Aviation Classics 5 English Electric Lightning preview

Lightning F1s of 74 Squadron at RAF Coltishall, Norfolk, c1960. This unit was the first to receive the Lightning into Squadron service in June 1960, with the aim of integrating the new supersonic jet into Fighter Command’s Eastern Sector defence structure. No.74 was the only unit to fly the F1 operationally, as the upgraded F1A followed soon after.

Time Line Images

EE Lightning 3

Contents 6 Introduction – Going supersonic

50 Lightning F6 in detail

8 Dawn of the Lightning

52 ‘Gas guzzlers’

18 ‘Tigers’

54 Binbrook – the Lightning years

22 A Pilot’s perspective

62 Lightnings live on!

30 Thoroughbred Fighter Station

74 Thunder City

34 Lightning weapons system

78 A Lightning life

40 Lightning F3 cockpit

86 “Mayday, Mayday”

42 The ‘Hole on the Wall’

90 Scramble!

48 ‘Bee’ – test pilot of the ultimate British fighter

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92 ‘Brass Monkeys, Battle Flight and Low-Level’ 100 ‘Firebirds’

Editor:

Jarrod Cotter jcotter@mortons.co.uk Janet Richardson Dan Savage Ian Black, David Bowers, Martyn Chorlton, Douglas C Dildy, Juanita Franzi, Geoffrey Lee, Richard Norris, Jim Meads, François Prins, Clive Rowley, David Seward, Hugh Trevor, John Ward, Robert I Winebrenner.

Production editor: Publisher: Contributors:

104 Fighting the Lightning 108 Eject! Eject!

Designers: Production manager:

110 Air defence generations

Divisional advertising manager: Tracey Glover-Brown tglover-brown@mortons.co.uk

112 Lightning sunset

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Jamie Moulson jmoulson@mortons.co.uk 01507 529465

118 Riding the Magic Carpet

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Paul Deacon pdeacon@mortons.co.uk Sarah Downing sdowning@mortons.co.uk 01507 529549

Operations Director: Commercial Director: Business Development Director: Managing Director:

Dan Savage Nigel Hole Terry Clark Brian Hill

Editorial address:

Aviation Classics Mortons Media Group Ltd PO Box 99 Horncastle Lincs LN9 6JR www.aviationclassics.co.uk

122 Last of the Lightnings Left: Lightning F6 XR728 ‘on the pan’ at night. In its last year of RAF service, this jet became the favoured mount of Binbrook Station Commander Group Captain John Spencer, gaining his name and rank pennant on the forward fuselage and his initials ‘JS’ on the tail from July 1987.

Nowadays it is kept in ground running condition by the Lightning Preservation Group at Bruntingthorpe, Leicestershire.

Matt Jamieson Cover image: Lightning F1A XM171 of the RAF’s 56 Squadron ‘Firebirds’ aerobatic team caught in a dramatic vertical descent in 1963.

Courtesy Gp Capt David Seward

Justin Blackamore, Charlotte Pearson Craig Lamb clamb@mortons.co.uk

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EE Lightning 5

Former British Aerospace F6 XP693 highlights the Lightning’s outstanding performance. Ian Black 6 aviationclassics.co.uk

Thunder City’s T5 XS451 and F6 XR773 tuck in close to the camera ship as they cruise along the coastline of the Indian Ocean in South Africa. Jörg Adam

Going supersonic I t was a balmy autumnal morning at RAF Swinderby in Lincolnshire on 17 October 1984. That was the date of my passing out parade from basic recruit training in the Royal Air Force, and while we were promised the customary flypast, you weren’t told what aircraft it would be carried out by. I was hoping for something ‘tasty’.

After the reviewing officer had arrived and taken up his position on the dais, we were ordered to present arms for the General Salute. As I positioned my rifle and its shiny bayonet right in front of me, I heard a great roar and caught sight of two Lightnings flashing overhead – what a welcome into the RAF! And so it would seem to be that, while I never served on a Lightning unit, all the times that I came into contact with the superb jet fighter would be memorable.

My next encounter was after a long shift, when a search and rescue operation at RAF St Mawgan in Cornwall had kept us busy until late as a 42 Squadron Nimrod had been extensively involved. As I left the operations building the sun was just setting and there was a summery golden glow in the sky. I had noticed the arrival of a Lightning at the base earlier that day, and its departure fortuitously coincided with my leaving work. The sight of

its two afterburners glowing as they powered the jet up into that golden sky is still vivid in my memory.

Then, in early 1988 while I was part of the RAF Germany Harrier Force at Gütersloh, we were paid a visit by four Lightning F6s from 11 Squadron which were to carry out Dissimilar Air Combat Training with our Harrier GR3s. This was quite an occasion, as it was the last time the jets would visit this former Lightning base, and their imminent departure had been much talked about. Twoby-two the F6s lit the pipes, set off down the runway, then went vertical for a trademark Lightning ‘rote’. Even to those who worked with fast jets on a daily basis and were consequently almost blasé about being in such an environment, this was a breathtaking sight. But with it there was a feeling of sadness, as yet another era of RAF operations was coming to a close.

Little could I know at the time that over 20 years later one of the pilots on that detachment would be writing for me! In fact, I am fortunate to have been offered the writings of several former Lightning pilots for this issue of Aviation Classics, which has added to the variety of content tremendously. For example, Sqn Ldr Clive Rowley highlights the little-known operations of the F2As in West Germany,

Wg Cdr John Ward gives a fascinating insight into the Lightning’s weapons system, while Ian Black charts the type’s last year in RAF service. There is also a rare treat from Gp Capt David Seward, who tells of the 1963 ‘Firebirds’ aerobatic team. For those of us who enjoy watching the Red Arrows, just imagine a diamond-nine of Lightnings carrying out a loop!

What I hope is that the result marks the type’s 50th anniversary of entering RAF squadron service in a fitting manner. At the time of going to press this occasion was soon to be commemorated by a special open day at the Lightning Preservation Group’s Bruntingthorpe home, which was to also formally open the recently-completed Q-shed. This now houses the organisation’s two F6s as a fitting tribute to those who stood at constant readiness to defend our country during one of the most tense periods of history. !

Jarrod Cotter Editor

EE Lightning 7

WG760 after roll-out.

Time Line Images

Dawn of the

Lightning David Bowers highlights the origins, design and production of the all-British supersonic interceptor.

F

ollowing on from the remarkable success of manufacturing the versatile Canberra, Britain’s first jet powered bomber, the English Electric Company was awarded a contract by the Ministry of Supply on 3 August 1948 to provide a detailed design for a jet interceptor with the potential for supersonic flight, an excellent rate of climb and superb manoeuvrability.

So began the development and production of one of the most remarkable aircraft of the post-war years, which continued in RAF

service until it was stood down on 30 April 1988 – some 40 years after the original requirement had been drawn up.

Designated as the P1 prototype under Experimental Requirement 103, this project was first conceived by English Electric’s chief engineer, WEW ‘Teddy’ Petter, until he left the company in 1950 and was replaced by FW Page.

Rather than the conventional approach at the time, the design featured a swept, notched wing layout and low tailplane. This change of direction failed to meet with the

Head on of prototype P1A WG760, highlighting the significant difference in the intake design compared to production aircraft.

Time Line Images Royal Aircraft Establishment’s approval, which then placed a contract with the Short company for the SB5, a delta-winged prototype with a ‘T’-tail designed to show up shortcomings with English Electric’s new design. However, this had the unintended result of validating the swept wing and low tailplane layout.

English Electric was awarded a contract to build three P1 prototypes on 1 April 1950, two of which possessed flight capability and the third as a structural test-bed airframe. Later re-designated as the P1A, they were to be powered by a pair of un-reheated Armstrong Siddeley Sapphire engines.

After making an initial test flight on 4 August 1954, P1A prototype WG760 broke the sound barrier reaching Mach 1.01 a week later on 11 August.

THE MAGIC FIGURE – MACH 2

WG760 being rolled out at Warton. North West Heritage Group

Development of the P1B took longer to complete, as it was recognised the aerodynamics needed refining. English Electric redesigned the wings with a straight leading edge, a nose cone containing the radar was added to the intake, and the cockpit was raised to improve the pilot’s field of vision.

The P1B also benefited from a significant increase in power output over the P1A: the Sapphire engines were replaced with RollsRoyce Avon RA24R Mk.210 engines, producing 11,250lbs of dry thrust, and 14,350lbs of wet-rated thrust with the afterburners in action. Its maiden flight was carried out on 4 April 1957. " EE Lightning 9

The P1A sweeps past the camera, highlighting its wing design.

Time Line Images

On 25 November 1958, P1B XA847 – now officially known as the Lightning – cracked the magic figure of Mach 2 in level flight!

The P1B represented a significant advance in development of the Lightning as these prototypes were a lot closer in design and specification to the 20 pre-production fighter aircraft.

Indicating further confidence in the aircraft’s potential, an order for a pair of twoseater T4 trainers was received on 15 May 1956; followed by an order for 50 production F1 versions in November of that year.

Securing these orders turned out to be fortuitous in view of a Defence White Paper issued on 4 April 1957, which ill-advisedly predicted the future of air defence rested with missiles rather than manned fighter aircraft!

DESIGN COMPLICATIONS

A problem that beset the engineers from the development of the first prototypes to the final production aircraft was the decision to install the engines in staggered formation, with the upper engine being mounted above and behind the lower one. The aim of this was to minimise the aircraft’s frontal aspect thereby reducing drag.

This proved to be most successful as regards performance, although the complex engine layout took up much of the available space in the fuselage; resulting in many complications for the engineers during the construction of the prototypes and subsequent production aircraft. As space was so restricted in the fuselage, it resulted in fuel having to be stored in the wings, which was in turn restricted by the swept wing design which presented a much smaller surface area than a delta wing would have provided for this purpose (the addition of a ventral fuel tank would later help the fuel storage issue).

This was a tricky issue that English Electric answered by installing a main fuel tank in three sections that took up most of the inner main section of the wings; with additional fuel storage provided along the leading edges. Underlining the need to exploit any available location for storing fuel, a small tank was also installed in the wing flaps!

The main landing gear had to retract into the thinner outer sections of the wings, as the length of the leg precluded an inwards retraction. " 10 aviationclassics.co.uk

“…P1A prototype WG760 broke the sound barrier reaching Mach 1.01 a week later on 11 August.”

Lightning front fuselage structures under construction. North West Heritage Group

P1A in test frame at Warton. North West Heritage Group

The P1B performed well, paving the way for the Lightning to go into production. Time Line Images EE Lightning 11

P1B XA847 breaks from the camera ship. This jet exceeded the speed of sound on its first flight on 4 April 1957, then on 25 November 1958 became the first British aircraft to reach Mach 2. Time Line Images

Even though the aircraft demonstrated an impressive rate of climb, adding a Napier Double Scorpion rocket motor was considered, however, this proposal was rejected later on in 1958, by which time the P1B had demonstrated its excellent potential in its intended role as a supersonic interceptor.

English Electric completed the batch of 20 pre-production aircraft by September 1959, which were fitted with a larger fin in order to provide better longditudinal stability because of the pair of Firestreak missiles mounted to the front of the fuselage. In readiness for RAF pilot training, the first T4 two-seater was test flown on 6 May 1959.

FIGHTERS ARRIVE

Lightning assembly line. North West Heritage Group 12 aviationclassics.co.uk

The first F1 production aircraft powered by Avon 210R engines made its first test flight on 29 October 1959. Deliveries of F1s to the Air Fighting Development Squadron at RAF Coltishall in Norfolk commenced in December 1959, followed by 74 Squadron on 29 June 1960.

Lightning centre and rear fuselage assembly out of its jig. North West Heritage Group

“…the F53 was used with distinction to suppress a border dispute with South Yemen in 1969 – the only occasion when Lightnings actually went to war!”

No.74 was the only unit to fly the F1 operationally, as the upgraded F1A followed soon after. F1As could be fitted with an inflight refuelling probe to increase endurance and had UHF rather than VHF radios.

English Electric then had a new task on their hands developing the Lightning F2, which first flew on 11 July 1961. Deliveries to the RAF commenced in 1962. The F2 benefited from more advanced electronics and rather than the four-stage afterburner, the new system allowed fully variable control of the power output.

Further development resulted in the F2A, which benefited from aerodynamic improvements, with an increase in the size of the tail fin and a cambered leading edge on the wings as featured on the F6. The first F2s modified to F2A standard arrived in September 1966.

Development of the F3 allowed more powerful Avon 301R engines to be installed, and after making its first test flight on 16 June 1962, the first aircraft were delivered to the "

Front fuselage structure under construction in a turn-over rig. North West Heritage Group

XG310 was one of the 20 pre-production Lightnings, though is seen here after modification to F3 standard. Time Line Images EE Lightning 13

LIGHTNING TIME LINE 3 August 1948 English Electric awarded contract to design a supersonic jet interceptor 1 April 1950 contract received to build three P1 prototypes 4 August 1954 first P1A test flight 11 August 1954 P1A achieves Mach 1 15 May 1956 order received for a pair of T4 trainers November 1956 order received for 50 production aircraft 25 November 1958 P1B achieves Mach 2 6 May 1959 First test flight of T4 twin-seat trainer September 1959 First batch of 20 preproduction aircraft completed 29 October 1959 First test flight of F1 production aircraft 23 December 1959 Delivery or first F1 to AFDS 29 June 1960 Delivery of first F1s to 74 Squadron, RAF Coltishall, commence 11 July 1961 First test flight of Lightning F2 16 June 1962 First test flight of Lightning F3 16 June 1965 First test flight of Lightning F6 December 1967 First deliveries of F53 to Royal Saudi Air Force 30 April 1988 Lighting finally withdrawn from RAF service (May & June currency flying only, all gone by 30 June December 1992 BAe retires development Lightning chase aircraft January 1993 Last military flight, XS904 Warton to Bruntingthorpe

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The first Lightning F2 was XN723, seen here on a test flight out of Warton in mid-1961. The F2 was the first variant powered by Avon 200-series engines with fully variable afterburning. Time Line Images

“On 25 November 1958, P1B XA847 – now officially known as the Lightning – cracked the magic figure of Mach 2 in level flight!”

XP693 was the first production Lightning F3.

Time Line Images

RAF in April 1964. This gave the green light for RAF pilots to crack Mach 2 for the first time whilst in regular service use.

The side-by-side seating with dual controls T4 prototype trainer was based on the F1A. In support of the F3 training requirements, English Electric then developed the T4 trainer based on the F3, two of which were later converted to T5 specification.

The most advanced version of this superlative aircraft was the F6. This started out as a further development of the F3 to F3A specification, with an enlarged ventral fuel tank which improved the aircraft’s flight range. XP697 was the first to be converted to F3A standard, which was re-designated as the F6 – the final production variant. F6s first entered RAF service with 5 Squadron in December 1965.

The F6 featured the same uprated Avon engines introduced with the F3, producing 13,220lbs of thrust, increased to 16,360lbs on full afterburner. This gave the aircraft a top speed of Mach 2.27; with a staggering rate of climb of 50,000ft per minute! Also equally impressive bearing this aircraft’s defensive role in mind, flight times could now reach a full two hours in the ferry configuration or one hour in combat configuration due to the additional fuel capacity and more efficient wing design.

Lightnings well on their way to completion. North West Heritage Group

EXPORT LIGHTNINGS

By December 1967, anyone looking over the wire fence at the BAC factory in Warton near Preston may have been surprised to see Lightnings in the colours of the Royal Saudi Air Force, as four ex-RAF F2s and two T4s were slightly modified to what then became known as the F52 and T54. Further orders from the kingdom were received for the F53 based on the F6, which differed in having

pylons for bombs or unguided rocket pods installed for ground attack operations in addition to the standard interceptor fit. It was also bought by the Kuwaiti Air Force.

The F53 was used with distinction by Saudi Arabia to suppress a border dispute with South Yemen in 1969 – the only occasion when Lightnings actually went to war. An armoured column was halted using SNEB unguided rockets which Roland Beamont "

ROYAL AIR FORCE MUSEUM COSFORD The RAF Museum Cosford in Shropshire, West Midlands, has over 70 aircraft displayed in themed areas, including the Research & Development collection. On display within there is one of the P1A prototypes, WG760 (photo Chris Pearson).

Also on site is the National Cold War Exhibition, housed in an incredible piece of modern architecture which holds 19 aircraft exhibits which played their part in preventing a potential nuclear holocaust. Of particular note, this is the only place in the world where people can see an example of all three of the RAF’s V-bombers in one place – the Vickers Valiant, Handley Page Victor and Avro Vulcan. Dramatically mounted Lightning XG337 is also displayed within the structure (photo David Bowers).

For more information and directions and opening times, visit www.rafmuseum.org

1. said were very effective. One Lightning was shot down by ground fire.

To support the Saudi and Kuwaiti training requirements, English Electric also supplied the T55 trainer based on the T5. It very usefully featured the larger F6 ventral tank.

In December 1992, long after the last production Lightning was delivered to the Saudis in June 1972, BAe retired their chase and test aircraft, so severing their links with a superb flying machine that had ser ved the company well. A total of 277 were built as single-seat fighters, with an additional 52 trainers.

Success of a sort, although to this day many maintain that through government indifference, and maybe the lack of a level playing field when it came to selling these aircraft abroad, the Lightning could have achieved world-wide sales with the right sort of backing. !

Royal Saudi Air Force Lightning T55s and F53s lined up at Warton on 12 February 1968.

North West Heritage Group

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2.

Protoype Lightning T4 two-seat trainer XL628 carried out its first flight on 6 May 1959.

Via François Prins