyflash missiles. In the following years, both of these would be replaced by AIM-132 ASRAAMs and AIM-120 AMRAAMs. The type was never given a ground attack role being dedicated purely to the air superiority/air defence role alongside Tornado Interceptors.
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Top: The 'prototype' BAe Spitfire II - actually, the first production aircraft - delivered for testing while still in primer, Feb. 1987. Although RAF serial ZF692 serial had been reserved for a true Spitfire II prototype, none was ever built. Instead, that role was divided between the EAP demonstrator and the first production aircraft, RAF serial ZF693.
Minor changes would be introduced whilst Spitfire II airframes were going down BAe's Warton production line. Spitfire II ZF693 would be delivered without its fixed gun armament (although that BK-27 cannon would be retrofitted). More importantly, ZF693 lacked its inflight refuelling probe - a rather critical piece of kit for such a 'short-legged' fighter. [1]
Note: Spitfire II ZF693 is shown here with temporary BAe logo display markings and a test-instrumented, ASRAAM-like 'shape' mounted on its outer wing pylons.
Bottom: Spitfire II ZF696 assigned to No. 29 Squadron, the Spitfire II Operational Conversion Unit based at RAF Coningsby, Lincs. (No. 29 Squadron was a mixed unit responsible for training both Spitfire II pilots and Tornado aircrews.) This fighter is fully finished in all-over Camouflage Grey (BS381C/626) ... albeit with its radome in a slightly darker Flint Grey (BS4800 00-A-09).
National markings are all of low-visibility type. However, a splash of colour has been permitted in the form of a No. 29 Squadron crest on the fin. Above that is the individual aircraft code, BA. On its belly mounts, this Spitfire II carries a full complement of BAe Dynamics Skyflash medium-range missiles. On the outboard pylons, short-range AIM-9Ls are mounted.
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[1] Spitfire II ZF693 would spend the bulk of its career with the Fixed Wing Test Squadron at A&AEE Boscombe Down. As a result, it was never modified to take the tardily-approved retractable IFR probe.
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BAe had hoped the new type would also become a major export success too. In this regard they did have some success but not as much as they had hoped – the market was tough with American types such as the F-16 and F/A-18 being tough competition. Some sales were achieved with Jordan (36), Oman (28) and South Africa (26). Generally, though the types focus on the pure air defence role and the fact that many potential markets (Australia, Canada, Singapore, Saudi Arabia) had already made commitments towards other types such as the F-16 or F/A-18, somewhat limited its appeal.
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Top: A Spitfire II Mk 71 of the newly-renamed Royal Air Force of Oman in late 1991. In RAFO service, the Spitfire II replaced an aging fleet of Hawker Hunter fighters. [2] This aircraft belonged to No. 18 Squadron based RAFO Thumrait (just inland from Salalah in the 'southern province', formerly known as Dhofar).
Omani Spitfire IIs were delivered in a wrap-around sand and stone camouflage appropriate to the region. The RAFO crest is worn on the tail by way of a national marking. An individual aircraft number ('871') in black is worn on the rear fuselage. [3] Atypical is the small Omani flag placed beneath the cockpit - this being worn only while aircraft were on goodwill tours of regional allies.
Bottom: A Spitfire II Mk 73 of the post-Apartheid South African Air Force. [4] This aircraft belonged to 3 Squadron SAAF based at AFB Waterkloof (on the outskirts of Pretoria). The Spitfire II Mk 73s replaced 3 Squadron's retiring Mirage F1CZs in September 1992.
Initially, SAAF Spitfire IIs were to be camouflaged in a veldt scheme of tan and dull green. However, as a dedicated fighter type, it was decided that a 2-tone grey (lugsuperioriteitsgrys) scheme was more appropriate. The low-visibility national markings were of the SAAF 'Castle and Eagle' type (worn until 2003).
This SAAF Spitfire II is equipped with practice V3S Snake short-range IR missiles on its outboard pylons [5] and an EW pod on its portside wing pylons. This would be a typical fit employed by 3 Squadron Mk 73s whilst operating in the DACT role against opposing Atlas Cheetah Cs from 2 Squadron, SAAF.
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[2] These included Hunter FGA.9s and ex-Jordanian FGA.73 variants. The former Hunter roles were divided between the Spitfire II Mk 71s as pure fighters while BAe Hawk Mk 203s took on the ground attack role. For British export records, Omani Spitfire IIs were temporarily assigned RAF serials ZG191-to-ZG199 and ZG201-to-ZG219.
[3] The RAFO re-used its individual aircraft numbers. Omani Spitfire IIs were assigned serials in the 800 range. (Serial '851' previously belonged to a Hunter FGA.73B which had crashed near Thumrait in March 1986.)
[4] SAAF were assigned airframe numbers in sequence. But, for British export records, South African Mk 73s were temporarily assigned RAF serials ZG352-to-ZG363 and ZG369-to-ZG383.
[5] V3S Snake were SAAF terms for imported Rafael Python 3s (which had entered South African service in 1988). In the early '90s, the SAAF retained sufficient stocks of these Israeli AAMs to make it worhwhile to integrate the type on the Mk 73. Medium-range missiles remained the Spitfire II's standard Skyflash type.
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The biggest sale would come from India. In the 1980s, the Indian Air Force (IAF) had been operating ageing fighter aircraft such as the MiG-21. These aircraft were approaching the end of their service lives by the early-1990s. As a result, in 1983, the Indian Government had established the Light Combat Aircraft (LCA) programme to deal with the issue. This started in earnest in 1986 but quickly run into problems – basically the design of a completely new combat aircraft including the airframe, engine and all avionics was just a step too far. The program was kept alive but at a lower priority and more of a technology demonstrator to help build Indian capabilities. Meanwhile the IAF’s problem of aging aircraft continued. A number of foreign companies/countries offered to sell new types to the IAF including the F-16, F/A-18, MiG-29, Mirage 2000 and of course, the BAe Spitfire II. In the end, India went for a multi-type solution with Mirage 2000s, MiG-29s and Spitfire IIs. A total of 220 would be ordered with the majority – 180 – of these produced under licence in India by Tata Advanced Systems Limited (TASL).
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Top: 'Amogh Lakshya' - a Spitfire II IN.2 of No. 2 Squadron (Winged Arrows) of the Indian Air Force based at Kalaikunda Air Force Station in the state of West Bengal. Winner of the IAF's Light Combat Aircraft competition, the Spitfire II - known locally as the Chanda ('hot-tempered one') - began replacing No. 2's HAL Ajeets when those light fighters were phased out in March of 1991. [6]
This aircraft was one of 40 Chandas assembled by BAe prior to Indian production beginning by Tata Advanced Systems Limited. All IAF Chandas were delivered in a 2-tone air superiority grey camouflage scheme. [7] Chandra SC 024 was flown by Wg Cdr R Rajaram, then CO of No. 2 Squadron. The Wing Commander's pennant is displayed beneath the cockpit as is the full No. 2 Squadron crest.
Note that this aircraft carries Improved Skyflash missiles on the belly mounts but, on the outer wing pylons, there are Vympel R-60MK Aphid short-range IR missiles for self-defence. The Chanda was upgraded to be 'missile agnostic' on these pylons - accomodating IAF's stocks of Vympel R-60s and R-73s as well as Matra R-550 Magic IIs.
Bottom: A 'tranche 4' Spitfire II F1B of No. 31 Squadron based at RAF Brüggen in Germany in 1995. At that time, No. 31 Squadron was a mixed unit operating their BAe ALARM-armed Tornados in the SEAD. No.31's B Flight Spitfire IIs were expected to fly top cover for the SEAD Tornados ... or even act as decoys to light up the Tornados' radar targets.
This aircraft is returnin from air exercises in Labrador and is enroute home to RAF Brüggen, via RAF Leuchars in Fife. Spitfire II F1B ZG883 is armed with AIM-120 AMRAAMs on its belly ejector mounts but her outer racks are empty. [8] Normally, ASRAAM short-range missiles would be carried outboard but these have been omitted to make up for the heavy, 1,800 litre 'Zeppelin' ferry tanks mounted on the inboard pylons.
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[6] That said, the main purpose of the LCA contest was to select a replacement for the more numerous (and wide-spread) IAF MiG-21 fleet.
[7] The camouflage pattern was identical to that applied to SAAF Spitfire IIs but the paints' hue was of a more yellow-red tone to better-suite the atmospheric conditions of the sub-continent.
[8] In place of ASRAAMs, this Spitfire II may have carried ACMI pods - RAIDS (Rangeless Airborne Instrumentation Debriefing System) - while deployed to CFB Goose Bay on a DACT exercise.