Editing Hawker Siddeley Harrier (section)

==Operational history==

===Royal Air Force===
The first RAF squadron to be equipped with the Harrier GR.1, [[No. 1 Squadron RAF|No. 1 Squadron]], started to convert to the aircraft at [[RAF Wittering]] in April 1969.<ref name= Jefford_13/><ref name="Mason harrier p84">Mason 1986, p. 84.</ref> An early demonstration of the Harrier's capabilities was the participation of two aircraft in the ''[[Daily Mail]]'' [[Daily Mail Trans-Atlantic Air Race|Transatlantic Air Race]] in May 1969, flying between [[St Pancras railway station]], London and central [[Manhattan]] with the use of aerial refuelling. The overall journey between the [[Post Office Tower]] and [[Empire State Building]] took 6 hours 11 minutes; the Harrier had a flight time of 5 hours 57 minutes.<ref name="Mason 91 p424">Mason 1991, p. 424.</ref><ref>"US Interest in British Harrier Jet". ''Glasgow Herald'', 8 May 1969, p. 11.</ref><ref>{{cite news |date=6 May 1969 |url=https://www.nytimes.com/1969/05/06/archives/briton-sets-pace-in-transocean-race.html |title=Briton Sets Pace in Trans-ocean Race |work=The New York Times |page=93 |access-date=10 February 2025}}</ref> Two Harrier squadrons were established in 1970 at the RAF's air base in [[RAF Wildenrath|Wildenrath]] to be part of its [[RAF Germany|air force in Germany]]; another squadron was formed there two years later. In 1977, these three squadrons were moved forward to the air base at [[RAF Gütersloh|Gütersloh]], closer to the prospective front line in the event of an outbreak of a European war.  One of the squadrons was disbanded and its aircraft distributed between the other two.<ref name="Evans p22-23">Evans 1998, pp. 22–23.</ref>

[[File:Royal Air Force (RAF) Hawker Siddeley Harrier GR3A 'L' (Lima) and 'T' (Tango) of 1453 Flight RAF on the flight-line at RAF Stanley, Falklands, 1984 21.jpg|thumb|A No. 1453 Flight Harrier GR.3 at Stanley Airport in 1984|alt=Harrier at an airfield]]
In RAF service, the Harrier was used in [[close air support]] (CAS), reconnaissance, and other ground-attack roles. The flexibility of the Harrier led to a long-term heavy deployment in [[West Germany]] as a conventional deterrent and potential strike weapon against Soviet aggression; from camouflaged rough bases the Harrier was expected to launch attacks on advancing armour columns from [[East Germany]].<ref name= RAF_Museum/> Harriers were also deployed to bases in Norway and [[Belize]], a former British colony.<ref name=RAF_Museum>[http://www.rafmuseum.org.uk/london/collections/aircraft/bae-harrier-gr3.cfm "BAe Harrier GR3 Aircraft History – Post-World War Two Aircraft".] {{webarchive|url=https://web.archive.org/web/20110105051311/http://www.rafmuseum.org.uk/london/collections/aircraft/bae-harrier-gr3.cfm |date=5 January 2011 }} ''RAF Museum''. Retrieved: 4 March 2011.</ref> No. 1 Squadron was specifically earmarked for Norwegian operations in the event of war, operating as part of [[Allied Forces Northern Europe]]. The Harrier's capabilities were necessary in the [[No. 1417 Flight RAF#British Forces Belize|Belize deployment]], as it was the only RAF combat aircraft capable of safely operating from the airport's short runway;<ref>Jefford 2006, pp. 79–80.</ref> British forces had been stationed in Belize for several years due to tensions over a Guatemalan claim to Belizean territory; the forces were withdrawn in 1993, two years after Guatemala recognized the independence of Belize.<ref>[https://books.google.com/books?id=1tuZQlMu4UsC "Daily report. West Europe, Parts 1–15".] ''United States. Foreign Broadcast Information Service'', March 1993, p. 10. Retrieved 31 July 2011.</ref>

====Falklands War====
In the [[Falklands War]] ({{langx|es|Guerra de las Malvinas}}) in 1982, 10 Harrier GR.3s of No. 1 Squadron operated from the aircraft carrier {{HMS|Hermes|R12|6}}.<ref name= 'max.af.mil'>Duffner, Robert W. [http://www.airpower.maxwell.af.mil/airchronicles/aureview/1984/mar-apr/duffner.html "Conflict In The South Atlantic: The Impact of Air Power."] {{Webarchive|url=https://web.archive.org/web/20100110214537/http://www.airpower.maxwell.af.mil/airchronicles/aureview/1984/mar-apr/duffner.html |date=10 January 2010 }} ''Air University Review,'' March–April 1984. Retrieved 31 July 2011.</ref> As the RAF Harrier GR.3 had not been designed for naval service, the 10 aircraft had to be rapidly modified prior to the departure of the task force. Special sealants against corrosion were applied and a new deck-based inertial guidance aid was devised to allow the RAF Harrier to land on a carrier as easily as the Sea Harrier.<ref name= Braybrook_15/> [[Transponder]]s to guide aircraft back to the carriers during night-time operations were also installed, along with [[Flare (countermeasure)|flares]] and [[Chaff (countermeasure)|chaff]] dispensers.<ref>Jefford 2006, pp. 85–86.</ref>

As there was little space on the carriers, two requisitioned merchant container ships, {{SS|Atlantic Conveyor||2}} and {{SS|Atlantic Causeway||2}}, were modified with temporary flight decks and used to carry Harriers and helicopters to the South Atlantic.<ref name= 'corum'/> The Harrier GR.3s focused on providing close air support to the ground forces on the Falklands and attacking Argentine positions; suppressing enemy artillery was often a high priority.<ref name= 'time'>[https://web.archive.org/web/20080416131015/http://www.time.com/time/magazine/article/0,9171,951776-1,00.html "That Magnificent Flying Machine."] ''Time,'' 7 June 1982. Retrieved 31 July 2011.</ref><ref>Kemp, Leslie R. "Close Air Support Today and Tomorrow". ''Air War College, Maxwell AFB,'' May 1989.</ref> Sea Harriers were also used in the war, primarily conducting fleet air defence and [[combat air patrol]]s against the threat of attacking Argentine fighters.<ref name= 'corum'>Corum, James S. [http://www.airpower.maxwell.af.mil/airchronicles/apj/apj02/fal02/corum.html "Argentine Airpower in the Falklands War."] {{Webarchive|url=https://web.archive.org/web/20140102191905/http://www.airpower.maxwell.af.mil/airchronicles/apj/apj02/fal02/corum.html |date=2 January 2014 }} ''Air & Space Power Journal,'' 20 August 2002. Retrieved 31 July 2011.</ref> However, both Sea Harriers and Harrier GR.3s were used in ground-attack missions against the main airfield and runway at [[Stanley, Falkland Islands|Stanley]].<ref>Jefford 2006, p. 89.</ref>

If most of the Sea Harriers had been lost, the GR.3s would have replaced them in air patrol duties, even though the Harrier GR.3 was not designed for air defence operations; as such the GR.3s quickly had their outboard weapons pylons modified to take air-to-air Sidewinder missiles.<ref name= Braybrook_15>Braybrook 1982, p. 15.</ref> From 10 to 24 May 1982, prior to British forces landing in the Falklands, a detachment of three GR.3s provided air defence for [[Ascension Island]] until three [[McDonnell Douglas F-4 Phantom II|F-4 Phantom IIs]] arrived to take on this responsibility.<ref>Freedman 2007, p. 69</ref> During the Falklands War, the greatest threats to the Harriers were deemed to be surface-to-air missiles (SAMs) and small arms fire from the ground.<ref>Jefford 2006, pp. 89–90.</ref> In total, four Harrier GR.3s and six Sea Harriers were lost to ground fire, accidents, or mechanical failure.<ref>Freedman 2007, pp. 788–789</ref> More than 2,000 Harrier [[sortie]]s were conducted during the conflict—equivalent to six sorties per day per aircraft.<ref>Feesey, John D.L. [https://books.google.com/books?id=Zlt7e7nJwNEC "V/STOL: Neither Myth nor Promise – But Fact".] ''Air University Review'', 50(2). Retrieved 6 March 2011.</ref>

====Skyhook and post Falklands deployment====
[[File:BELIZE 90 23.jpg|thumb|An RAF Harrier GR.3 in Belize, 1990|alt=A Harrier stored at an airfield]]

Following the Falklands War, British Aerospace explored the Skyhook, a new technique to operate Harriers from smaller ships. Skyhook would have allowed the launching and landing of Harriers from smaller ships by holding the aircraft in midair by a crane; secondary cranes were to hold weapons for rapid re-arming. This would potentially have saved fuel and allowed for operations in rougher seas.<ref>[https://books.google.com/books?id=h9QDAAAAMBAJ&pg=PA181 "Skyhooks for Harriers".] ''Popular Mechanics'', October 1983, p. 181. Retrieved 31 July 2011.</ref> The system was marketed to foreign customers,{{refn|In the early 1990s, following Japanese interest in acquiring Harriers, Skyhook was suggested as a means to operate onboard their [[helicopter destroyer]]s.<ref>Jacobs, Gordon. "Reporting from the East, Japan continues to emphasis its sea defense forces". ''Jane's Defence Weekly'', 1990, p. 64.</ref>|group=N}} and it was speculated that Skyhook could be applied to large submarines such as the Russian {{sclass2|Typhoon|submarine|4}}, but the system attracted no interest.<ref>Treadwell, Terry. "Submarine Aviation", ''The Putnam Aeronautical Review'', 1991. pp. 46–54.</ref>

The first generation of Harriers did not see further combat with the RAF after the Falklands War, although they continued to serve for years afterwards. As a deterrent against further Argentine invasion attempts, [[No. 1453 Flight RAF]] was deployed to the [[Falkland Islands]] from August 1983 to June 1985.<ref name=Sturtivant123>Sturtivant 2007, p. 123.</ref> However the second generation [[British Aerospace Harrier II|Harrier II]]s saw action in Bosnia, Iraq, and Afghanistan. The first generation Hawker Siddeley airframes were replaced by the improved Harrier II, which had been developed jointly between McDonnell Douglas and British Aerospace.<ref name=Jenkins_88-9>Jenkins 1998, pp. 88–89.</ref>

===United States Marine Corps===
{{Quote box|align=right|width=25%|quote="In my mind the AV-8A Harrier was like the helicopter in Korea. [It] had limited capability, but that's how the first-generation automobile, boat, or other major systems evolved... it brought us into the world of flexible basing and the Marine Corps into the concept of vertical development"|source= Major General [[Joseph T. Anderson|Joe Anderson]].<ref name= Nordeen_38>Nordeen 2006, p. 38.</ref>}}

The United States Marine Corps began showing a significant interest in the aircraft around the time the first RAF Harrier squadron was established in 1969, and this motivated Hawker Siddeley to further develop the aircraft to encourage a purchase.<ref>Wilson, Michael. [http://www.flightglobal.com/pdfarchive/view/1972/1972%20-%202773.html "Designing the Pegasus".] ''Flight International'', 19 October 1972, p. 531. Retrieved 31 July 2011.</ref> Although there were concerns in Congress about multiple coinciding projects in the close air support role,{{refn|These other projects were the [[Lockheed AH-56 Cheyenne]] and the [[Fairchild Republic A-10 Thunderbolt II]].<ref name= Nordeen_29>Nordeen 2006, p. 29.</ref>|group=N}} the Marine Corps were enthusiastic about the Harrier and managed to overcome efforts to obstruct its procurement.<ref>Nordeen 2006, pp. 29–30.</ref>

The Marine Corps accepted its first AV-8A on 6 January 1971, at Dunsfold Aerodrome, England and began testing it at [[Naval Air Station Patuxent River]] on 26 January.<ref>{{cite magazine |last=Patton |first=John M. |date=February 1972|title= 1971 Naval Aviation Review: Year of Change|url=https://www.history.navy.mil/content/dam/nhhc/research/histories/naval-aviation/Naval%20Aviation%20News/1970/pdf/feb72.pdf |magazine=Naval Aviation News |location=Washington D.C. |publisher=Naval Historical Center |page= 12 |access-date=2021-08-01}}</ref>  The AV-8A entered service with the Marine Corps in 1971, replacing other aircraft in the Marines' attack squadrons.<ref>Nordeen 2006, pp. 30–32.</ref> The service became interested in performing ship-borne operations with the Harrier. Admiral [[Elmo Zumwalt]] promoted the concept of a [[Sea Control Ship]], a 15,000-ton light carrier equipped with Harriers and helicopters, to supplement the larger aircraft carriers of the [[US Navy]]. An amphibious assault ship, {{USS|Guam|LPH-9|6}}, was converted into the ''Interim Sea Control Ship'' and operated as such between 1971 and 1973 with the purpose of studying the limits and possible obstacles for operating such a vessel.<ref name= Nordeen_33>Nordeen 2006, p. 33.</ref><ref>Baitis, A. E. and Dennis A. Woolaver. [http://oai.dtic.mil/oai/oai?verb=getRecord&metadataPrefix=html&identifier=ADA032198 "Trial Results of Ship Motions and Their Influence on Aircraft Operations for ISCS Guam".] {{Webarchive|url=https://web.archive.org/web/20140427005956/http://oai.dtic.mil/oai/oai?verb=getRecord&metadataPrefix=html&identifier=ADA032198 |date=27 April 2014 }} ''David W. Taylor Naval Ship Research and Development Center, Bethesda, Maryland,'' December 1975. Retrieved 31 July 2011.</ref> Since then the Sea Control Ship concept has been subject to periodic re-examinations and studies, often in the light of budget cuts and questions over the use of [[supercarrier]]s.<ref>Canaday, John L. [http://oai.dtic.mil/oai/oai?verb=getRecord&metadataPrefix=html&identifier=ADA227420 "The Small Aircraft Carrier: A Re-Evaluation of the Sea Control Ship".] {{Webarchive|url=https://web.archive.org/web/20140426235015/http://oai.dtic.mil/oai/oai?verb=getRecord&metadataPrefix=html&identifier=ADA227420 |date=26 April 2014 }} ''Army Command and General Staff College, Fort Leavenworth,'' 1 June 1990. Retrieved 31 July 2011.</ref><ref>Cruz, Yniol A. [http://oai.dtic.mil/oai/oai?verb=getRecord&metadataPrefix=html&identifier=ADA483634 "CV or Not to Be? Alternatives to U.S. Sea-Based Air Power".] {{Webarchive|url=https://web.archive.org/web/20140426234615/http://oai.dtic.mil/oai/oai?verb=getRecord&metadataPrefix=html&identifier=ADA483634 |date=26 April 2014 }} ''Naval Postgraduate School, Monterey, California,'' June 2008. Retrieved 31 July 2011.</ref>{{refn|Spain would adapt the American [[Sea Control Ship]] concept with the addition of a ski jump, launching the vessel as the {{ship|Spanish aircraft carrier|Principe de Asturias||2}}, which carried AV-8S Matador Harriers.<ref>Friedman 1983, p. 357.</ref>|group=N}}

[[File:AV-8As VMA-513 in flight 1974.JPEG|thumb|A pair of USMC AV-8A from ''VMA-513'' in formation flight in 1974|alt=Two Harriers flying]]
Other exercises were performed to demonstrate the AV-8A's suitability for operating from various amphibious assault ships and aircraft carriers, including a deployment of 14 Harriers aboard {{USS|Franklin D. Roosevelt|CV-42|6}} for six months in 1976.<ref name= Nordeen_33/> The tests showed, amongst other things, that the Harrier was capable of performing in weather where conventional carrier aircraft could not.<ref name= Nordeen_33/> In support of naval operations, the USMC devised and studied several methods to further integrate the Harrier. One result was ''Arapaho'', a stand-by system to rapidly convert civilian cargo ships into seagoing platforms for operating and maintaining a handful of Harriers, to be used to augment the number of available ships to deploy upon.<ref>Miller and Miller 1986, p. 71.</ref>{{refn|Arapaho would have been operationally similar to the British container ship {{SS|Atlantic Conveyor||2}}, which not only transported Harriers but was modified to enable crude flight operations as well.|group=N}}

When the reactivation of the {{sclass|Iowa|battleship}}s was under consideration, a radical design for a battleship-carrier hybrid emerged that would have replaced the ship's rear turret with a flight deck, complete with a hangar and two ski jumps, for operating several Harriers. However, the USMC considered the need for [[naval gunfire support]] to be a greater priority than additional platforms for carrier operations, while the cost and delay associated with such elaborate conversions was significant, and the concept was dropped.<ref>Burr and Bull 2010, pp. 37–38, 40.</ref><ref name="Hybrid p159-163">Layman and McLaughlin 1991, pp. 159–163.</ref>

The Marines Corps' concept for deploying the Harriers in a land-based expeditionary role focused on aggressive speed. Harrier forward bases and light maintenance facilities were to be set up in under 24 hours on any prospective battle area. The forward bases, containing one to four aircraft, were to be located {{convert|20|mi|km}} from the forward edge of battle (FEBA), while a more established permanent airbase would be located around {{convert|50|mi|km}} from the FEBA.<ref name= 'bingham'/>{{refn|Dispersed forward bases were heavily reliant on effective transportation to refuel and rearm the Harriers; possessing a large fleet of air transports, helicopters or ground vehicles to support such operations was identified as crucial by USMC senior officers. It was planned that supplies would to be regularly ferried by [[Sikorsky CH-53E Super Stallion]]s from main bases to all forward bases.<ref name= 'bingham'/>|group=N}} The close proximity of forward bases allowed for a far greater sortie rate and reduced fuel consumption.<ref name= 'bingham'/>

[[File:KC-130R VMGR-252 refueling Harriers 1978.JPEG|thumb|A pair of USMC AV-8A Harriers refuelling from a [[Lockheed Martin KC-130]] tanker|alt=Harriers flying behind a tanker aircraft]]
The AV-8A's abilities in air-to-air combat were tested by the Marine Corps by conducting mock dogfights with McDonnell Douglas F-4 Phantom IIs; these exercises trained pilots to use the vectoring-in-forward-flight (VIFF) capability to outmanoeuvre their opponents and showed that the Harriers could act as effective air-to-air fighters at close range.<ref name=Nordeen_33-4/> The success of Harrier operations countered scepticism of V/STOL aircraft, which had been judged to be expensive failures in the past.<ref>Congress 1979, pp. 8, 166, 236.</ref> Marine Corps officers became convinced of the military advantages of the Harrier and pursued extensive development of the aircraft.<ref>Gilliland, Woody F. [http://oai.dtic.mil/oai/oai?verb=getRecord&metadataPrefix=html&identifier=ADA058386 "The Continuing Requirement for V/STOL in the Close Air Support Role".] {{Webarchive|url=https://web.archive.org/web/20131014175242/http://oai.dtic.mil/oai/oai?verb=getRecord&metadataPrefix=html&identifier=ADA058386 |date=14 October 2013 }} ''oai.dtic.mil'', 9 June 1978. Retrieved 31 July 2011.</ref>

Starting in 1979, the USMC began upgrading their AV-8As to the AV-8C configuration—the work focused mainly on extending useful service lives and improving VTOL performance.<ref name= Nordeen_35>Nordeen 2006, p. 35.</ref> The AV-8C and the remaining AV-8A Harriers were retired by 1987.<ref>Jenkins 1998, p. 44.</ref> These were replaced by the Harrier II, designated as the AV-8B, which was introduced into service in 1985.<ref name= Nordeen_36>Nordeen 2006, pp. 36, 61.</ref> The performance of the Harrier in USMC service led to calls for the [[United States Air Force]] to procure Harrier IIs in addition to the USMC's own plans,<ref name= 'bingham'>Bingham, Price T. [http://www.airpower.maxwell.af.mil/airchronicles/aureview/1985/jan-feb/bingham.html "Improving Force Flexibility Through V/STOL".] {{Webarchive|url=https://web.archive.org/web/20100815062331/http://www.airpower.maxwell.af.mil/airchronicles/aureview/1985/jan-feb/bingham.html |date=15 August 2010 }} ''Air University Review'', January–February 1985. Retrieved 31 July 2011.</ref> but these never resulted in Air Force orders. Since the late 1990s, the AV-8B has been slated to be replaced by the F-35B variant of the [[Lockheed Martin F-35 Lightning II]], a more modern V/STOL jet aircraft.<ref>Eden 2004, p.&nbsp;274.</ref>

Like the next generation AV-8Bs, nevertheless, the AV-8A/C Harriers suffered many accidents, with around 40 aircraft lost and some 30 pilots killed during the 1970s and 1980s.<ref>[https://www.latimes.com/archives/la-xpm-2002-dec-17-na-wall17-story.html "More Than a Few Good Men."] ''<Los Angeles Times.'' Retrieved: 26 January 2016.</ref>

===Other operators===
[[File:DN-ST-87-06219.JPEG|thumb|A Spanish Navy AV-8S Matador aircraft|alt=A parked Harrier]]

Due to the Harrier's unique characteristics it attracted a large amount of interest from other nations, often as attempts to make their own V/STOL jets were unsuccessful, such as in the cases of the American [[XV-4 Hummingbird]] and the German [[VFW VAK 191B]].{{refn|Kevin Brown of ''Popular Mechanics'' described the development efforts of performance vertical aircraft as having "long eluded the best efforts of the aviation industry", and noted that several American efforts had been "spectacularly unsuccessful".<ref name= Brown_81/>|group=N}} Operations by the USMC aboard {{USS|Nassau|LHA-4|6}} in 1981 and by British Harriers and Sea Harriers in the Falklands War proved that the aircraft was highly effective in combat. These operations also demonstrated that "Harrier Carriers" provided a powerful presence at sea without the expense of big deck carriers.<ref>Nordeen 2006, pp. 36–38.</ref>{{refn|Politically, the British government had decided not to use aircraft carriers after the 1960s, due to the costs involved. The {{sclass|Invincible|aircraft carrier|1}}s had been developed under the official guise of being an anti-submarine Through Deck Cruiser, but the approved development of the Sea Harrier and the addition of [[ski-jump]]s to the design enabled ships of the ''Invincible'' class to perform as [[light aircraft carrier]]s.<ref>Bishop and Chant 2004, p. 24.</ref><ref>Fozard, John. [http://www.emeraldinsight.com/journals.htm?articleid=1683341&show=abstract "Harrier: Catalyst for Change in Naval Airpower".] ''Aircraft Engineering and Aerospace Technology'', 56 (12), 1984.</ref>|group=N}}

Following the display of Harrier operations from small carriers, the navies of Spain and later Thailand bought the Harrier for use as their main carrier-based fixed-wing aircraft.{{refn|Italy also became an operator of a "Harrier Carrier", but they only operated the second-generation [[McDonnell Douglas AV-8B Harrier II]].<ref name= Nordeen_98>Nordeen 2006, p. 98.</ref>|group=N}} Spain's purchase of Harriers was complicated by long-standing political friction between the British and Spanish governments of the era; even though the Harriers were manufactured in the UK they were sold to Spain with the US acting as an intermediary.<ref>[https://news.google.com/newspapers?id=2fojAAAAIBAJ&sjid=fX4EAAAAIBAJ&pg=6676,3947999&dq=arms+sale+to+spain+irks+wilson&hl=en "Arms Sale to Spain Irks Wilson".] {{Webarchive|url=https://web.archive.org/web/20150928074910/https://news.google.com/newspapers?id=2fojAAAAIBAJ&sjid=fX4EAAAAIBAJ&pg=6676,3947999&dq=arms+sale+to+spain+irks+wilson&hl=en |date=28 September 2015 }} ''The New York Times'', 22 August 1973.</ref> During tests in November 1972, the British pilot [[John Farley (pilot)|John Farley]] showed that the wooden deck of their aircraft carrier {{ship|Spanish aircraft carrier|Dédalo||2}} was able to withstand the temperature of the gases generated by the Harrier.{{citation needed|date=January 2016}}  Since 1976, the Spanish Navy operated the AV-8S Matador from their aircraft carrier ''Dédalo''; the aircraft provided both air defence and strike capabilities for the Spanish fleet.<ref>Nordeen 2006, p. 64.</ref> Spain later purchased five Harriers directly from the British government mainly to replace losses.<ref name=Jenkins_48-9>Jenkins 1998, pp. 48–49.</ref>

Spain sold seven single-seat and two twin-seat Harriers to Thailand in 1998.<ref name=Jenkins_48-9/><ref name= Nordeen_183>Nordeen 2006, p. 183.</ref>{{refn|Spain sold its AV-8S Matadors following the introduction of new second generation Harrier II aircraft; as a result the Harrier I models were outdated and no longer required.<ref name= Nordeen_162>Nordeen 2006, p. 162.</ref>|group=N}}  The Royal Thai Navy's AV-8S Matadors were delivered as part of the air wing deployed on the new light aircraft carrier {{ship|HTMS|Chakri Naruebet||6}}.<ref name= Nordeen_164>Nordeen 2006, p. 164.</ref> The Thai Navy had from the start significant logistical problems keeping the Harriers operational due to a shortage of funds for spare parts and equipment, leaving only a few Harriers serviceable at a time. In 1999, two years after being delivered, only one airframe was in airworthy condition.<ref>Carpenter & Wiencek, Asian Security Handbook 2000, p. 302.</ref><ref>[http://www.flightglobal.com/articles/1997/11/05/28894/harrier-creates-challenges-for-royal-thai-navy.html "Harrier creates challenges for Royal Thai Navy".] ''Flight International'', 5 November 1997.</ref> Around 2003, Thailand considered acquiring former Royal Navy Sea Harriers, which were more suitable for maritime operations and better equipped for air defence, to replace their AV-8S Harriers; this investigation did not progress to a purchase.<ref>Fullbrook, David. [http://www.flightglobal.com/articles/2003/04/15/164162/thai-navy-considers-ex-rn-sea-harriers-to-replace-av-8s.html "Thai navy considers ex-RN Sea Harriers to replace AV-8s".] ''Flight International'', 15 April 2003.</ref> The last first-generation Harriers were retired by Thailand in 2006.<ref>Cooper, Peter.[http://pacificwingsmagazine.com/2011/03/08/end-of-a-legend%E2%80%94harrier-farewell/ "End of a Legend—Harrier Farewell"] {{webarchive|url=https://archive.today/20120714183820/http://pacificwingsmagazine.com/2011/03/08/end-of-a-legend%E2%80%94harrier-farewell/ |date=14 July 2012 }}. Pacific Wings Magazine, 8 March 2011.</ref>
{{clear}}

=== Potential operators ===
Some countries almost purchased Harriers. British Aerospace held talks with Argentina, Australia, Brazil, China, Switzerland and Japan.

==== Argentina ====
When the Argentinian Navy looked for newer fighters in 1968 the US government only offered old A-4A planes instead of the A-4Fs Argentina wanted. Argentina contacted the British government in 1969 and expressed interest in buying from six to twelve Harrier GR.1s. In 1969 the Argentinian Navy received its second carrier, [[ARA Veinticinco de Mayo (V-2)|ARA ''Veinticinco de Mayo'']], from the Netherlands. On her voyage home, Hawker Siddeley demonstrated a RAF Harrier GR.Mk.1 (XV757) but Argentina opted for the A-4Q Skyhawk instead. There were several problems to supply Argentina with Harrier jets and engines that prevented the deal from being closed, and when the US learned of the Harrier negotiations they quickly offered a better deal to Argentina. Some years later, before the 1982 war, British officials again offered Argentina an aircraft carrier and Sea Harrier aircraft.<ref>{{Cite web|url=https://www.zona-militar.com/2018/01/19/dia-harrier-ingles-se-poso-la-cubierta-portaaviones-argentino/|title=El día que un Harrier inglés se posó sobre la cubierta de un portaaviones argentino|first=Jennifer P.|last=Olivera|date=19 January 2018}}</ref><ref>{{Cite news|url=https://www.telegraph.co.uk/active/9767830/British-officials-wanted-to-sell-arms-to-Argentina-before-invasion.html|archive-url=https://web.archive.org/web/20130102130523/http://www.telegraph.co.uk/active/9767830/British-officials-wanted-to-sell-arms-to-Argentina-before-invasion.html|url-status=dead|archive-date=2 January 2013|title=British officials wanted to sell arms to Argentina before invasion|date=28 December 2012|via=www.telegraph.co.uk}}</ref>

==== Australia ====
Planning for a ''HMAS Melbourne'' aircraft carrier replacement began in 1981. After considering American, Italian, and Spanish designs, the Australian government accepted a British offer to sell {{HMS|Invincible|R05|6}}, which would be operated with Harriers and helicopters.<ref name=Wright167/><ref name=Hobbs9/><ref>Jones, in ''The Royal Australian Navy'', pp. 226–7</ref> However, the Royal Navy withdrew the offer after the Falklands War, and the [[1983 Australian federal election|1983 election]] of the [[Australian Labor Party]] led to the cancellation of plans to replace ''Melbourne''.<ref name=Wright167>Wright, ''Australian Carrier Decisions'', p. 167</ref><ref name=Hobbs9>Hobbs, ''HMAS Melbourne – 25 Years On'', p. 9</ref>

==== China ====
As early as 1972 the Chinese government started negotiating a purchase of up to 200 Harrier aircraft. Due to internal political issues, China put the negotiations on hold. In 1977 Li Chiang, the Chinese Minister of Foreign Trade, visited the UK and British Aerospace organised a Harrier flying demonstration. In November 1978, the Harrier-demonstration was repeated for the Chinese Vice-Premier Wang Chen during his UK visit. The Harrier deal would have meant British Government ignored United States laws that prohibited such sales to communist countries. British [[Prime Minister]] [[James Callaghan]] noted significant hostility from the USSR over the sales bid.<ref>Haddon, Katherine. [http://www.chinapost.com.tw/international/europe/2008/12/30/189834/British-bid.htm "British bid to sell China arms provoked Soviet ire: secret files."] ''China Post'', 30 December 2008. Retrieved 23 March 2010.</ref><ref>{{citation|jstor=30173489|title=The Harrier Jump-Jet and Sino-British Relations|journal=Asian Affairs|volume=8|issue=4|pages=227–250|last1=Crane|first1=David|year=1981|doi=10.1080/00927678.1981.10553811}}</ref> In spite of that, British Aerospace convinced China that the Harrier was an effective close-support fighter and was good enough to act in a defensive role. In 1979, the Anglo-Sino deal was nearly finalised before being cancelled by the [[Sino-Vietnamese War]].<ref>{{Cite journal|url=https://www.academia.edu/8059397|title=The Modernisation of China and the Harrier 'Jump-Jet': Sino-British relations during China's 'opening-up' to the World|first=Edward|last=Harvey|journal=The Berlin Historical Review: 1 (2013)|date=December 2013|via=www.academia.edu}}</ref><ref>{{Cite journal|title=The Harrier Jump-Jet and Sino-British Relations|first=David|last=Crane|date=3 January 1981|journal=Asian Affairs: An American Review|volume=8|issue=4|pages=227–250|doi=10.1080/00927678.1981.10553811}}</ref>

==== Switzerland ====
The Swiss Air Force was interested in purchasing some Harriers as its doctrine was to operate in hidden and dispersed locations during the Cold War. British Aerospace held talks with Switzerland offering AV-8s to replace [[de Havilland Venom]]s. A demonstration was made by test pilot John Farley and XV742/G-VSTO in 1971.<ref>{{Cite web|url=https://migflug.com/jetflights/hidden-swiss-air-force/|title=The hidden Air Force|date=12 September 2014|website=MiGFlug.com Blog}}</ref>