The BAES Hawk in British and Worldwide Service.

[Bernard Woolley]

The BAES Hawk in British and Worldwide Service.

Introduction.
The Hawk jet trainer has been an undoubted success story. With its origins in a requirement for a new jet trainer in the early 1960s (Air Staff Target 362, which was originally to be filled by the SEPECAT Jaguar), over 1,000 Hawks have been sold to 22 operators around the world since it first flew in 1974. [1] As of 2026, the Hawk is still in production in four different countries and it looks like the aircraft will still be around in significant numbers to meet its sixtieth birthday. [2] The Hawk was a far greater success than its main Western rival, the Alpha Jet. Compared to the British trainer, only 480 examples of the Franco-German aircraft were built and it was out of production by 1991. However, the Hawk was outproduced by its Eastern Bloc equivalent, the Czech built Aero L-39 Albatros. Developments of that aircraft were also still in production in 2026.

Several generations of aircrew have been trained in Hawks, while others have taken the diminutive jet to war. It would be a mistake to suggest that the last mark of Hawk has been developed. Although, it is true that the existing design is very close to its limits and would need a redesign to further improve performance. One suggestion on those lines would be to replace the Rolls-Royce Turbomeca Adour with a de-rated EJ200, minus reheat, or the Honeywell/ITEC F124. However, such speculative suggestions are beyond this fact-file.

***

1) As of 2026 in the TLWverse, the following countries use, or have used the Hawk/Goshawk:

- Australia
- Bahrain
- Canada
- Finland
- India
- Indonesia
- Israel
- Jordan (former)
- Ireland, Republic of
- Kenya (former)
- Korea, Republic of (former)
- Kuwait
- Malaysia
- New Zealand
- Qatar
- Saudi Arabia
- South Africa
- United Arab Emirates
- United Kingdom
- United States of America
- Switzerland (former)
- Zimbabwe

The US based civilian operator, RAVN Aerospace, employs 10 ex-ROKAF Hawk 67s.

2) The Hawk/Goshawk was in production in Australia, India, UK & USA in 2026.

[Bernard Woolley]

British Service

Royal Air Force

First-generation.
The Hawk T.1 first entered RAF service in April 1976 replacing Folland Gnats and Hawker Hunters in the advanced training and weapons training roles respectively. The Gnat had proven unsuitable for taller trainees; if they had to eject, their legs would be severed below the knee; requiring the retention of the Hunter. Not to mention the small trainer could not be used in the weapons training role. The Hawk would not have the limitations of the Gnat and would be more than capable of the weapons training role.
The Hawk would equip flight training schools – No. 4 and No. 6 Flight Training School, the Central Flying School and two tactical weapons units – No.1 and No. 2 TWU. From 1980 it would equip the RAF Aerobatic Team, better known as the 'Red Arrows'. Forming the equipment of that last mentioned unit meant that the Hawk T.1 would be one of the most publicly visible aircraft in RAF service.

The introduction of the Hawk was to prove groundbreaking for the RAF's training system. Once a pupil had reached advanced training, there would not be another aircraft for them to need to master before they qualified. When they had finished at the flight training school, the pupil would be posted to a tactical weapons unit. With the Hawk, they would not need to convert to a different jet, just learn how to use the aircraft they had already mastered as a weapons system. The Hawk also proved to be cheaper to operate than its predecessors.

The RAF would initially procure 175 Hawk T.1s, with deliveries continuing until the early 1980s. In the early 1990s a small batch of twelve Hawks were procured, partially as attrition replacements and partially to replace retiring Hunting Jet Provost T.5s. These aircraft were based on the Hawk Mk.60 airframe, meaning they had two additional hard-points on each wing, though they were not used. The RAF would treat these aircraft like the other Hawks in its service, though they were sometimes unofficially designated as the T.1A(60). The then British Aerospace had hoped for a further batch, however, the Shorts Tuccano T.1 filled the role that any additional Hawks might have had.

During the early to mid 1990s, the surviving Hawk T.1/T.1A would go through the Fuselage Replacement Programme (FRP), which replaced sections of the centre and rear fuselage, with new structures based on the Hawk 60. Many aircraft would also receive new wings as part of that programme. The FRP was intended to extend the life of the first-generation Hawk by at least ten years, though they would serve for at least twice that. Hawks would also during this period begin to replace some ageing Canberras in the target-towing role with No.100 Squadron. Hawks from that squadron would also be used in the aggressor role, and be used to support the Joint Forward Air Control Training and Standardisation Unit (JFACTSU). Hawks would also be used by the RAF Centre of Aviation Medicine and the Empire Test Pilots School.


Royal Navy
The Royal Navy was in 2005 a relatively recent user of the Hawk T.1/1A. The civilian crewed and maintained Fleet Requirement and Air Direction Unit had operated a number of different marks of the Hawker Hunter (T.7/T.8/T.8C, GA.11) and English Electric Canberra TT.18 into the mid-1990s. While the Hunters were still in good condition, the Canberras had been retired by 1996, as they ran out of airframe life. The Hunters were also becoming more difficult to support, as spare parts became scarce. Interestingly civilian operators of the Hunter would not have that issue, as civilian Hunter owners rarely flew the aircraft for more than double figures of hours per annum. It was, therefore, fortunate, that the introduction of the Hawk T.2 into RAF service (see below) in 2001 freed-up a number of T.1/T.1A, which were transferred to the Fleet Air Arm. As well as the FRADU, two Hawks, flown by navy aviators, would be used by the Navy Flying Standards Flight (Fixed Wing). While based at RNAS Culdrose, the FRADU Hawks would deploy across the UK and beyond (e.g. Gibraltar) in support of Royal Navy and NATO exercises. Unlike their RAF equivalents in No. 100 Squadron, the FRADU Hawks did not perform target-towing, that being performed by Falcon 20s. On mobilisation, the FRADU would become No. 746 Naval Air Squadron, its Hawks joining RAF counterparts as part of the North Sea Strike Force.


Talons of the Hawk
As the Hawk was intended to be employed in the weapons training role, it was designed with the ability to carry unguided bombs and rockets, as well as a 30mm ADEN cannon pod under the fuselage. Hawker Siddley also had an eye on the export market when designing the Hawk, rightly predicting that there were potential customers who saw the Hawk as an efficient light-attack aircraft. In RAF service the Hawk was initially able to use 1,000lb bombs, SNEB rocket pods, the BL755 cluster bomb unit, practise bombs and the 30mm ADEN. Some consideration had been made of using the Hawk as an attack aircraft in the event of war, but nothing concrete was done. That changed in the early 1980s, when eighty-nine Hawks were converted to carry two underwing AIM-9L Sidewinders, becoming the T.1A. The new mark was concentrated in the two Tactical Weapons Units and would go on to be the mount of the Red Arrows.

In wartime the T.1A would become part of the Mixed Fighter Force. The intention of the MFF was that Sidewinder and cannon armed Hawks would operate in conjunction with radar equipped interceptors (Phantom F.G.1/FGR.2 and Tornado F.3), usually on the ratio of two Hawks per Phantom/Tornado. The larger aircraft would use their radars to direct the Hawks to targets, acting as a 'mini-AWACS'. Where any incoming hostile strike was escorted, it would be likely that the Hawks would be directed to engage them. The MFF would be regularly practised in exercises in the 1980s and 1990s, the Hawks demonstrating that they were effective in the role. Obviously outclassed even within visual range when up against aircraft like the F-15 and F-16, they would need to score a quick 'kill' before the superior thrust of the 'teen' fighters told. It was fortunate, then, that the Hawks were flown by experienced instructors. As well as forming part of the MFF, in wartime, the Hawks would provide 'point-defence' for air stations and other military sites. Effectively acting as flying SAM sites. Both the MFF and 'point-defence' roles would see Hawks dispersed from their normal operating bases to a variety of military and civilian airfields. By the outbreak of the Third World War, the T.1A had been replaced in both of the above roles; the RAF would make good use of the aircraft's capabilities.


Second-generation
While the Fuselage Replacement Programme would give the RAF's first-generation Hawks a planned additional decade of life, it did nothing to address the fact that the aircraft's avionics were obsolescent. The Hawk's cockpit had analogue dials and gauges, while aircraft like the Tornado, Harrier and Typhoon had 'glass' cockpits. Converting trainees from an aircraft with a cockpit designed in the 1970 to one that used early 21st Century technology was no easy matter. It would have probably been possible to upgrade the T.1/T.1A with a 'glass' cockpit, however the RAF wanted more than just a reheated version of the aircraft they already had. The obvious solution lay with a variant of the Hawk 100 which had been developed for the export market. BAES had already been working on a variant that drew on experience of the South African Air Force Mk. 120 and RAAF Mk.127, which it had dubbed the Advanced Jet Trainer. The variant for the RAF would be called the Hawk 128 by the company and given the service designation of T.2. While the RAF had a requirement to replace all of its first-generation Hawks, there was no way that the finance would be available. Instead, eighty T.2 were procured to replace the Hawks serving with the Tactical Weapons Units. When finance became available, additional T.2 would be procured to replace the remaining T.1/T.1A.

As well as a modern LCD based cockpit and a more powerful version of the Adour engine, the T.2 brought a number of additional benefits over its older sibling. It had a greater range, allowing for longer training sorties. Moreover, it had a 'wet' inner pylon, meaning that it could carry drop-tanks, further extending its range. It also had provision for an air-to-air refuelling probe, though in peacetime only a few aircraft were equipped, being used to give pupils their first experience of air-to-air refuelling. The T.2 had two underwing hard-points, plus wingtip rails for within visual range air-to-air missiles. In the MFF, or 'point-defence' role, the T.2 could either carry three times the number of missiles over just over the same range, or with drop-tanks could carry twice the number of missiles for over twice the range of the older Hawk. It could also, with its digital avionics, be armed with the ASRAAM in the air-to-air role, and a number of guided air-to-air weapons, such as Brimstone. Although, in the case of the latter, it was more theoretical than practical. The T.2 retained the capability to carry the 30mm ADEN cannon pod on the centreline.

The T.2 would make its presence felt very quickly. The RAF noted that the transition from the new aircraft to frontline types was much smoother. The T.2 also made its mark in pre-war exercises, its additional and improved air-to-air weaponry, and additional engine thrust caught out some pilots who had gotten used to simulated combat with the T.1A. For example, the AIM-9L used by the older variant had a range of roughly 18km, though the effective range was closer to 1 to 3km in a dogfight. By comparison, the ASRAAM had a range in excess of 25km, which came as something of a shock to some pilots when they engaged the Hawk T.2 in mock combat. The improved weaponry and performance made the T.2 a more valuable partner to the Tornado F.3 and Typhoon FGR.2 as part of the MFF and in the 'point-defence' role. Only the lack of a radar would hamper its use in the combat role, though the use of Night Vision Goggles would go some way to making up for that.

One short-term downside associated with the T.2 was that pupils would have to convert to a new type when they proceeded from Flight Training School to Tactical Weapons Unit. While the T.1 and T.2 looked similar in many ways, they were, in fact, significantly different. However, as the RAF planned to procure additional T.2, the issue would be solved in the medium term.

During the process of introduction of the T.2, it was once again recommended that the RAF should procure some of the single-seat Hawk 200. Much of the training in the TWU was carried out single-seat and the addition of a radar would make the aircraft more effective in the war-role. However, the potential benefits were outweighed by the downsides by the fact that a mixed fleet of single-seater and two-seaters would be less flexible. After all, it was common for a first solo sortie at a TWU to immediately follow one with an instructor. With a mixed fleet, a pupil in that scenario would need to change aircraft. It was also common for Hawks to move between units after major maintenance. Any Hawk 200s would be limited to the two TWU. A 'fleet within a fleet' would also add expense. The simple fact was that the Hawk 200 would be a luxury for the RAF.


Wartime Service
During the Transition to War, the Hawk T.2 assigned to 1 and 2 Tactical Weapons Units were dispersed to their wartime stations. They would be flown, in the main, by TWU instructors, although a few pupils who had been due to graduate were also included. On mobilisation, both TWU split into their 'shadow' squadrons – 1 Tactical Weapons Unit became No. 79 (Reserve) and No. 234 (Reserve) Squadrons, and 2 Tactical Weapons Unit became No. 63 (Reserve) and No. 151 (Reserve) Squadrons. In practice and for operational reasons, the dispersed flights tended to come under command of the Tornado and Typhoon squadrons most were attached to. With aircrew training suspended, the T.1/T.1A fleet was now without a role and many of its instructors were posted to frontline squadrons. However, many of the T.1A were armed and deployed to provide local air defence of lower-priority targets in the west of the UK. These aircraft were hastily repainted in the two-tone 'air defence' grey camouflage scheme. It was felt that their gloss black training scheme was inappropriate. The Hawks of the Red Arrows were also subject to the same treatment.

By the time of the outbreak of war, Hawk T.2s had already been taking part in Combat Air Patrols with Tornados and Typhoons, as part of a pre-war exercise. The transition to war was, therefore, relatively seamless. Hawk T.2s were soon taking part in interceptions of attacking Soviet attack aircraft and cruise missiles. Against the latter, the Hawk, both first and second-generation, proved to be especially effective. The pre-war tactic of Hawks flying in close formation with their Tornado/Typhoon partners also paid off, as Soviet escorts often failed to realise that they were up against a larger number of defenders. Moreover, as had been intended, the Hawks added to the attrition any attacking Soviet force faced, often able to finish off damaged Soviet aircraft. They also provided top cover to Tornado GR.4 and USAF F-15E returning from sorties over continental Europe.

As all T.2s not equipped had been fitted with a refuelling probe during the mobilisation period, the Hawks could remain on station for longer than their first-generation predecessors. Their ability to carry additional air to air missiles was also much appreciated. While the T.2s would generally operate in the air-to-air sphere, their older T.1A siblings also saw action. On 8th May, the Soviets and East Germans attempted a mass breakout of Fast Attack Craft into the North Sea. Amongst the RAF aircraft assembled to counter the FAC were Hawk T.1A from the RAF Flight Training Schools and No. 746 Naval Air Squadron. The Hawks were armed with a mix of SNEB rockets, BL755 cluster bombs, 1,000lb 'iron bombs' and cannon. As the FAC lacked any effective air defence, the Hawks were able to make highly effective attacks. When combined with the Royal Navy led North Sea Escort Force's efforts, the result was a massacre. The ad-hoc force of Hunters, Hawks and Dominies would be regularised as the North Sea Strike Force, under the command of 18 (Maritime) Group, the aircraft from the FTS becoming No. 34 Squadron. With the threat from FAC significantly reduced, if not completely eliminated, the Hawks were often used as close escorts to the Dominies, as they went about their short-ranged Maritime Patrol duties. On at least two occasions, Hawks were directed by Dominies to attack Soviet submarines forced to the surface. The RAF had certainly not ever envisioned using the Hawk in the ASW role and it was perhaps appropriate that one one of the instances that the Hawks were from No. 746 NAS.

The results of the efforts of both the Hawk T.1A and T.2 in the defence of the UK (and latterly the Republic of Ireland) would more than justify giving the trainer a combat capability. Adding the ability to carry a pair of AIM-9L to some of the T.1s had not been particularly expensive, but because it had been done, it was almost an automatic decision that the T.2 would have a similar capability (the T.2 could use both the AIM-9L and ASRAAM). At a relatively low cost, the RAF had gained a significant boost to its ability to defend the UK.


UK Hawk users as of 2005

RAF Strike Command
11 Group
No.1 Tactical Weapons Unit – Hawk T.2: RAF Brawdy
- No. 79 Squadron
- No. 234 Squadron
No.2 Tactical Weapons Unit – Hawk T.2: RAF Chivenor
- No. 63 Squadron
- No. 151 Squadron

18 (Maritime) Group
- No. 100 Squadron – Hawk T.1A: RAF Leeming
- Joint Forward Air Control Training and Standardisation Unit – Hawk T.1A: RAF Leeming

RAF Support Command
- Central Flying School – Hawk T.1/T.1A T.1/T.1A (includes 'Red Arrows', (also uses other aircraft): RAF Scampton
- No. 4 Flight Training School – Hawk T.1/T.1A: RAF Valley
- No.6 Flight Training School (Multi Engine Training School) – Hawk T.1/T.1A (also uses other aircraft): RAF Finningley
- RAF St. Athan Ferry Flight: Hawk T.1

RAF Centre of Aerospace Medicine
- Aviation Medicine Flight – Hawk T.1: MoD Boscombe Down


Royal Navy Fleet Air Arm
- Fleet Requirements and Air Direction Unit – Hawk T.1/T.1A: RNAS Culdrose
-- Navy Flying Standards Flight (Fixed Wing) – Hawk T.1: RNAS Yeovilton

Other
QinetiQ – Hawk T.1: MoD Boscombe Down


Summary of Hawk variants in UK Military service in 2005

T.1 – initial advanced trainer used by Flight Training Schools, the FRADU and specialist users. Had a basic armament fit of 30mm ADEN cannon and unguided munitions.

T.1A – 89 T.1 modified to carry a pair of AIM-9L. Until they were replaced by the T.2, the T.1A was employed by the Tactical Weapons Units. Now used almost interchangeably alongside T.1 in the FTS, FRADU etc. Was also the mount of the 'Red Arrows'.

T.1A(60) – Unofficial designation for 12 Hawks procured in the early 1990s. Based on the export Mark 60.

Mark 53 – Three Indonesian air force Hawks happened to be in the UK for overhaul at the time of the military coup. The British government blocked re-delivery and the aircraft remained in storage at BAE Brough until the outbreak of war. They were not put into service, but broken-up and used as a source of spares for the T.1/T.1A.

T.2 – Second-generation Hawk, 80 of which were in service with the TWUs. The RAF planned to procure additional T.2 to replace the remaining T.1/T.1A.


The Future – Hawks forever?
As of 2005, the coming decade was thought to generate a UK MoD requirement for at least one hundred additional Hawk T.2 to replace the remaining first-generation aircraft in RAF and RN service. As always, that number would be subject to change. With changes in technology, student aircrew spend more time in 'virtual' training on the ground, reducing the number of aircraft needed for training. It was also proposed that in order to streamline the process, that No.4 FTS should be amalgamated with the two Tactical Weapons Units once the former re-equipped with the T.2. There was much merit in that proposal, if implemented, was for two units, one based at RAF Brawdy and the other at RAF Valley. RAF Chivenor would be made available for other uses.

In the longer-term there was foreseen a potential need to replace the Hawk T.2. While in 2005 it had only been in service for a few years, by the mid-2020s the earliest of that mark would be twenty years old, about half-way through their lives. BAES held discussions regarding a joint venture with India's Hindustan Aeronautics Limited (HAL) to produce the Hawk Advanced Jet Trainer for the Indian air force and navy. A contract was signed in March 2004. As part of the discussions, BAES and HAL proposed further advanced variants of the Hawk, including a navalised AJT for the Indian Navy. Any further advanced variants would have new avionics and engine (either Adour, or possibly another engine). It was pointed out that the current Hawk is only supersonic in a dive, but for the needs of the RAF and RN, that is perfectly adequate. Depending on the UK MoD's requirements, it is quite possible that a Hawk T.3 could appear at some point after 2025.

[Bernard Woolley]

Worldwide Service


Australia

Royal Australian Air Force Service

Replacing the Aermacchi MB-326 from 1997, the Hawk 127 Lead-in Fighter Trainers (LIFTs) was in service with two squadrons of the RAAF's 78 Wing. The first twelve aircraft were produced in the UK, with the remainder being built in Australia. While primarily used in the advanced training role, the Hawk was also used to support RAF and army exercises. Like its RAF counterparts, Australian Hawks could be armed for air-to-air and light-strike roles. Prior to the procurement of ex-Singaporean Hunters, the Hawk was used in the CAS and BAI role in East Timor. However, that led to a shortage of aircraft for its primary training role. Even after the Hawk was relieved in that role by Hunters, some Hawks were used to supplement Hornets in the defence of northern Australia. In early 2005 the RAAF committed to upgrading its existing Hawk fleet to 128 standard and procuring additional aircraft. In 2005, the Hawk remained in low-rate production for the RAAF replacing losses.

Australia's Hawks had been at war (in a low-level sense with the occasional uptick) since 1997. It had a similar WWIII history and role to those of the RAF, albeit over a vastly wider area. Aircraft deployed to help defend the North carried two drop-tanks as standard and were fitted with refuelling probes. The last item being an upgrade added during the 'Second Confrontation'. One complication was that their opponents, the Indonesian air force also had the Hawk in service. At least theoretically, as they had been cut-off from a supply of spare parts for some time and had to work the grey market to obtain parts. Therefore, the RAAF made sure its Hawks were clearly marked as Australian aircraft and were only used in defensive operations. RAAF Hawks successfully operated in partnership with Hornets, Mirage III, Phantom II and Greyfalcons in the air defence role. As well as flying 'point-defence' CAP. After the missile attack on Canberra, Hawks would also fly 'reassurance' CAP over cities like Perth, Sydney and Brisbane. The sight of light-grey, armed jets helping to allay public fears.


Royal Australian Navy
Unlike its British counterpart, the RAN, did not operate a squadron of Hawks. However, some RAN aircrew and maintainers did serve on exchange with the RAAF. As of 2005, the RAN was considering assigning aircrew and ground crew to the RNZAF's No.2 Squadron, should that unit re-equip wholly, or partially with the Hawk 128. The RAN would also like to get back into the fixed-wing business, though probably with V/STOL aircraft, and procurement of the Hawk could be part of that process.


Australian Hawk users as of 2005

RAAF
Air Combat Group
78 Wing – RAAF Base Williamtown
- No. 76 Squadron: Hawk 127
- No. 79 Squadron: Hawk 127

ARDU – RAAF Edinburgh: Hawk 127 (plus others)


Future Australian procurement plans.
Before its replacement in the CAS and BAI roles in East Timor, several Hawk 127 were shot down, or lost to other operational causes. These aircraft were replaced by additional aircraft built in Australia. However, RAAF plans extend beyond simple attrition replacements. As observed, the two-seater variant will continue in low-rate production until at least 2008, when production will switch to the upgraded Hawk 128. Surviving 127s will also return to the factory to be upgraded to that standard at the same time. BAE Systems Australia has the role of overhauling Hawks operated by other counties in the region (e.g. Malaysia and New Zealand), saving the cost of having to ship, or fly Hawks to the UK. The RAAF was also planning to procure a variant of the single-seat variant, designated the Hawk 218. That variant was intended to serve as the medium-term replacement for the ex-Singaporean Hunter F.74S, and would share much of its avionics with the 128. The new single-seat Hawk variant should enter service around 2010.


*

Bahrain
Six Hawk 129s were in service with No. 5 Squadron of the Royal Bahraini Air Force. The squadron was based at Shaikh Isa Air Base. A follow-up order of additional aircraft was expected by 2006.

*

Canada
Designated the CT-155 in Canadian Service, the Hawk 155 was procured both to train aircrew for Air Command (latterly the RCAF), but also to form part of the equipment of the NATO Flight Training in Canada (NFTC) programme. Twenty-five Hawks were in service with the Canadian Forces in 2005, with an order for ten more in place.

While operated as training aircraft, the CT-155 was wired to take the AIM-9L on its wingtips and underwing pylons. It could also carry drop-tanks on the inner hard-points. The capability to carry Sidewinders was more theoretical, than practical before the outbreak of war. Air Command had fitted acquisition rounds to their aircraft, as well as occasionally dummy rounds. But, had only on a couple of occasions fitted live missiles just to prove that it could be done. That quickly changed on the outbreak of war, with Canada based Hawks very quickly being armed and declared to NORAD. The flight of Hawks based at CFB Baden-Soellingen in West Germany were also armed. Air Command hurriedly obtained 30mm ADEN cannon pods from the RAF. Although, initially they had issues with integrating the gun-pod. It being observed that the only thing the CT-115 could hit reliably with the ADEN was the ground! However, the difficulties were soon overcome. Canada based Hawks would operate alongside CF-118 Hornets, in a similar fashion to RAF and RAAF aircraft. While those based in West Germany were employed for point-defence of CFB Baden-Soellingen.

The RCAF was planning to upgrade its Hawks to Advanced Jet Trainer (Hawk 128) standard and intended to retain the aircraft in service for some time to come. In the medium-term, the RCAF planned to replace the CT-114 Tutor operated by 431 Air Demonstration Squadron (the 'Snowbirds') with CT-115 Hawks modified for the display role.

Canadian Hawk users as of 2005

Canadian Forces Air Command/Royal Canadian Air Force
4 Wing CFB Cold Lake
- 419 Tactical Fighter Training Squadron - CT-155 Hawk
15 Wing CFB Moose Jaw
- 2 Canadian Forces Flying Training School - CT-155 (also used the CT-156)
CFB Baden-Soellingen
- Group Training and Transport Flight - CT-155

*


Finland
Finland was one of the earliest export customers for the Hawk, ordering 50 Mark 51s in 1977. The first aircraft would enter service with the Finnish Air Force (Ilmavoimat) in the early 1980s. Finland was limited to 60 first-line fighter aircraft by the Paris Peace Treaty of 1947. It, therefore, suited the Ilmavoimat to procure an aircraft that counted as a trainer, but which had secondary combat capability. Seven additional Mark 51A were delivered in 1993-1994 as attrition replacements. Those aircraft had the structural and wing modifications of later Hawk marks. Finnish Hawks could be armed with AIM-9 Sidewinders, Soviet manufactured R-60/AA-8, a VKT 12mm machine-gun pod, or 30mm ADEN cannon pod on the centreline, plus SNEB rockets and 'iron bombs'. The aircraft could also carry a centreline Vinten reconnaissance pod.

Shortly before the outbreak of war, the Ilmavoimat dispersed its Hawk fleet, along with the rest of its aircraft. A wise precaution, as the Soviet VVS would mount heavy attacks against the air force's peacetime bases. The Hawks would take part in a sort of aerial 'guerilla war', mounting 'hit-and-run' attacks from small airfields and highway airstrips. With the surviving Viggens being concentrated in southeast Finland, until NATO reinforcements arrived, Hawks became responsible for providing air defence, CAS and BAI in Lapland. The Hawk pilots proved to be formidable opponents to the VVS in dogfights, though they were severely disadvantaged when faced with aircraft armed with radar-guided missiles. Attrition would take its toll, so a delivery of eighteen Hawk Mk.66 (which had definitely not formerly belonged to the Swiss. Who had definitely not sold them to BAES, so that they could be supplied to Finland) was very welcome.
The Ilmavoimat did plan to retain its Hawks into the 2030s. Patria had planned a series of upgrades that would bring the surviving aircraft up to a similar standard. Including a new glass cockpit, avionics and other life-extending measures. BAES did try to interest Finland in procurement of a Hawk 100 variant. However, the country's defence ministry would rather undertake a domestic upgrade of the aircraft, and kick the issue of replacement into the long-grass.

Finnish Hawk users as of 2005

Ilmavoimat
Lapland Air Command
- Fighter Squadron 11, 3. Flight – Hawk Mk.51: Rovaniemi AB
Satakunta Air Command
- Fighter Squadron 21, 3. Flight – Hawk Mk.51: Tammerfors AB
Karelian Air Command
- Fighter Squadron 31, 3. Flight – Hawk Mk.51: Kuopio-Rissala AB
Training Wing
- Fighter Squadron 41 Squadron
-- 1st Flight: Hawk Mk-51
-- 2nd Flight: Hawk Mk-51
Air Force Academy – Kauhava AB: Hawk Mk-51 (Training-recce)
- 'Midnight Hawks' Display Team

Reconnaissance Squadron – Luonetjärvi AB: SF 37 Viggen, Hawk Mk-51

Summary of Hawk variants in Finnish Service

Hawk 51 – Initial variant for the Ilmavoimat. Similar to the RAF T.1A, but had an additional wing hard-point.

Hawk 51A – Seven aircraft sold as part of a follow-on order. Had the same variant of Adour engine as the Mark 51, but had structural and wing modifications of later marks of Hawks.

Hawk 66 – Eighteen aircraft of that variant were supplied to Finland during the Third World War as attrition replacements. Speculation that they were ex-Swiss Hawks was, of course, incorrect, as that might have violated Swiss neutrality.

*

Indonesia
Indonesia was also one of the earliest export customers for the Hawk, placing its first order in April 1978. The Indonesian Air Force (TNI-AU) received over 40 Hawks of various marks in the 1980s and 1990s. In 1991 British Aerospace and Indonesian Aerospace (IPTN) signed an agreement to manufacture Hawks under license, however, the TNI-AU could not provide the finance needed, so as an alternative purchased eight Hawk 109 fighter-trainers and 32 Hawk 209. There were delays in the delivery of some of the 109s and 209s, due to the ongoing situation in East Timor. Eventually, after the military coup in 1999, the British Government blocked further deliveries. Some of the partially complete Mark 109s would be finished as Hawk AJT (T.2) for the RAF, while the 209s were eventually sold to the Royal Malaysian Air Force and Royal Air Force of Oman.

By the outbreak of the Third World War, the TNI-AU's Hawk fleet was suffering from a severe shortage of spare parts and many aircraft were unserviceable. IPTN performed heroics in refurbishing parts to keep the remainder of the fleet flying. The TNI-AU was awaiting delivery of new training/light-fighter aircraft from its Soviet backers. However, that did not stop some Hawks taking part in combat over East Timor during the Second Confrontation and during the Third World War. There were at least three occasions when RAAF Hawk 127 encountered TNI-AU 209s. The superior training of the Australian pilots meant that no RAAF Hawks were lost in these encounters, while two TNI-AU aircraft were lost. Eventually, the RAAF would withdraw its Hawks and replace them with Hunters. Two more TNI-AU Hawks would be shot down by Hunters prior to 2005. After Indonesia signed a peace agreement with the Allied Powers and the beginning of the Civil War, spare parts were supplied to TNI-AU Hawk units that were loyal to the government. That allowed the Indonesians to make additional Hawks airworthy, and they took part in fighting the pro-Soviet faction.

Indonesian Hawk users in 2005

Skadron Udara 1 – Hawk Mk.109, Mk. 209: Supadio Air Base
Skadron Udara 12 – Hawk Mk.109, Mk. 209: Pekanbaru Air Base
Skadron Udara 15 – Hawk Mk. 53: Iswahyudi Air Base

Summary of Hawk variants in Indonesian Service

Mark 53 – Initial variant purchased by the TNI-AU in the 1980s. Fourteen of that mark remained in Indonesian service in 2005.

Mark 109 – Second-generation Hawk variant used for advanced weapons training. Eight were in TNI-AU service in 2005, with further deliveries blocked.

Mark 209 – Single-seat fighter-attack variant; twenty-six were in service in 2005; four lost in combat with the RAAF. Further deliveries blocked.

*

Ireland, Republic of
The Irish Defence Force had no intention of acquiring any variant of the Hawk, the requirements of the Irish Air Corps being covered by the PC-9M. That was, at least, until the Republic of Ireland became a belligerent in the Third World War. A detachment of Tornado F.3 and Hawk T.2 were deployed to Shannon Airport to provide air defence for the Republic. After a short time, some PC-9M pilots were converted to the Hawk and the aircraft started to wear a mix of both RAF and IAC markings (e.g. RAF roundels on the starboard side and Irish ones on the port). Once enough Irish pilots were qualified to operate the Hawk, the aircraft were formally loaned to the IAC, gaining Irish military serials to replace the UK ones and full IAC markings. The IDF would eventually formally buy the aircraft, plus two additional Hawks. The aircraft were operated by the Flying Training School, alongside the PC-9M.

*

Kenya
Twelve Hawk 52s were ordered by the Kenyan Air Force in 1978. The aircraft were operated by the Strike Squadron, based at Laikipia Air Base. An attempted coup by the air force in 1982 would disrupt Hawk operations, with the Kenyan Army taking over control. The Kenyan Air Force would not regain its independence until 1994, by which time it had received Shorts Tucanos, armed for COIN operations. The Tucanos were cheaper to operate and around half of the Hawk fleet were placed in unmaintained storage. Like Nigeria's Jaguar fleet, the Hawks in storage soon began to deteriorate.

*

Korea, Republic of
Twenty Hawk 67s were ordered by the ROKAF in 1991, being delivered two years later. The Mark 67 was something of a hybrid, having improved wing flaps and the extended nose of the Hawk 100 to accommodate additional avionics, and had a steerable nose-wheel.
The ROKAF Hawks, which had been given the local designation of T-59, were operated by 216 Fighter Training Squadron, part of 19 Fighter Squadron based at Yecheon Air Base. The Mark 67 was combat capable, and during the Third World War, the Hawks were used for point-defence CAP and light-attack.

*

Kuwait
Influenced by the UAE's purchase of the Hawk (see below), the Kuwaiti Air Force purchased twelve Mark 64s were delivered in the mid-1980s. While used for advanced training, the Kuwaiti Hawks could be armed for the air-to-air and light-attack roles. During the 1990-1991 Gulf War, six Hawks would escape the Iraqi invasion, to form part of the Free Kuwaiti Air Force, while the remainder were captured. Those that escaped continued to be flown by Kuwaiti pilots, while those captured by Iraq are not believed to have been flown. Post-war, Iraq returned the captured Hawks, although they were not airworthy and had to be taxied 25 miles along the highway to Kuwait City. In the late 1990s, British Aerospace refurbished the aircraft at Dunsfold. During the Third World War, the dozen Mark 64s would again see combat against an Iraqi invasion. The Kuwaiti Hawks proved especially adept at hunting Iraqi helicopters, scoring a number of kills.
The Kuwaiti Hawks were operated by No. 12 Squadron, based at Ali Al-Salem Air Base. BAES has tried to interest the KAF in new Hawks, probably a LIFT, or AJT variant. However, with the financial pressures of other military procurement, Kuwait has yet to show interest.

*

Malaysia
The Royal Malaysian Air Force (TUDM) had been planning on procuring Tornados, however financial problems prevented this. The next best thing was the Hawk 108; that variant was fitted with the BAE Sky Guardian RWR and wingtip missile rails. Ten Mark 108s entered RMAF service, being used for advanced training and weapons training. The RMAF would also procure eighteen single-seat Mark 208 to replace TA-4 Skyhawks. The Mark 208 could be armed with Sidewinders, ADEN cannon and various air to ground munitions. It was also equipped with an air-to-air refuelling probe, allowing its range to be extended. Both variants would be used in the air defence role during the Third World War, while Mark 208s would take part in air strikes on targets in Indonesia. Perhaps ironically, some of the embargoed Indonesian Mark 209s would be supplied to the TUDM as attrition replacements.

RMAF Hawk users in 2005

RMAF Butterworth
- 15 Squadron: Hawk Mk.108/208
RMAF Kuantan
- 6 Squadron: Hawk Mk.108/208

Summary of Hawk variants in RMAF service

Mark 108
Advanced trainer, which could be armed for the weapons training role, or for air defence, or air to ground missions. Ten in service in 2005.

Mark 208
Single-seat light fighter variant. Had an APG-66H radar, which meant in theory it could carry BVR missiles, but in practise restricted to AIM-9L.

Mark 209 (mod)
Single-seat variant originally intended for Indonesia, but embargoed due to the military coup in that country. Were held in storage at BAES Warton, until some were supplied to the RMAF; modified so that they were to the same standard as the Mark 208s.

*

New Zealand
The Royal New Zealand Air Force was a relatively new operator of the Hawk, having ordered eighteen Mark 128s to replace its seventeen Aermacchi MB-326CB in 2002. The first aircraft were delivered in 2004 from the Australian production line at Edinburgh Parks. While the MB-326CB was in urgent need of replacement, there were only four Hawk 128s in service with No. 14 Squadron at RNZAF Ohakea. Like its RAF and RAAF counterparts, the initial quartet of Kiwi Hawks were armed both for air defence duties, and famously on one occasion for maritime strike. Two additional Hawk 128 were obtained from the Edinburgh Parks factory within a month of the outbreak of the Third World War, however, it would take longer for further aircraft to be delivered. As well as the eighteen Mark 128s, the RNZAF was considering procuring the Mark 218 in the near future, as a replacement for its A-37 Dragonfly and Strikemaster Mk 88s. It was also likely that additional Mark 128 will be purchased to partially replace the A-4K/TA-4K that equip No.2 Squadron at NAS Nowra in Australia; the air force had already determined that it was too expensive to fully re-equip that squadron with the F/A-18B+ Hornet.

*


Oman
In July 1990 the Royal Air Force of Oman ordered four Hawk 103s and twelve Mark 203s for delivery in December 1993, replacing Hawker Hunters and BAC Strikemasters. Both marks of Hawk equipped No. 6 Squadron, based at Masirah Air Base. The RAFO did plan, as of 2005, to procure a variant of the 'digital' Hawk AJT to replace, or supplement the Mark 103s.

Summary of Hawk variants in RAFO service in 2005

Mark 103 – Two-seat trainer variant used for advanced training; did have secondary ground-attack capability.

Mark 203 – Single-seat variant, employed for the ground-attack and air defence role.

*


Saudi Arabia
The RSAF acquired the Hawk as part of the Al Yamamah I arms deal, alongside Tornado IDS and ADV. Thirty of the Mark 65 were delivered by October 1988. A further twenty Hawks, designated the Mark 65A formed part of a follow-up order. The improved Hawks would be used by the 'Saudi Hawks' air display team, which was modelled on the 'Red Arrows'. Though with its aircraft painted green. As more modern aircraft, such as the Typhoon, have begun to enter RSAF service, the 'classic' Hawk is no longer ideal for the advanced training role. Therefore, the RSAF has committed to procuring a variant of the Advanced Jet Trainer as a replacement. As part of the agreement, the new Hawks will be assembled in Saudi Arabia. BAES did offer a single-seat variant, the Hawk 205, but the proposal was not taken up.

RSAF Hawk users in 2005

King Faisal Air Base (Tabuk)
7 Wing
- No. 21 Squadron: Hawk 65
- No. 37 Squadron: Hawk 65
- No. 79 Squadron: Hawk 65
- No. 88 Squadron: Hawk 65 ('Saudi Hawks')

*

South Africa
The SAAF ordered twenty-four of the Hawk 120/Lead-In Fighter Trainer in the late 1990s, with all aircraft having been delivered by 2005, replacing the Atlas Impala. The LIFT benefitted from work done on the development of the Mark 127 for the RAAF, with all but the first Hawk being assembled in South Africa from kits provided by BAES Brough. While primarily used in the advanced training role, the Hawk 120 could be armed for weapons training and operational sorties. During the Third World War, the SAAF would use its Hawks operationally in both defensive missions over South Africa and against Zimbabwean, Angolan and Mozambican forces, as well as Soviet and East German 'advisors'. The Hawk 120 equipped 85 Combat Flying School, based at AFB Makhado. With a pair of aircraft also being used by the Test Flight and Development Centre at AFB Overberg.

*


United Arab Emirates
The Emirates of Dubai and Abu Dhabi initially made separate orders for Hawks; the former purchased eight of the Mark 61 and the latter the Mark 63. Dubai would purchase an additional Mark 61 as an attrition replacement in 1988. Abu Dhabi would later order eighteen Mark 102s. By the end of the century, all Hawks were transferred to the UAE Air Force. The Hawks equipped No. 12 Squadron, based at Al Minhad Air Base.

Summary of Hawk variants in UAE service in 2005

Mark 61 – Initial Hawk variant purchased by Dubai. Most now in storage, but a pair still used for 'hack' duties.

Mark 63 – First Hawk variant purchased by Abu Dhabi; all survivors have been upgraded.

Mark 63A – 15 Hawk 63s were upgraded to this standard from October 1991, with the Adour 871 engine and Advanced Combat Wing of the Hawk 100, with four underwing weapons pylons and wingtip missile rails, but retained the simpler avionics of Hawk 63.

Mark 63C – Four new build aircraft to Hawk 63A standard were sold to Abu Dhabi as part of a follow-on order and delivered from 1995.

Mark 102 - Export version for Abu Dhabi, United Arab Emirates Air Force. Fitted with wingtip missile rails and Racal Prophet RWR. Eighteen ordered in 1989 and delivered between April 1993 and March 1994.

*


Switzerland
Twenty Hawk 66 were ordered by Switzerland in 1987, in preference to the Alpha Jet, to replace ageing de Havilland Vampire T.11s. The first aircraft being delivered in 1990. The first Swiss Hawk was assembled and flown in the UK, while the remainder were transported by road to Switzerland and assembled by the Federal Aircraft Factory (RUAG from 1999). Some sources state that the Swiss modified their Mark 66s with wing-tip missile rails, similar to the Hawk 100. However, this author has not been able to find any photographic evidence of that modification.
With the entry of aircraft like the F-18 into Swiss service, the Hawk's analogue cockpit was felt to be dated. Rather than upgrade the cockpit, the Swiss Air Force first reduced the number of Hawks in service, then withdrew them from service by December 2002. The aircraft being placed in storage. Their advanced training role was taken up by the F-5F in the interim, pending delivery of Pilatus PC-21s. It is perhaps, not a surprise that rather than upgrade the Hawk, or buy a new variant, Switzerland chose to replace it with an indigenous aircraft. While they were in service, the Swiss Hawks were used by the Pilotenschule at Sion. In 2004, BAES was in negotiations with the Swiss government to re-purchase the Mark 66s, which had relatively low flying hours. However, these negotiations were suspended on the outbreak of war, as BAES was located in a belligerent country. There was no truth to the rumour that BAES successfully purchased the Hawks on behalf of Finland.

*

Zimbabwe
Eight Hawk 60 were purchased by the Air Force of Zimbabwe in 1981, being delivered the following year. Shortly after delivery, four Hawks were damaged, when unknown attackers threw bombs down their air intakes. One Hawk was written-off, a second was repaired locally, while the last pair were flown to the UK to be rebuilt. Five Hawk 60A were delivered as part of a follow-on order, which included spare-parts to resolve a shortage which had grounded most of the Mark 60s. The AFZ Hawks could be armed with AIM-9, rockets, BL755 CBU, 'iron bombs' and a 30mm ADEN cannon and had an air-defence, as well as training role. The AFZ Hawks had the (possibly dubious) unique (as far as is known) honour of pursuing UFOs, when they were spotted over Bulawayo.
Zimbabwe's move into the Soviet sphere had deleterious effects on the serviceability of its Western supplied equipment, the Hawk fleet included. The UK government would eventually impose sanctions on the country, accusing it of human rights violations and providing a base for Soviet-backed terrorist activities in South Africa. By 2005, it was estimated that only four Hawks were airworthy. The Soviets supplied Czech built L-39 Albatross as a replacement.


*

[Bernard Woolley]

The Hawk goes to sea: The T-45 Goshawk
When the Hawk was first developed it was not envisioned that it would ever operate from an aircraft carrier, especially not ones belonging to the US Navy. However, as early as 1978, British Aerospace and McDonnell Douglas proposed a Hawk variant to fulfil the USN's VTXTS requirement. The new trainer was intended to replace both the both the T-2 Buckeye and TA-4 Skyhawk. The Anglo-American team chose the Hawk 60 (some sources say the Hawk 50) as the basis of the new trainer, which was designated the T-45 Goshawk; the different name had been chosen to avoid confusion with the HAWK Surface to Air Missile system.
McDD would function as the primary contractor, with British Aerospace sub-contracting. While final assembly would take place at McDD's St, Louis, many components were still manufactured in the UK at Samlesbury and Brough. The Adour engine would be manufactured by the Allison Engine Company in the US (Allison would become part of Rolls Royce in 1995).
While intended to replace both the T-2 and TA-4, in practise the Buckeye was retained for basic training, with only one squadron employing the Goshawk in the basic role. As of 2005, it was planned to replace the T-2 with a new basic trainer, with the T-45 just being used for advanced training of Naval Flight Officers. Initially painted in a white and red training scheme, by 2005, surviving Goshawks began to receive an overall grey colour scheme. The T-45 had a single hard-point under each wing, which could be used to carry practice bombs (up to 12 Mk. 76s), rocket pods, or fuel tanks. The centreline pylon could be used to carry a cargo pod for crew baggage.
During the Third World War, the T-45 continued to train NFOs, act in the 'admiral's barge' role and took part in trials. When flying on cross-country flights, Goshawks were often routed so that they would be seen by civilians on the ground, intended to provide reassurance.


Summary of USN Goshawk variants

T-45A – The initial 'analogue' Goshawk, which entered service in 1991. It soon became obsolescent, as more and more of the USN and USMC's frontline fighters had 'glass' cockpits. Some A models did remain in service in 2005, but were due to be upgraded.

T-45B – A proposed land-based version, that would have essentially been a Hawk 60 with a US Navy spec cockpit. The USN had wanted to procure the T-45B so that trainee pilots could benefit from an earlier training capability. However, the idea was abandoned in 1984, with less costly upgrades to the T-2 and TA-4 taking its place. Interestingly, British Aerospace had offered to lease some Hawk T.1s to the USN as an interim measure while the Goshawk was in development.

T-45C – As part of the 'Goshawk 21' programme, A models were fitted with a 'glass' cockpit, inertial navigation, and other improvements. Most Goshawks had been through the C model upgrade, with the remainder A models due to be upgraded shortly.

T-45D – Planned future upgrade, which would keep the Goshawk in service until around 2040. Would include a new engine, the Honeywell/ITEC F124, new avionics, including a Helmet Mounted Sight, and improvements from the land-based AJT. A T-45A fitted with the F124 had flown by 2005.

AT-45 – A weapons trainer variant, which McDD proposed could replace the TA-4 in service with fleet requirements squadrons (VFC). Instead, the US Navy decided to cascade F/A-18A+/B+ to those units. With the outbreak of World War Three there was a renewed interest in an AT-45, or even an F/A-45 variant.


USN/USMC T-45 Goshawk users as of 2005

Note: While all Goshawks were operated by USN units, some aircraft had 'MARINES', rather than 'NAVY' titles on their fuselages.

NAS Meridian, MS
Training Wing 1
VT-7: T-45C (Advanced Jet)

NAS Kingsville, TX
Training Wing 2
VT-21: T-45C (Advanced Jet)
VT-22: T-45C (Advanced Jet)

NAS Chase Field, TX
Training Wing 3
VT-24: T-45C (Advanced Jet)
VT-25: T-45C (Advanced Jet)

NAS Pensacola, FL
Training Wing 6
VT-4: T-2, T-45A (Basic Jet & Advanced Jet)
VT-10: T-45C (Basic NFO, Intermediate NFO)


*


The Goshawk returns to land – the T-45I Lavi
By the mid-1990s the A-4N and TA-4H/J that were used as advanced trainers were running out of airframe time and were becoming expensive to operate. It would have been possible to have given the aircraft a major airframe upgrade to keep them going for another two decades, but it would not really have solved the issue of the Skyhawk being expensive to operate in the training role. The IDF-AF, therefore, went shopping for a new advanced trainer. The IDF-AF had long been interested in the Hawk, as they could see its merits, amongst them that it was in production. Some of its potential rivals would need to be put back into production. However, Israel did not have a strong defence relationship with the UK, who, it was felt, was too close to the Arab nations. Moreover, the US Government had a habit of supporting Israeli purchases of American weapons and aircraft. Therefore, the Israeli government was open to McDD's offer of a modified Goshawk.
Initially, McDD offered a basic 'de-navalised' Goshawk, essentially very similar to what would have been the T-45B. However, the IDF-AF specified that the aircraft had to have a full combat capability. Therefore, they wanted the aircraft to have the combat wing (including wingtip missile rails), the more powerful Adour 951 and the extended nose, to allow additional avionics to be fitted. The resulting specification looked more like a Hawk 100 variant, specifically the Hawk Lead-in Fighter Trainer (LIFT), than a T-45 with the carrier-compatible equipment removed. Understandably, given that they had offered a Hawk 100 variant to the IDF-AF, British Aerospace cried foul. They suggested that the agreement between the two companies to develop the T-45 did not cover developments of the model, that would effectively turn it into almost a whole new aircraft. The company privately commented that it had no intention to take legal action against such a long-standing partner, with whom it had such a great relationship. However, it did remind McDD that many Goshawk components were still manufactured in Britain. British Aerospace would find it hard to find capacity to make those components for an Israeli variant, and, no, they would not help McDD develop the ability to make those components themselves. However, on the other hand, from what the British company could see, what Israel really wanted, was a Hawk LIFT, not a Goshawk. For a 5% stake in the project, British Aerospace would help McDD establish a new production line for the Israeli Hawk 100, which became the T-45I Lavi. McDonnell Douglas realised that they had backed themselves into a corner, and had opened themselves up to potential legal action from a very valuable industrial partner. Besides, 5% did not seem too bad, did it? Therefore, a new agreement was signed between McDD, BAE and IAI regarding production of the T-45I. After assembly at St. Louis the aircraft were flown to Israel to have additional electronics installed. In 2005, the Lavi was only in use with the Flight Training School at Hatzerim Air Base, where it was used in the intermediate training role. However, it was due to start replacing the A-4N and TA-4H/J of 102 Squadron from 2006. As was specified, the T-45I was fully combat capable.


*

[Bernard Woolley]

Future Hawk users

India
As observed above, BAES and Hindustan Aeronautics Limited (HAL) signed an agreement in March 2004 to supply the Hawk Advanced Jet Trainer (designated the Hawk 132) to the Indian Air Force and Navy as a replacement for the HAL HJT-16 Kiran. As per the agreement, the first twenty-four aircraft would be supplied from BAES. The remainder would be assembled by HAL, with locally build content increasing with each batch of aircraft. The Indian Hawk will, in general, be similar to the RAF's T.2s, meaning that they will be combat capable. BAES did propose a navalised variant of the aircraft, using experience in development of the Goshawk, though that would probably need the agreement of McDD. So far, the Indian Navy has not shown any interest in such a variant.
Interestingly, the agreement between BAES and HAL allows for further advanced developments of the Hawk. There has been informed speculation that BAES intended to move the majority of its Hawk production to India, freeing up its UK factories for other aircraft projects. Such a move would reflect the closer defence relationship between India and the UK.

Indian Air Force
While nothing has been set in stone, the likely IAF units to be re-equipped with the Hawk are shown below:

Bidar Air Force Station
- IAF Aerobatic Team 'Surya Kiran'
- 52 Squadron 'Sharks'
- Operational Training Squadron B 'Bravehearts'
- Operational Training Squadron C 'Cheethas'
- Operational Training Squadron D Deltas
Kalaikunda Air Force Station
- Operational Conversion Unit 'The Young Ones'

Indian Navy
Again, nothing has been set in stone, but the following unit of the IN is likely to use the Hawk 132.

INS Dega
- 551 Squadron Phantoms
Note: As of 2005 A Flight was equipped with the Kiran Mk II, while B Flight had Sea Harriers FRS.51 and Harrier T.60.


*

Jordan
The Royal Jordanian Air Force has a requirement for between ten to fifteen advanced trainers. The RJAF has expressed a preference for the Hawk. It has been reported that Jordan has been in talks with the UAE about acquiring some, or all of its Mark 63s. The UAE's Mark 102s have, by and large, largely replaced the Mark 63, so it is likely that they will be transferred to the RJAF.

*


Qatar
The Qatari Emiri Air Force has expressed a tentative interest in the Hawk Advanced Jet Trainer, to replace its ageing Alpha Jets Es. As the QEAF has also expressed an interest in the Eurofighter Typhoon, it is likely that both jets would be bought as a package from BAES. With the small size of Qatar, and its air bases already being crowded, it is also possible that some of the QEAF's Hawks, if they buy them, might be based overseas. The most obvious solution would be the UK, alongside RAF T.2s.

*

[Bernard Woolley]

SPACE RESERVED

[James1978]

Interesting fact file.

I'd be curious what directions McDonnell Douglas have gotten from the Pentagon by D+30.
Just churn out new T-45Cs as fast as they can? Or coordinate with with BAE to put a rush on developing an AT-45 variant to be built in St. Louis?
Or, have workers been pulled off the T-45 program to work on the F-15E and F/A-18E lines?

Sorry, I know the T-45 is but a small corner of the Hawk program - but a second active production line is a second active production line.

[Matt Wiser]

An Armed T-45 variant is something that CINC-NORAD would like.

[Bernard Woolley]

An AT-45 is something I did suggest a while back as a possible replacement for the TA-4 in the VFC, though the F/A-18A+/B+ has gotten that job. A variant for NORAD would, I guess, have an F, or F/A designation?
Whether workers have been pulled from its production line to the Beagle and Super Bug depends on how important the Goshawk is seen, I guess.

Sorry, I know the T-45 is but a small corner of the Hawk program - but a second active production line is a second active production line.

(My emphasis).

There are three active Hawk production lines in TLW in 2005 - BAES Brough (with final assembly and testing at BAES Warton), McDD at St. Louis and BAES Australia at Edinburgh Parks.

[Matt Wiser]

An AT-45 is something I did suggest a while back as a possible replacement for the TA-4 in the VFC, though the F/A-18A+/B+ has gotten that job. A variant for NORAD would, I guess, have an F, or F/A designation?
Whether workers have been pulled from its production line to the Beagle and Super Bug depends on how important the Goshawk is seen, I guess.

An AT-45 is something the Navy should've done in the first place for the weapons training that the T-2, TA-4 and TF-9J used to do.

[Bernard Woolley]

Have now finished up this fact-file. Happy for any comments, and, or suggestions.

[James1978]

RE: the TLWverse T-45I - not actually the oddest example out there of finagling ways for Israel to get things using US military aid.
Lockheed Martin in @ once obtained a license to build DM2A3 torpedoes so Israel could buy them for its German submarines using US military aid.

For clarification - which @ Hawk 100 variant is the T-45I closest to?

RE: AT-45 - The VFCs got F/A-18A+ and B+ - there weren't that many B models to begin with.
I should have been a little more clear in my earlier comment. By AT-45, I was thinking wartime light attack aircraft (A-45 /F/A-45 ?), not just weapons trainer. How close does the T-45I come to that?

[Bernard Woolley]

For clarification - which @ Hawk 100 variant is the T-45I closest to?

It is essentially the Hawk 120 LIFT with some Israeli avionics.

The VFCs got F/A-18A+ and B+ - there weren't that many B models to begin with.

Have made that change, thanks.

I should have been a little more clear in my earlier comment. By AT-45, I was thinking wartime light attack aircraft (A-45 /F/A-45 ?), not just weapons trainer. How close does the T-45I come to that?

Oh, no, I understood. However, I figured that at some point, probably in the '90s when the TA-4s were due to be replaced, McDD made an unsolicited proposal for an AT-45 (or should it be TA-45?) weapons trainer to replace the Goshawk. The USN would have said "no thanks", as they had surplus classic Hornets available. War has meant a renewed interest in an armed Goshawk as a light attack aircraft. Btw, some unfinished T-45I are sitting in the factory in St. Louis, just saying. The T-45I is fully combat combat capable. In peacetime it can be used for intermediate and advanced training, but in wartime it can be used as a light attack aircraft. For air to air, for example, the T-45I can be armed with the Python-4. It would also be able to carry a variety of the lighter guided and 'dumb' air to ground munitions in the IDF-AF inventory. One interesting bit of armament is the 30mm cannon pod the Lavi would carry on the centreline, as with the Hawk LIFT. However, it would not be an ADEN cannon, but a DEFA cannon, salvaged from withdrawn Skyhawks, Kfir etc. It's very similar to the ADEN, so would fit in a suitable pod, can use the same ammunition, and was in the IDF-AF inventory, so I figured it would be a natural. Other thing to mention, is that the T-45I can be fitted with a refuelling probe, which makes delivery from St. Louis easier.