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The first F104s delivered to the LW were 30 F104Fs conversion trainers. The first F104Gs were delivered to JaBoG 31 from 1961 with the wing declared operational in September 1962.

As mentioned in an earlier post 74 sqn RAF received its Lightning F1s in mid 1960 and was flying 100 hours per aircraft per month by the end of 1960. 54 and 111 sqns converted to the F1A in 1960-61.

Further, as mentioned in an earlier post, the 20 development batch P1Bs were built very slowly. I seem to recall that the DWP slowed down Lightning development, but couldn't quote a source. I struggle to believe that if someone like Sandys took it upon himself to give those P1Bs the hurry up they wouldn't be delivered months earlier than May 1958.

The concept and design work can begin as soon as a project is stood up, If started in 1957 then the parts could be fabricated and flight testing begin when enough P1Bs were available in 1958. It should be borne in mind that the F104G did not exist in 1958 and the F104C on which it was based was only in the prototype phase.

None of this is easy of course, but not so difficult that with political willingness it couldn't happen.

FWIW the F16C is a boat anchor, F/A18C is where it's at!

<blockquote data-quote="Rule of cool" data-source="post: 697241" data-attributes="member: 48502">The first F104s delivered to the LW were 30 F104Fs conversion trainers.&nbsp; The first F104Gs were delivered to JaBoG 31 from 1961 with the wing declared operational in September 1962. As mentioned in an earlier post 74 sqn RAF received its Lightning F1s in mid 1960 and was flying 100 hours per aircraft per month by the end of 1960. 54 and 111 sqns converted to the F1A in 1960-61. Further, as mentioned in an earlier post, the 20 development batch P1Bs were built very slowly.&nbsp; I seem to recall that the DWP slowed down Lightning development,&nbsp; but couldn't quote a source. I struggle to believe that if someone like Sandys took it upon himself to give those P1Bs the hurry up they wouldn't be delivered months earlier than May 1958. The concept and design work can begin as soon as a project is stood up, If started in 1957 then the parts could be fabricated and flight testing begin when enough P1Bs were available in 1958. It should be borne in mind that the F104G did not exist in 1958 and the F104C on which it was based was only in the prototype phase. None of this is easy of course, but not so difficult that with political willingness it couldn't happen.&nbsp; FWIW the F16C is a boat anchor, F/A18C is where it's at!</blockquote>

[QUOTE="Rule of cool, post: 697241, member: 48502"] The first F104s delivered to the LW were 30 F104Fs conversion trainers. The first F104Gs were delivered to JaBoG 31 from 1961 with the wing declared operational in September 1962. As mentioned in an earlier post 74 sqn RAF received its Lightning F1s in mid 1960 and was flying 100 hours per aircraft per month by the end of 1960. 54 and 111 sqns converted to the F1A in 1960-61. Further, as mentioned in an earlier post, the 20 development batch P1Bs were built very slowly. I seem to recall that the DWP slowed down Lightning development, but couldn't quote a source. I struggle to believe that if someone like Sandys took it upon himself to give those P1Bs the hurry up they wouldn't be delivered months earlier than May 1958. The concept and design work can begin as soon as a project is stood up, If started in 1957 then the parts could be fabricated and flight testing begin when enough P1Bs were available in 1958. It should be borne in mind that the F104G did not exist in 1958 and the F104C on which it was based was only in the prototype phase. None of this is easy of course, but not so difficult that with political willingness it couldn't happen. FWIW the F16C is a boat anchor, F/A18C is where it's at! [/QUOTE]

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