A Hypothetical History
Skyhawk
in Fleet Air Arm Service Part Two

by Jennings Heilig

HyperScale is proudly supported by Squadron.com

Click return to go to Part One

The Superhawk Program

After the Falklands there was a concerted effort to address the many shortcomings of the Skyhawk in the modern combat arena.  While the Argentines may not have represented the most up to date threat, other potentially hostile nations certainly did, and the RN established a comprehensive program to modernize its Skyhawk fleet.  This program, managed by British Aerospace, was given the overall name of Superhawk, although in practice the name was (and is) rarely used. 

One major item for which pilots fervetly wished was a radar.  The American Hughes APG-65 was chosen for the Skyhawk, this unit having the advantage of being integrated into the Skyhawk by several other operators such as Singapore and New Zealand.  The APG-65 represented the most modern radar available, with the advantage that it would fit easily into the limited space available in the nose of the Skyhawk.  A new nose radome was fitted, shortening the overall fuselage length by several inches.

Other improvements implemented under this program were a new wide field HUD, Martin-Baker Mk.10 seat, modern Mil Std 1554 databus, GPS navigation, an infra-red search & track system (IRST), RHAW and internal ECM gear, and most importantly, the retrofit of a General Electric F404 engine.  This last improvement nearly doubled the available thrust, giving the second generation of Royal Navy Skyhawk pilots an aircraft with a thrust-to-weight ratio better than some of the most modern types in the world. 

Weapons integrated into the new system included all of the modern generation of GPS and laser guided munitions, although a self-designating system for the laser guided weapons was still sorely needed.  The AIM-9L was still among the air-to-air weapons fitted, but integration of the new AIM-9X and ASRAAM were possible, and will likely be seen in the near future.

To the 21st Century

In addition to all these improvements, a new one-piece windscreen and a bulged cockpit canopy were fitted.  This gives Skyhawk pilots a far better chance to see the enemy before being seen themselves.  This upgrade, plus the total tear-down and rebuild of the airframes themselves, capped off a major series of improvements to this amazing aircraft. 

The designation of these upgraded “Superhawks” is Skyhawk FA.6, and they appear to be set for continued service from the Royal Navy’s four modern fleet carriers well into the 21^st Century.

Trainer Skyahwk

Initially there was no two-seat training variant of the Skyhawk.  The U.S. Navy felt that the aircraft was simple enough that a trainer was not necessary.  By the mid-1960s however, the forgiving nature of the A-4 and its ready adaptability meant that a dedicated trainer was in the offing.  The TA-4F/J became the USN’s main carrier trainer, and it was only natural that the RN would require some “two-holers” for its Skyhawk operations as well.

While the USN used the TA-4 widely in the carrier qualification role, the Royal Navy did not.  The TA-4, known in the RN as the Skyhawk T.3, was only used as a land-based trainer.  Center of gravity considerations prevented it from being operated from the RN’s smaller ships.  In addition, the trainer was widely used by the RN in secondary roles such as target facilities flights, aeromedical research, and station “hacks.”  The GA.5 operated by the Fleet Requirements Air Direction Unit (FRADU) are some of the more unique Skyhawks in that they dispense with the refuelling boom and replace the radome in the nose with a Harley Light, giving them a strange blunt-nosed appearance.

As noted previously, the RN’s Skyhawks have worn a variety of color schemes and markings over the 45 years they have been in service.  Initially delivered in overall anti-flash white with subdued pink/light blue markings, the FG.1s and early FG.2s were repainted into a scheme of glossy Extra Dark Sea Grey uppers and glossy white lowers with a high demarcation line on the fuselage.  Full color roundels and markings were the norm, although there were minor variations in the position of the color demarcation and in the way side numbers and other markings were treated between the two variants. 

In the late 1960s the EDSG was extended to cover the entire airframe, with full color roundels and markings retained.  Some aircraft at this period had light blue Royal Navy titles and underwing serials applied, and some squadrons used light blue for side numbers as well.  In the mid-1970s the EDSG was changed to a semi-matte, and by the late 1970s roundels had switched to the red/blue tactical style.

In 1980 some Skyhawks appeared from rework sporting glossy camouflage once again, with white undersides (with black serials) and full color markings.  This scheme was short-lived, giving way to overall EDSG with no squadron markings, and with modified roundels for service in the Falklands.  Aircraft painted in this scheme invariably had their underwing serials and roundels overpainted, and their serials and the last two digits of the side number were repainted in black in their original locations.  All other markings were obliterated.

After the hostilities in the South Atlantic were over, Skyhawks appeared with overall Medium Sea Grey camouflage, with most markings in black.  Much smaller red/blue tactical roundels appeared, and underwing serials were omitted entirely.  This was the final scheme in which most FG.2s were seen as such.

With the advent of the FA.6 upgrade program, an entirely new camouflage scheme with two new greys was introduced fleet-wide.  The colors did not originally have official names, but common usage has begun to refer to them as Dark and Light Skyhawk Grey.  The scheme features a false canopy on the lower fuselage, and this varies from black to EDSG to Dark Sea Grey, depending on the airframe involved.  Markings are generally applied in EDSG, and most recent aircraft have reverted to the 1980s style RAF subdued pink and light blue roundels.

Colors and markings applied to the T.3 and its derivatives varied widely.  A few aircraft were delivered directly to second line units, and thus left the factory in the then-standard scheme for the mission assigned, such as target towing, etc.  Most were delivered in overall EDSG however.

One aircraft stood out from the rest of the RN Skyhawk family.  FG.2 XL670 was used as the pattern aircraft for the FA.6 program, and during its tenure at the Armament & Aircraft Experimental Establishment at Farnborough it was painted in the MoD (PE) “Raspberry Ripple” scheme. 

The Skyhawk has earned a place near and dear to the hearts of everyone in the Royal Navy who has ever had anything to do with it or its operations.  Through nearly 45 years of constant operations the Skyhawk has never ceased to be a stellar performer, and has earned its stripes in battle over the South Atlantic. 

With the current upgrade programs already implemented and planned for the future, the career of the Skyhawk in RN service appears set to go on for some considerable time yet.  Current plans call for the last squadron (believed to be 825 Squadron, as noted by their Omega tail symbol) to remain operational until sometime around 2020.  By that time the newest airframe will be well past its 50^th birthday, but undoubtedly still going strong.

FG.1 production:

XJ201 through XJ233 (XJ201/203 were Douglas built) (33 aircraft)

XK425 through XK442 (18 aircraft)

Total FG.1:  51 aircraft

FG.2 production:

XL660 through XL671 (12 aircraft)

XM390 through XM394 (5 aircraft)

XT727 through XT747 (20 aircraft)

XV358 through XV378 (20 aircraft)

Total FG.2: 57 aircraft

T.3 production:

XM200 through XM204 (5 aircraft)

XV555 through XV559 (5 aircraft)

XW735 through XW746 (12 aircraft)

Total T.3: 22 aircraft

Total Hawker Siddeley production: 

127 aircraft (plus 3 from Douglas)

Text and Images Copyright © 2004 by Jennings Heilig
Page Created 17 June, 2004
Last updated 12 August, 2004

Back to HyperScale Main Page

Back to Reviews Page