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    Warpaint 14 BAC Lightning

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    © All Rights Reserved
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    532 vues58 pages

    Warpaint 14 BAC Lightning

    Transféré par

    Raul Garcia
    Warpaint 14 BAC Lightning

    Droits d'auteur :

    © All Rights Reserved
    Téléchargez comme PDF ou lisez en ligne sur Scribd
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    WARPAINT SERIES No.14 our Lihning Ff of Mo 1 Sadron night imation No.1 ‘ont ine fighter dies The nearest aircrafts ‘S920, and the plture taxon In 1967. (MoD) Drawings by David Howley BRITISH AIRCRAFT. CORPORATION LIGHTNING F.6 (R760:G, No. 5 Squadron, RAF Bin! By Alan W.Hall RARELY has there been a peace time fighter aircraft that has Such iterest and the British Aicerafl Corporation's Lightning. An unconventional aircraft its eternal place onlookers as in British aviation history was that it became the first British designed traly supersonic in level flight fighter that the Royal Air Force had used Twas als the few RAF fighters that did not fire its guns in anger during the whole ofits in service life The Lightning was unconventional in that its win Avon engines wer it had swept back, mid mounted thin wings which gave it super’ manoeuvrability and the Avons were power ful enough in reheat to allow the Lightning 10 7 climb to 80,000 fet in just over two top of the other: ‘minutes. In other words it was streets ahead of ils predecessors, the Hunter and Javelin nd in fact the airframe was too advanced for ‘what inthe late 1940s and 1950s, when it was conceived, 10 do justice 10 its abilities when ‘computed to later American and Soviet Bloc Because o the advanced technology proposed in the P1, Short ros of Belfast wore contracted 12 Disld an sorodyrore west alcrat. now 25 the SE. "Thi. pieture showre fe with a high set falplane- matter on which Engheh Electric and the RAE had sifferent opinions (WAP) wvrscenomae LIGHTNING which were 10 come after it. Th range and endurance could be compared to a British fighter of the Battle of Britain whilst its armament initially of just ‘oo fuselage-mounted.Firestreak. air-to-air missiles and two 30-mm cannon was inade {quate in the extreme. Later when these were removed on the F. Mk. 3 the inbalance was cunced. Fortunately. these even more pro Were replaced when the ultimate F. 6 was pro Juced, Even then, when compared to an F-4 Phantom, for example, its hitting power was smal In spite of this, the aircraft's ability 1 out ‘manoeuvre any contemporary Nato ‘vas well known as as freque y's Warton photographer but rarely seen In Colour IR shows Lightning F.1 XM145-Q of Na.7A ‘Squadron carving out engine runo early in 1962 Str had been damaged’ by fr Tate im the pe ious year mioek air-to-air combat bewween rival friend forces ‘Yet asa crowdpullr at air shows at home ind abroad the Ligh wg was supreme. One of reavens only to can never for Sand the thunder of the engines 28 it 10 nd disappeared into the feturn omens later ina dive that seemed to ‘gtin momentum as it got closer to the runway. Rarely has there been such « powerful aircraft used for public display eAntinetani eeaienar me ‘The first prototype of the P.1, WGTEO. Above: Seen stroaruing its tal parachuie on tarda this Interesting peure shows the. unconventional leading edge slats which dropped down won the flaps were lowored. (RL. Ware collection) Right Roland. Beamont edges’ WOTBD may from the Neteor chase plane uring one of the early photo ‘Sesion withthe now srersit Aer several years {est fying It was uoed fr Fiestreak Wks and for ‘Ground inst uctional use in 1962.1 now part of {he aerospace Museum, Costerd. (RL mad col lection) ‘The Lightning was not an aireraft that one ‘could fool around with. It was posserful and 2 pilo's dream but one could never take liber ties with it, The ground crew on the other hand were not so well served. To change an engine could lake a day's hard work which is ‘a Tong time whe the Tornado where a complete engine refit -an be completed within three hous. The cockpit was a rather small and confined space as beftted an aircraft that was thought ‘would, under operational conditions, only be Airborne for son ‘most. The fact that Lightings undertook long-range deployments to other parts of the ‘world, even as far away as Singapore, meant ‘deal of organisation in order that in- flight refuelling tankers could meet up with them on thie transits, ORIGINAL CONCEPTION The Lightning story begins in 1947 with the issue of Air Ministry Specification ER.103 for a manned supersonic research aircraft 10 help Britain regain some of the time it had Tost through a hasty decision to abandon high speed flight Although heavily committed at that time to the Canberra programme, English Electric, as it was then, submitted @ proposal two years later, in 1949, which was formulated by the ‘company’s chief designer W. B. W. CTedky) Petter On 1 April 1950 English Eleetic received 1 Ministry of Supply order for two prototypes ‘hich became known by the company desig tation Pl, the initial letter indicating Pursuit “The aircraft was to be designed to explore transonic and low supersonic speed up to Mach 1.5. Fairey also submitted a design for ER. 103 and like English Electric was award ced a contract to build two. This aircraft became the world’s air speed record holder, the Fairey FD.2, which was to achieve 1,132 ‘mph in March 1956, The English Electric aircraft unlike its com temporary, had the potential of being devel- paged: tad lei Sa coped into a fighter aircraft which was indeed fortunate forthe company 28 to their delight it many of the requirements of another Air Ministry Specification F.23/49, which was promulgated at almost the same tims, for a Supersonic day fighter. Even at the early stages of the design it became obvious that with the many new and unconventional ideas being incorporated in the Pl thats slow speed trials aircraft of sim lar proportions would have t be built to test the wing sweep back ad whether or not alow ipkine was necessary. The design ‘and construction of this test vehiele fell to Short Brothers of Belfast. Designated SB. 5 the experimental aieraft had a fixed under ‘carriage and an alternative rear fos ‘options fora “T”tail ora low-mounted the latter being eventually adopted. The wings could be adjusted on the ground to have cither a 50, 60 or 69 degree sweep back. 1 was first flown on 2 December 1952 and remained in service at the Royal Aieraft Establishment, Bedford, until allocated. for vation in 1968 and is currently at the the Cosford muscurn, Petter eventually decided on low set wings and tailplane, swept sharply back to 60 degrees with 4 simple nose intake feeding 2 pair of axial-low turbojet engines, selected in preference to the centrifugal engines then ‘more readily available because of their nar rower diameter and potentially greater thrust. Originally the upper engine was mounted ahead of the lower one, in contrast to the arrangement eventually finalised During design work it was decided to move the wing up to the shoulder pesition on the fuselage whilst there followed a long internal debate at English Electric about the position fof the tailplane, The RAE was brought into the argument and opted for a high set tailplane which was thought to be safer. Various configurations were put tthe test on Short $8.5 W758 soon in its later colour scheme Iunding ot RAE Bedford with the talplane set iow ‘on the faseage. This was the solution which was prefered by Engen Electric and thoy wort ahead before conaulations had been complated (RAE) | English Electric/BAC Lightning camouflage and markings Drawings by David Howley XAEA7 th fat P18 9 November 1958 cra reach Mach © Note erga 18, XAGLT in lator contguraon. Used at EEnolish Electric Lightning, one of mo dovelopnent bach of BOCA oar nr Bop wim at Homer A Engle, flectie Uohnig T4 ooze ich September 1958 GACUGHTMING WARPAINT PAGES reborn a= AIR FIGHTING ing Dovelooment Batch X6332 of the A Fohing Bosc Lighning Fora ol Fete Commang Ta Ut Soot ‘8b Oreccoansmort of be Fe thee in he same markinge by he Brook Target Paitin Fight ert Squncron 1053. Ir dune 1970, to arc was opr: the SB. Just as woll, as whilst the debate was going on, those at English Blectric had ‘made up their minds and without telling the scientific staff at Bedford had gone ahead ‘with the prototype construction having decid eto build it their way. SUPERSONIC The two prototypes ordered under ER.103 ‘were designated P.1As and serialled WG760 ‘and W763. Under conditions of great seere- ‘oy the first ofthese, WGT60, was transported to ARAEE Boscombe Down for its first flight. This occurred on 4 August 1954 inthe hands lof English Electric's chief test pilot, Wing ‘Commander Roland Beamont wo lied the ircraft off of Boscombe's long runway for @ 30 minute sortie in which he reached a height ‘of 15,000 feet and a speed of 450 knots. O hs return he reported that the aiterait “lew beautifully’ ‘The flight envelope was widened rapidly ‘and on its thitd flight WG760 exceeded the speed of sound forthe first time though this twas not known until the following day wl Lightning XABA7 was the first prototype of the 8. R made Rs fst fight on & Apri 1957 and ‘nae uted for serocynamme nd reheat tials by Engisn Electric ane the ABAEE. Re last exper ‘mont! use mes to test gravel vtester beds at RAE Farnborough before going to Hetlow in July {oeo, t wae then exhibited at the RAF Museum tn 1988. (BAD) pias Giuxi len iraneid Vaneiere: test instruments had been analysed Toth of the prototypes were powered by a pair of Armstrong Siddoley Sapphire AS-Sa-5 engines rated at 8,100 Ib thrust each which ‘vas later inereased t0 10,000 Ibs with reheat. This enabled the P.1A to reach a speed in level, The sceond prototype WG763 made its frst fight on 18 Tuly 1955 and differed from its predecessor by having 2 pair of 30-mm Aden ‘cannon in the nose, and Tater, a jettisonable 250 gallon ventral fuel tank. A’Napier Double Scorpion rocket motor was also tested in a pur: poses by the RAF and later went on to be dis- enlow near the parade round where at that time all of the RAF's officer cadets did their basic training But the P. [A a stil only an experimental aieraft and English Electric pressed on with the development of the concept into a super sonie fighter. Thrce further prototypes desi nated P. 1B were built coming under the direct influence of Frederick Page (later Si luction betch Lightning XG325 was wilonds and Englieh Electric for teat work. One of the Ia. salon te sown mounted on the starboard pare part retention. Frederick) who as head of the design tearm “These differed by having Rolls Royee Avon engines fed through a cieular nose air intake Within which was a fixed shock cone to house ul succeeded Teddy Petter Warten the Ferranti Airpass (Airborne. Interception Radar Pilot Attack System) radar. This had the service designation of AL23 and was the basis forthe enfite weapons system that was built into the Lightning based on the American concept in which radar, amament land flying controls were linked to provide an all-weather interceptor which, once within radar range, could automaticaly track and kill its adversary without the pilot necessarily seeing the target. The pilot's cockpit was also raised and modified Maps and arbrakes fitted ‘The aninament for the fighter was estab lished as two de Havilland Blue Jay (later re ‘named Firestreak) infra-red homing, air-to-air missiles, pylon mounted on each side of forward fuselage and @ pair of 30-mm Aden ‘cannon in the upper decking of the nose. The Fitestreaks could be interchangeable with armament packs of either 48. two-inch lnguided rockets or two more Aden cannon. As a result of raising the cockpit height, ‘and to aid accessibility, a dorsal spine was fite ted in which avionics equipment was situated This also helped improve lateral stability at high speeds as did several subsequent {noreases in fin area The firs P. 1B made its maiden fight on 4 April 1957 and became the first British ai craft to exceed Mach 2 in level flight on 25 November 1958, This aircraft had a varied ‘career which ineluded being run into a bed of ‘gravel and then one of polystyrene foam at a Famborough test facility which was bein experimentally tricd out as a means of sto: Ping aircraft which had brake failure on land ing from crashing off the end of the runway. This was its last series of tials before being pt on display at the RAF Museum Hendon, ‘where it still remains. ‘The second and third P.1Bs were used by A&AEE and Rolls Royce respectively being scrapped following withdrawal from service in the mid-1960s, To speed the aircraft into service the re be a further batch of 20 P. IBS purely for development purposes Although the Bueanneer’s was preceded by 2 simi duction prototypes, such extrav cry from the stringent numbers ordered today Where the actual prototypes are re-configured Into production aircraft atthe end oftheir ser- rote often than not issued between 3 April 1958 and 1 August 1959, the fourth and subsequent aircraft having an even larger fin for compatiblity with its two missiles. The PIB was ehining’ on 25 November 1958 at Farnborough and was christened with a bottle of champagne being broken over the nose by Chief of Ait taf, Sir Dermot Boyle Five of the pre-production Lighinings ended their flying carcers due to accidents or mal functions which led to the abandonment of the aircraft in fight. One of the most spectac ‘lar was that of XG332 which was by pure chance recorded on film. The aircraft had been given an engine change and the pilot, ‘George Aird, a5 taking it on its fest flight on 13 September 1962 when on the approach to the airfield he received a double reheat war decided to attempt a dcad-stick landing. Ten seconds from touch down the aircraft pitched {Up out of conrol and the pilot ejected 150 feet. fbove the ground, The seat worked perfectly the parachute deployed and George Aird ceseapod with his life although he broke both ‘oF his legs. The aircraft plunged into a group ‘of greenhouses completely wrecking them the owner ofthe gre completely unperturbed by the destruction of fis livelihood. Hee was quoted as having said that the reonhouses destroyed and another seta sho distance away were due for pulling down and rebuilding anyway and that if any pilot chose to crash his alrctaft into the second set he would be very happy as he was fully covered by insurance and the cost of rebuilding would be adequately taken care of Almost to the day, and a year later, a Bucauneer taking off from Hatfield had com: plete engine failure and erashed into the see fond se of greenhouses, So much forthe value ‘of boing adequately insu SERVICE ENTRY The Air Fighting Development Squadron, part of the Central Fighter Establishment at RAF Coltishal, Norfolk, became vice unit to be equipped with the Lighting when XG334, the 17th pre-production aircraft ‘vas delivered on 23 December 1959 followed by XG335 and XG336 a few days late. With these the AFDS began to devise oper ational techniques for their advanced aircraft provide familiarisation training for the nucleus of experienced fighter pilots who had been earmarked forthe first squadrons. The unit also recorded the first fatality o a Lightning when XG334 had the dubious dis tinction of being abandoned in flight off the Norfolk coast on 5 March 1960 after the ait craft had suffered catastrophic hydraulic fail ‘The prototype P.1A WG76O wa lator used to test Teheot systems but this plete sso reveals that [Chad the wing configuration changed to that of {he Fe naving the leasing eape camber added [RL Mara cobection) BACUGHTING ‘WARPAINT PAGES ure. It was replaced on 25 May 1960 by XMI3S, which became the first fll-produc- mn Lightning F. Mk. 1. History decreed that it should also be the last F1 to be withdrawn, from service on 20 November 1974 when it flown ftom Leconticld to Duxford where it fitingly became part of the Imperial War Museums collection. Between these dates it acquired 1,343 flying hours and in the course fof the 517th hour, during 1965, it gave the pilot the fright of his life. Whilst at 33 Maintenance Unit, Lynebam, it was ing taxying tests in the hands of an ing officer who kept the too wide and suddenly discovered that he was bore. Fortunately this worthy had been a Sq] fAarc MN former fighter pilot a few years earlier and eept his head even though his last active fy ing appointment had been on 120° mph Chipmunks. To add to the problems he was not strapped into the cockpit, nor was the jection seat activated so be had no alter tive but to siay with the aircraft. Afier several gingerly executed circuits and several Approaches to get the right feel of the run away he succeeded in making an excellent landing. The subsequent Court of Enquiry did not award im any medals but he was subse- quently heard t voice the opinion that he deserved at least on Considering the sometimes flamboyant markings that squadrons bestowed on their Lightning F.3 XP096'5 of the Ai Fighting Develooment Sauxon, Or Lgnening F1 xM143:143 of No. 145 (Shadow) Squacion, 26 OCU, ‘Taking the barter One of the interesting tats onductod with W327, one of te 20 develop. ‘mont batch Lightings, was that of arresting over ‘unm on landing. ‘These were conducted. the ‘ted by Bouton ‘evance of the F3 production programme in {961 TRAE) unings, AFDS ied having merely the C Establishment crest on a black square on t fin with an individual areraft letter along it and the fall unit name underneath, Some time later the unit adopted red and black bars ‘on each side ofthe roundel in a similar posi tion to those on most other squadron aircraft several ofthe AFDS Lightnings took part in the frst air defence exereise caried out by the aireraft when they participated in. Exereise “Yeoman” atthe end of May 1960, oper from Leconficld whilst Coltishall's runways were being refurbished for Lightning opera tions, During these trials the first production order for 55 Lightning FIs was placed on 29 October 1959 which also marked the firs flight date of the first production aircraft. Five of these were subsequently cancelled and a FIRST SQUADRONS: The first squadron to convert to the Lightning was No, 74, also based at Coltshall, and pre- viously having flown Hunters. Deliveries Seuacron, one of 12 Ligthngs hat gove 8 com bined fiving deplay withthe Hunters of No. 92 ‘Squadron during the Y962 Faraborough ar show. ign Re-arming we misalle qulcly and afclorty. OD) began on 29 June 1960 and by mid-January the following year it was up to strength with 1B aiterat ‘These Lightnings also became the first 10 have elegant squadron markings, No. 74 pre viously having decorated its camouflaged Hunters with the famous tiger's head from their squadron badge. On each side of the nose roundel four black and four yellow ti were added and the fin had a large full colour, tiger's head badge on a white cir. cle together with the individual aircraft's code letter in black No. 74 Squadron's conversion to the Lightning was rapid. The first aircraft were delivered to Leconfield but after the squadron's retun to Coltishall the CO, Squadron Leader J. F. G. Howe flew his first sortie on the 14 July. By September No. 74 had received seven Lightnings and took these to Boscombe Down from where they flew a four ship formation every day except one, due to bad weather, for the SBAC air show at Famborough, The squadron cclipscd this the following year when in the company of the RAF’s off ial aerobatic team, No, 92 Squadron’ all blue Hunters, they did a combined display ‘Many have said that this was the highlight of all of the spectacular performances at the SBAC shows by the RAF and other aerobatic teams. With the Hunters starting thei rll half way down the runway the Lightnings took off ver their heads and went into a vertical climb Which was to set the scene for many an ind Vidual or squadton display thereafter. The noise caused by 12 Hunter-mounted Avons plus 24 Avons in the Lightnings i full reheat caused the ground the tremble. Press photog. mg beside the runway had to ‘cover their ears agains the noise. Several laid ‘on the ground to try and take pictures of this Not to be outdone by the al-blue Hunters, No. 74 had re-painted the fins of thir aireraft allblack with yellow codes and the tiger's head still on its white disc. I set the pattem for squadrons then about to come into service raphers stan Teo Lightning Fs, XMI40 and MNES, of Mo. 74 Seuadron, the fst to be eeulpped with the ype INS was i fact the frst Lighting to be delv= By Simmy Del (Mod) 18 of No 45 (Show ae 607. Note Saye Te BT as cach thought up a brighter and better set of ‘colour schemes to compete with their con temporanes, With the phasing out of the Hunter, No. 74 Squadron became the RAF'S official aerobatic team in 1962 under the ‘command of their new CO Squadron Leader Pete Boterll: No 74 Squadron rapidly ma itself. On 24 May 1962 eight of their Lightnings made the first overseas fight by the squadron when they staged through Karup de a name for ae in Denmark, going on to Vaste 4s in Sweden where several displays were flown in aid of a British Tra Week, before retuming via Norway In Jane show where the, ne aireraft went to the Pa ive an outstanding series robatic displays before doing the same 1's SBAC show The No, 74°s ged with maintenance iy Lightning Mk. 1s were and spares prob Ss NNo-i11 Squadron was the last of the two auadrone squippad wih the MKTA.The picture hove shows XiT02 in srviee a¢ Masham and {ett sean as Watshams gate guardian a role teen complete by tours wth 228 OCU and then Witisham's Target Feettes Fight (MAP) due to the doing and the Jems which was not unexpe amount of flying they were ‘dvanced nature of both the airframe, engines and avionics. In March 1963 the fast accident jn which an aireraN was lost occurred when Flight Lieutenant TJ. Bums bad to eject from XML42:B over the North Sea off Cromer due to hydraulic problems, INTRODUCING THE F. Mk. 18 Sources vary as to how many Lightning F Mk. 1s were built but tis thought more than probable that the mumber was only 19 be changes were made and the F.1A became the Standard, In this the VHF was exchanged for 1 UH radio, an in-flight refuelling boom was fitted and internally the (wo engines were uprated to Avon RA2ARs, Externally the F Mk. 14 ean be distin cessor by a eable duct on the lower fuselage sides The frst flight of a Mk. LA, XM1689, ‘on 16 August 1960 but i Squadron. it was retained by English F for radio and in-flight refuelling trials before going to A&AEE ly to No. HI Squadron. The first operat Mk 1A was XMI72 which was assigned to No. 56 Squadron coded °S' on 14 December 1960. OF the two intervening aircraft, XMI70 achieved a toil flying time of 14 minutes on ts first Might during which it suffered mer ceury spillage because of the heavy landing that was made, It was declared untit for fu ther flying and subsequently used for suc tural and systems test work before being scrapped. XMI71 was also used for test fly ing by ASAEE before going to No. 56 Sauron as “R’ in February 1961 read of going 0 2 Many of te Lgrnog FAs alo 228 OC at Pilot conversion taining. XH 189 iy with Now 137 Squadron unt wien ft Yook up is secondtine sted unt June 1974 ater which oy bawad at Guterion, Germany (0t¢.Young) aa palin wenn fea BPbroak’ cay 409 No. 56 Squadron was based at Wattisham along with No. 111 Squadron which was the next and last squadron to receive the Mk. 1A. Both squadrons soon embellished their ait- craft with squadron colours; No. 56 intially having red fins and a red and white chequet board on each side of the roundel. The squadron's Firebird insignia was painted on the red fin in full colou. This squadron eves tually became the RAF'S official acrobatic team in 1963, No. 111 Squadron received their frst Lightings in March 1961 and their first markings consisted of a black lightning flash piereing the nose roundel and the unit mark- ing of a cross of Jerusalem, three seimitars and crossed swords painted on the fin, Teel o SMT LEINIS Gaiaee Lightning F:1A 2109 X of No. Squaon, Used for tage aces, 3 xP695696 of 21 Squacron. 226 OCU 1670 to 1074 Ky PL Poe Chapman. Te eee eal nae an Tagt Foates Fightin 1978 Both Nos. $6 and 111 Squadrons were to act 4 precursors of in-flight refuelling for the ig with No. 56 completing a non-stop 10 Cyprus in July 1962 with the aid of amt tankers from No. 214 Squadron. A ‘month earlier No. I11 had Sent a detachment to RAF Germany for operating experience and later the same year deployed to Malta for air defence exercises followed by air-to- ground firing om the Libyan ra AAs all three squadrons were re-equipped with the F Mk. 1A the surplus Fs went to 226 Operational Conversion Unit which ‘moved into Coldshall on 13 April 1964. In September three ofthe OCU’s FIs were lent to No. I11 Squadron to offset losses by that unit and two of these aircraft, XMI40:R and Lightning £3 X87 16 of Mo. 5 Squacon. In use with te squcon's XM146:I were duly transferred to 111 acquir- ing full squadroa markings until they wet retirod in early 1965, From the same period F-1As supplemented and then superseded the F Is with 226 OCU which parted with its last F.1, XMI44 on 17 June But the usefulness of the F. Mk. 1 was not over Sev si der went 10 No. ance Unit at Lyneham where they were overhauled, par tilly disarmed, mostly stripped of AI radar and fitted with a Luncherg Lens which Imereased the aircraft's radar reflection ia ‘order to full their next and final role in RAF service. They became supersonic tag ‘weal to Tarpet Facilities Flights where two or three were attached to the Light tional bases. They were to provide much needed supersonic, high altitude targets for the resident squadrons which by then were ‘equipped with either the Lightning F.3 ot 6, AAs much ofthe heavy equipment had been removed these Lightnings became some of the fastest examples ever to fly. The fastest was said to be XML which was resident at Wattsham and had previously served with No. 74 Squadron in 1971 Tn March 1966 the frst TFE was formed at Waitisham followed soon afterwards with a Flight at Leuchars and Binbrook each of Which had three F. 1s on strength and were sven their own di The Lightning F. 1s were later supplement ced by F. Mk. LAs as these became available. prosuced ending ke days ae 9 gate guaran [No.$6 Squadron was the first to be equi the Lightning FA. Seon here in formation, he ‘wearing the fst colour scheme ‘io aquadson which wae later a ruch fic ata (A) By 1973 the novd for the TFFs became less and in December ofthat year they were dis: branded and the task absorbed by the individ tual squadron's o The last Lie to be kept flying re- ‘larly was XM135 which was used by No. 60 Maintenani Leconfield, where ‘Squadron Leader Bob Turpin, whe was the resident test pilot a the unit, used it for gen- ‘ral dies and in order to keep in regular fly ing practice ‘A number of early Lightnings ended their days as decoy aircraft distributed around ‘operational bases both in the UK and at Guterstoh in RAF Germany. Those that went to Binbrook were also used for tests on dif nouflage schemes duction of toned down markings forthe Lightning fleet. exchangeable thus making the ask of servicing more difficult than on a normal production aircraft. It was the need t0 ct the Lightning into service as soon as pos- Sible that made this necessary and the devel- ‘opment of the F. 1A with its various improve ments was soon to follow down the produc tion line ‘But English Electric were investigating even more improvements to the basic desig The F. 2 which was the next to be built di fered litle extemaly from the F. 1A withthe ‘exception of an intake duct on the spine for the aircraft's. DC stand-by genera TIntemally the F. 2 was fitted with partial ‘ORI46 instrumentation, and offset TACAN fornavigation, a liquid oxygen breathing sys tem, nose wheel steering and increased range. The Avon 201s exhausted through revised tailpipes and introduced, fully variable reheat system in pl four-pasition reheat used on the two earlier gegen * Lightning F.5xS806°8 of No 5 ‘e's sw the Fstodocion of ange ound he maple teat de oge, Lightning £2 XR718: of No, 5 Squatvon, August 1978. Lgnining 6 XS226'8 of No. § Squadron, Seon at RAF Lune luda, 22 Soper 1958. ‘a SSquscion. RAF Binbrook, 1972 Bic Leas Meeennr aaet Ne. 55 Squedron repainted thelr aircraft with red fins. spine and wing lading edges aading a larbe ‘Frabirds squadron signa onthe tall. This ple- thre, taken at Wateham, howe thst the tro Can. nonin the nose were aloe Blanked off (MeD) The first aircraft was serialled XN723 and made its first flight with Jimmy Dell at the controls on Il July 1961, Thereafter it went to Boscombe Down for appraisal ad then Rolls Royce at Hucknall Here it unfortunately crashed after an engine fire on 25 March 1968 A total of $5 were ordered but 11 of these were cancelled and two converted to F. 38 whilst on the production fine. Serials ranged from XN723 to XN735-and_XN767 to XNI97, The frst aie forthe RAF went tothe Air Fighting Development Squadron on 14 November 1962 and after eompletion of their ‘wials work the first operational squadron, No. 19 at Leconfield was equipped from 17 December 1962 onwards with the arrival of No, 92 Squadron also at Leconticld the second squadron to use this Ver sion and received their first Lightning F.2, 7, of 23 January 1963, Both squadrons were ally worked up by the summer of 1963 and had completed an intensive period of training including many supersonic intercep tions over the North Sea and experience in airso-air refuel 'No 92 Squadron sent on to become the off cial RAF aerobatic team in 1964 and painted the fins of their aircraft a bright blue.They took part in @ number of air shows including the SBAC show at Farnborough that ye Aer the first year in the pure inter role both Lecontield squadrons were given an additional task, that of ground attack. This was in preparation for being posted overseas ss part of RAP Germany where they com bined both tasks. Giilenkitken was chosen as their base and No, 19 moved first leaving LLeconield on 23 September, No, 92 followed three months later. Both squadrons remained the oay units to use the F.2and the F. 2A that followed. Differences between the two variants were instantly obvious as the F. 2A had the square topped fin and rudder of the later F. 3. In plan view the wings od to have a cranked appearance on the outer panels and a ‘much larger ventral fuel tank was installed Of the 44 F. 25 built 28 were converted to F 2A standard. The first F, 2A to be delivered twas XN789 which went 1@ No, 19 Squadeon on 15 January 1968. Lightnings played a very important role in NATO strategy during this period of tension between the east and west, Gutersioh was a mere 80 miles from the border with East Germany, The rapid response to an alert ifthe noefly rone between the two Germanies was in any way threatened fell mosily to the LLighinings as their ability to climb so rapidly and ther fast acceleration made the aircralt an ideal imtereeptor. Known as the Interceptor Alert Force, two Lightnings were always kept on instant readiness in specially built sho close to the runway, 365 days a year. Plots were chan Lightning F.4 XM 13727 s00n at RAF Binbrook in 4970 "aa part of the Target Facilites Flight tached Nox. Sand 11 Squadrons based thae The sirerat weare the TFF Dadge on the fn an hae al cannon and missle armament removed (Meo) PaaS BAC LIGHTING YoReeer: bone mone Pet Sols Srorgpculer lt Binbrook Target Facer. Fight Wom Ostobor 4072 uni the unit cisbonded and i's used 9 2 decoy ot the afield. (MoD) Lower lft: Another 18 Target Facies Fight alvrs® ae 3392 Richards) and ground crew lived in integral accommo: at n fully clothed, ready to get the aircraft ye within two minutes The effects of the Sandys White Paper on defence published in 1957 and the sudden careelling of many orders for aircraft and {equipment in favour of missiles wa still hav ing its influence on the situation ten years after the event. Expenditure on an adequate spares backing for the Lightning force erea cl the greatest of difficulties for the ground crews responsible for maintaining operational Lightnings when they were needed. Parts not available meant that some aiteraft beca hangar queens” waiting for replacements Items such a simple spring could ground an aireraft for as much as a week until one could be found. Although the Treasury and in part the Ministry of Defence wore responsible for the economies these shortcomings proved to be the wrong sort of saving as ground crews were forced to cannibalised aircraft in order to keep as many as possible available. Their ingenuity has rarely been mentioned but if it had ever come to open warfare one wonders how NATO would have survived. Only later tion mach the demand BRING IN THE THREE ‘The next generation ofthe Lightning was the F. Mk 3, It used the uprated Avon series 300) engines with a thrust of 13,500 tbs cach, boosted 10 16,360 by reheat or more than twice that of the power available tot Lett One of three Lightning F1As inthe Levenare ‘Target Faciities Fight was XM973. 1 was eventually gate guordian at Be IinNo.74'Squadron markings Lghteing Fr ata4, yet again The sera ‘ppaared in many ifort colour achemes, here ithos No. 23 Squadron's merkings, coved in aty 1972 ater the TFE had boon absorbed Oy the Seuaaron (MG. Youre) The Lightning 2 originally equipped both Nos. {Send2 Squadrona t Leconttalé The tronation tc Mc 2As began afer the squadrons, went {0 fo squacron us withdrawn in 1973 nd used at 2secoy at Gerson (APN) nal English Electr P.1 Another important change was the weapons system. De Havilland had been working on a successor tthe Firesteak airto-aie missile as this Was only capable of being Launched in a stem chase. Their latest weapon, the Red Top, was capable of being used on a collision course, had a more powerful rocket motor and was far more manoeuvrable These ates plus the addition of Ferran L238 Airpass radar gave the Lighting F. 3 quite an advan tage over its predecessors. Butone important thing was lft of. This was the provision of two 30mm Aden cannon in the nos. It made the F fring sya not really capable of aie tunately this was later hour which demanded constant in-flight efu- “329, and *335, the lat two recognised and amendemenis made but not — elling fa sori of any length was considered. used for trials withthe Red Top missile. uot the F, 6 had been produced The prototype for the F. 3 was one of the The frat tue F. 3 was XP693 which made To compensate forthe larger missiles the original pre-production batch of 20 P. 1Bs. its fist Might on 16 June 1962, was later med Lightning F's fin area was extended by 15. XG310 was modified 1o F3 stindard and fed to F 3A standard but did not enter per cent and the characteristic square cut top made is frst fight with the alterations incor- squadron service. As late as 1972 it was still fas introduced. Other noticeable changes porated on 16 June 1962 although only had being used for the Multi-Role-Combat able duct along the square cut fin fied when displayed a the Airerafl, as the Tornado was then known, the fuselage sides Although some small sav 1963 SBAC show static park signboarded as avionic’ trials. XP694 was seconded 10 ings which led to extra Fel Being carried the the new and impeoved version Ferranti for their tials with the ATSB advantages were nevated when one realised Subsequently six P. 1Bs ftom the original improvements before it went to 60 MU and that the more powerful Avon was also a very pre-production batch were used for F. 3 pre- wavat last ised to No. 29 Squadron. thirsty engine and the Lightning continued to service tials. XG372 was the firs to be com- The first Lighining F. 3 0 enter RAF service be plagued with short duration of ess than an pletely modified but the others were XG328, was XP69S which went from Warton 10 a Fo included an extension of LUahtning F.6XS003-AJ of No, § Squadron batwoon 1086 and 1987, LUghining 6 xs002.4G go» Sauodron, RAF ) Bebreok, 1988 Lightning £8 XS897.A0 of No Squadton at RAF Binbrook, 1 (OBober Tobe, Uscavay thas rod, whte ond tuo oundos. TACUDiNNEG NORGANT PAGE BAC LIGHTNING PRODUCTION P.1A to T.55 ROYAL AIR FORCE ish Electric PAA its Mk. Is for F. 38 on 14 April 1963 followed by No. 23 in August 1964 and No. 111 in November 1964. No. $6 was the next in 1965 nd the last was No, 29 in May 1967. Subssquently No. 56 Squadron went to Cyprus where they replaced No. 29 Squauiron’s Javelin. HEret NETS ee wcres (on 9501 003) avon BUT sa Sas (on 960046005) akon ARES od ARE ch INTERIM AND FINAL Seater eR Cora, xo228 te xG337 (in seo to Sy aatce tune? (or o5020 5-98) ANTS SAY (os aise (agi ra ear eA Cer ee aise ngish Elec Ughmning hia z F. 3 was also modified during its service SGROB'o Mito esate 70,0821 000) M213 to XN career The F. 3A care into existence afer is cree especie 2aorcat Sales oe tr Sn}z3 to xno (ot 250% to 4, ‘97 1.099, 108 to 110, 1130 fully realised. The design staff at Warton, “i er eSNro ont, 12 8 Sr So nee Oy renee aera eteatea cree gle Elcire Lightning E28 ea ara Bash Ara Comortn, rote 2 new Soeteises fe 22 Saba 50728 0728, x73 6 NTO, NTO fearon probe aay perpen Sah Bis sag mone SW 21a ee ah can Corporation Ugrning (0 which was alded peoision fr two EEE Mi tee ROT tee eae Wants (on g6212 0 216) 71 arta ‘The wing shape was also altered by a cam: Ears a Ue erin med ring dre 3 ber edges extension Thi a ist of Se ey fire all been tried out on the P. 1A in. and the rk as gn cowaring XRT40 fo REE ToS ut he conkat Vs'consied and he stares purely cesonvored wa yond eS Jong tank on XAB47 in 1959 although onthe ent vc tauren ta jnodified F.the camber was slighty Tess TEES Se) SURE cn aga, mug w NMED cy 25061 fo ‘The wing had reduced outer panel sweep ora 74 mn 9607S 1000. "1008010 tee GGutersioh line-up. Seen in April 1974, soven #0 10, 41 Sea to its cared 2 acct Geli lo, Bian i Agr (ST, sos | Gath grete upper surace camouflage ond atrac a) We HV (on 0502 0 02S * Noe tens tpt ons {he fe marhngs. 778, te nest ero depiate osting rors) rae converted nom an F:2' Sansary 1968 and Srna rh S065 and 2967 aaron Se arene ee ee eeaoeri ary cmroat se om REAR er ARR IE rw 2m anal Acro Corporation Lightning F6 SUED Setts oh Sars a), Tos w xs908 fm 95239 » 250) inulise ts See een an SEER BS anni rrr Pe caer ees Wah 28 RT ir dt nr ‘x Such overa ee to BA tr Capi 1986. ZF595 to ZFC ROYAL SAUDI AIR FORCE English Elecric Lightning F xe grandma use oy ish Elecric Lightning F2 Xn 3a tr geund inenuctoi we ony Englisn Electric Lightning F532 ‘5°85 to 459 (ex BVPOTKNTO, XN7GE, XN7OT,XN720) OC those 65S “ater tncare 99, '050 became 670, 668 Docama B11 and B88 bocame 6 Elis Electic Lighting 59 5So0 tex 3 A792) S067 to 500 (cn 95272 fo 201,209 to 206, {3 900.2378 Hos eater, otn ere Par oe SERED len V4 nals) ter Became 607, and 64-651 (ox. XM002 Tete Beco 508, Brits AiveraR Corporation Lightning 75, S510 (ex 400, AG am 6024, C28, 030° Note oso "pate ne iat tig nono st wins AC cso opraie Ughning £8 XR70 ‘obure wi te hts soi 89.770 Tor KUWAIT AIR FORCE ngleh Eker Lighting F [Brien Areraft Corporation Lighting T55 SSur1D 0811 bart rumor probe wat soon oped from he 75 1906 n spurcus RSA fry purposes Noto: The so of the consictors number nts and oer references doesnot apply the corele 3 arcat S area searerah 2arerat ‘us fu leaks (M6. Youre) SSrrame” The te tne fhe purer gonoraly apple 1 he forward fustage secon Cry fe arc: ‘tor arcrat according to standard Engen Bec ae thon Brake Ata Corporaionaslcy This has ‘ten causad cafisen fo fesearchers and apples pateulwly to cases whore constructors Mumbo ‘Spoor to be plated. nated tblo by" Binbrook on 1 January 1964 to be taken on. sirength by the Central Fighter Establishment. A total of 70, in the serial ranges XP693 10 XP708, XP73S to XP765, XR7H to XR728 It wos later issued to No. 11 Squadron after and XR747 to XR7S1' were completed CFE evaluation. No 74 Squadron at Levchars although a number were meant to be modified was the fist 1 re-equip with the new version 1 later standards but none made the fill F when XP700 arrived on 14 Apeil 1964, The Lightning F. 3 was built in greater numbers than any other mark of the airraf. daa be Ale taco Mk 6 requirements, Five home-based squadrons initially had the F3, These included No, 74 which exchanged Both RAF Germany Lightning squadrons ong pally arived in their naturel metal fsh, In tho tive ius spine and fn ead by th suodron for their aerobatic team appearances. The plete twas taken on tho approsch to Gutersioh In December 1970.(M. . Youn) and increased leading edge camber so that lift was improved at high angles of attack and increase of range and endurance of some 20 and an increase in the high altitw Performance at sub-sonie speeds and a better The Lightning F3 also introduced long ange tanks. These, containing 260 gallon were unique in being attached over the wing instead of underneath it The reason was that undercarra convenient place was available for underwing tanks to be ited BAC designers therfore fitted two pylo o the fuselage which could be use her for the long range tanks oa addition tation was dropped and the Mk, 6 intro- Avon 301, F2As were not fitted with over al weapons stations duced on what had been the fifth F.3 produc- wing tanks which was rather surprising but Phe Lightning's fuel capacity was tion aireraft, XP597, after ithad been back to did have all the other modifications which ncreased by 1,000 gallons but the tanks pro- the manufacturers for modification. It made went into the F.6 hibited any violent manocuvres and in the its frst fight as a Mk.6 on 17 April 1964. The first batch of 16 F.6s XR7S2 to XR767 vent of close air-to-air combat had tobe jet- Several other aircraft were modified at about were completed without the overwing pylons icone this time including F2s XN724 and XN72S, but these were added ata later stag. The first Although this version was initially referred the latter being the fist to fly with the cam- aieraft XR752_ made its firs from sts the E3A the number of changes and dered leading edge tothe wing. Itwas also the Samlesbury on 6 June 1965 and was deliver iinprovements made vere such that this des- firs F.2 modified aireraft tobe fitted withthe to the CFE on 26 November: BACLIGHTNING WARPAINT PACE Lightning F XRY7HAF of No. § Squadron in 1988, Ligntung F:8 R726: of No.5 Squadron, Birkronk, 15 August 170 pated n We markings of Ho, 23 Squedon to mark he Llpnirings 250 aniversary ating 75 XS486 of No.5 SQladion departing Ache in ne 1980\chor the Armament Practee Come. “The two RAF Germany Lighting squadrons wor ‘hen on uoper surface dark green camouflage Scheme shorty after ther aval ot Cuterslh, Nose’ and fin markings ware retained, that ett Showing XNT23'V of Ne. 92 Squnaron wit) 2 West Gorman Ait Force F-4E on an exchange visit and, fower lot, XN708%d of No. 19 Squadron ready for hoot (AP) Out of the batch of 16 interim F376 Lightings two went to the newly formed No. "Squadron at Binbrook, XR7S3 and XR7S6, arriving on 10 December 1965 to be followed shortly thereafter by XR754, No. § Squadron. had previously been stationed in Germany flying Javelins and duc tothe rather slow pro duction rate at Samlesbury, only three aireraft a month, i took until March 1966 before the squadron had received all ofits airerafl and ‘operational efficieney was reached. The first full standard F.6 to come off the proxivetion line was XR768 which was deliv tered to No. 74 Squadron on 1 August 19 all 38 full standard Fs were built in the ser ial ranges XR768 to XR773, XS893 to XSOOL and XSO1B 10 XS9B8, No. 74 Squadron received all 12 of their jghtnings by December 1966 and embarked tna number of trial. The frst was the fitting wok under the rear fuselage which was designed to catch wites stretched across the runway in the event of a possible 0 pletely suecessfil and al Fs and later FAS of a spring-loaded arrestor were retrospectively equipped he other trial of some signifieance involved five hour flights round the UK at a height of 35,000 feet and in-flight refuelling ‘Seon at Bitburg in August 1972, Lightning F2A XWia3.A of No. 92 Squadron has the colourul Tears ofeal ‘aerobatic team. (MG loyments_ pl At the same time the compatibility of the hen fitted with over wing tanks th Lightning, trainer, oT The move was to be supported by 17 Vietor tankers of Nos. 55, 5 4 Squadrons and the sby the CO, left Leuehars on 4 June. Five more followed the next day and the ast two left on 6 June. All arrived safely by 11 June without in ramp. v Apel 1974. The aerate ‘line Nom 1 and 92 Squadron F:2s have hod tho ‘engines and radar removed. M0) SAE Lipa Gia {Taken in September 1974 tis excelent Lightning F2A'pleture of XN724:2 from No. 19 Squadron Clearly shows the extent to which the dark green ‘camotffaga scheme extended under the. wing {ending edges, (RAF Germany) Sou ast Asia area. ‘The squadron retumed to August 1971, the Lightnings being flown to Akrotiri, Cyprus to be handed over the No. 56 Squadron. Meanwhile No. 5 Squadron was also bound for some long distance flights. In 1968 they made the trip trem Binbrook to Bahrein, a distance of 4,000 miles in eight in supported by the tankers of Squadron, hours once No.2 RUNDOWN With the advent ofthe F-4 Phantom into RAF service the number of Lightning squadrons was reduced. Those to be the last were Nos, 5 and 11 Squadrons based at Binbrook. Their task in air defence during the late sixties and carly seventis was as much as anything con. nected with the Soviet reconnaissance aireraft such a8 the Bear that made frequent trips down the North as East Anglia and ‘were escorted for most of the way by ‘mings. from Binbrook and. Phantoms Leach The very last squadron to equip with tings was No. 29 which replaced No, 56 at Watishan when the latter went t© Cypras in April 1967. In Fact they exchanged airfields as up till that time No, 29 had been at Akrotiri -d with Javelins. Tie airraft came from ‘mixture of F3s bequeathed by Nos. 74 and 33° Squadrons which they operated until December 1974 when they re-equipped with Phantoms At the peak ofthe Lightning's carer there were eight squadrons either at home or over eas. Nos 74, 86, 5, 11 and 29 have already tbeen mentioned but these were supple by 111, 19 and 92 in Germany. Each tained a year round eyele of practic intercep. tions, live missle firings gun firing at towed targets, in-flight refuelling and alert scram: as fa ‘A 24nour round.ne-clock alert status was main {aimed by the Lightning squedrons in Germany Specialy constructed shelters wore established fn the runaay's ond so that pots and ground row could get tho airrat started and inte ai Win thee or four minutoa. The plete, ght Shows 2 pilot dashing for his lferat. Note the one dome on the windscreen edge ready fr Imomediots use. (MoD) views and fly in mack combat with othe forces in Germany the Lightning stayed oper tional until 1977 with No, 92 being the first 0 disband in January followed 1wo months later by No, 19 Squadron. Their aircraft were dis bles. They also indulged in a number of over seas flights, mostly to either Malta for exer cises of Akrotiri for Armament Practice Camp. Exchange visits to other Nato coun- tries and even further afield provided much light relief and the opportunity to exchange BACLIGHTNING WARPAINT PAGE 21 ‘Above: Lightning Fs their een oft (Nc. Youngh head ofthe scheduled date and was flown by fi was coming out of a roll. The pilot, Tohany Squier, ejected asthe airerat went out f control and he survived. Unfortunately the a somewha TWO-SEAT TRAINERS ‘Sacedron F3. xP762:0 ia soon over Slam rook. Right: With thelr undercariages just Tetracting, two Lightning Fs ot No. 11 ‘0 rapid that he had ency radio call and although he fate his dinghy he was not found by the massive air-sea rescue search tat followed. Taken by the current and with the aid of driftwood paddles he managed to reach the shore 28 houts later ‘As result ofthis accident the flight test programme for the T:4 was set back as all 111 Squadron Lightning sagen trom. 226 OCU (No.tiS in thee mist (A.HEMAl GA LETS GROOT PAGE 23 LUghniag FS XS00284 of No, 11 Squadron, RAF Binbrek, 2 xnr79x oe eden PAE on : GEA RA Lett: No, #6 Squadron's most colourful petiod twos when they paint tht alrerat wrth red and Wihke chequers om the fin This F2 ta XR720-E Iabich wom ith the squadron rom 1965 to 1968 at Worsham (APA) Lower left The ‘Fiebird Ifatgnia appeared in dierent places nd sizes on No. 86 Squadron sierat. This showe XP69S:N in ‘Syprus on Armament Practice Comp (WAP) subsequent flying had tobe carried out by the Femaining prototype XL629 which had only made its first fight two days before the crash This aireraft also had its problems although of ore minor nature. On one flight the tke: off run had to be aborted in a hurry when the canopy came off, This aiteraft went on 10 Complete the test programme and after 187 hours flying was passed to the Empire Test Pilots School in May 1966 at Famborough making a move 10 Boscombe Down a year Tater where it was eventually placed on a pole in 1981 as a gate guardian The ftst production 4 was XM966 which was one of a batch of 20 ordered maki first light om 15 July 1960. This machine together with XM967 never entered RAF ser vive as later they were both converted to T Mk. Ss. ‘Out of the 20 T. 4s built only 18 entered RAF service cither at the Operational Conversion Unit or in front line squadrons. ‘Out of these five were destroyed in eras “and two were bought back by BAC for useo the Saudi Arabian contract which will be mentioned later Two Teds were converted to basie TS con: figuration at Filton the first being the second airframe of the batch of 20 Serialled XM967 it made is first Might on 29 March 1962. This version was based on the F3 in equipment and shape, apart from the front fuselage, hav ing the fattened fin as its main extemal eat Interestingly the later version ofthe train- cer had the throttles forthe right hand seat o the right hand side of the cockpit wal a result ‘of which meant thatthe pilot occupying the Tight hand seat, generally the instructor, had to fly let handed which was quite different fr a. Instructors quickly got used t0 the different arrangement in spite of carly ddoubis about efficiency. Loft: The familar air tale control butling at ‘Binbrook sets the scene fr thi No. 17 Squadron Cightnig F XPTOLBN in 1901 during tye grey ‘nd grown camautage period. (MoD). Below: The inter period betwoon camoutage and natural tela or most aquadrone dopended on whon the Sire was, due for major servicing. Hore two {ignming Fs frm No. 11 Squadron appear next fevach etherat one of the Greenham Common air ‘hows in the 1980s, (APN) BACLIGHTNING WARPAINT PAGE 25 casters tere tag 14 201973 of No. 19 Squarron, RAF Gurion, Toure and smal squneran bars appted betre repainting in Dark Groen ‘est Licirias Nee htning £3 XP705K of No. 23 Squaren, June 1967. Coded Lightning F:3s of No. 29 Squadron wore cont to ‘of Akt, Cyprus. Squadron whien wer tater supplomented by ai Caf from the UK a5 heme baced squacrone ro oped with the Fé. (MoD) ‘The TS was fully operational aircraft hay- ing radar screens for both pilots. It was capa- bile of carrying either the Firestreak or Red siles and later was to be fitted with jon in the forward section of the ventral fuel tank. Its perhaps surprising that no official recognition was given tothe eff ciency that could be achieved by having a two-man crew with one acting as the weapon systems operator whilst the together did the flying. Aircraft in other air forces and later, ‘with the advent of the Phantom in RAF ser- vice, proved that this was the most efficient ‘way in which to get the best out of the ateraft when under combat conditions. A developed two-seat operational Lightning could have given the RAF a distin advantage but the challenge was not met and the work load for the single pilot went undiminished, a fact recognised by airerew when visiting other frees equipped with (wos OPERATIONAL CONVERS JON UNIT The main user of the Lightning 4 and 5 was No, 226 OCU which was originally set ‘Seen on deployment to Luga, Malta, thete No. 29 ‘Squadron Lightning F-3s were taking part in Nato May 1869 Llohning £3 7004 of Ne, 28 Saunton, RAL Laehare Hitumbe fe Severo cra of te squadron Bod whto ne sed Bg Se SE paar oe Watrng Fe XI oF No 28 Saunton RAF Leters i / {Otay ibs Bown by ewe CO wg Cot Brune Hepns ¢ TEAC UGHINING WARPAINT PAGE 27 ‘Above: This rear view of a Mo. 111 Squadron ‘od. the Lightning F3, XP7S0°G shows clearly tho ni The onthe reheat nozzles ofthe engines and the ite 8 e108 Rov of kes. The pic ture eas taken when Tit was on deployment to in, Cyprus for Armamert Practice Camp. on Ministry of Defence annual Dries semecken ane bud : seorge as the ny chi noms ver patton opie ot Conversion Unit the RAF sold the thew sierat in white. This Lighting 3.15 Qand i was con, XP797iU seen at Louchare in 1964 shorty after the squadron recalved is ew ateraft having Converted trom Javeling the. year before, it OCU to move raehadin the eh Soa in August 1979 os! mat the most attrctive red and white colour with sche! Lightning unit borrowed mainly No, all ex-No. 74 Squadron air from 60 MU where they had been overhauled. verted into civil use as Teeside Airport. This At the same time the unit introduced one of — made it necessary for No o~< Ling £3 xFe' , 29 oun 187 Nem seed ‘the squadron insignia on each | round weer unmererarecense ae tga on thet eG Ju SS et s fe SH Fon Tc 3 Suen. Ts af as ase GAC LIGHTNING WARPAINT PAGE 29 ROYAL AIR FORCE LIGHTNING SQUADRONS Saari iar a serirntt ota wie ot & SSE ES Direc ate oe ey arate en 7a tee ar mtn 9 See Se pet ron ome er mm SERGE aie co wu es er LTA AR re me nme tye mre ee rng he a re 2 EUS SO a8 SR Se RON SO AEP el is : to a new home which tumed out to be Coltshall again, on 13 April 1964 A year later the first Lightning 1.5 XS419, joined No, 226 OCU on 20 April 1965, By hat time the unit was replacing its FAs with FIAs fiom Nos. 56 and 111 Squadrons These along with the T4s and T.5s were painted in the shadow squadron markings of No. 145 Squadron The immediate need for averting as many pilots from Hunter and Javelin squadrons as, Well as inducting new first tour pilots fom the training schools meant that Coltishall saw 4 lot of activity during this period. At one 16 OCU hha 0 less than 36 Lighw ous matks on strength, These were for a while divided into three different squadrons. One was the straight Conversion Squadron equipped with F.1As and T.4s which adopted the shadow squadron insignia of No. 65 Squadron. No. 2 was the Weapons Squadron using the same markings which had by then acquired a number of Fs, The last of the The Lightning F.3 remained in sor the final days of the type’ RAF ui as the twortone grey scheme ond Iter coded ‘DG Betore thee was the Advanced Squadron equippe with F.38 and T.Ss becom 27 Squadron No. 226 OCL 1974 when it was disbanded and many of the TLIAs and T.4s withdrawn and serapped. By that time the operational squadrons w Same squadron - variations in markings: Seven illustrations of the citer. fences in markings shown on Lighting Fs during ter service with tront Tine squacrone. "No. s Squadron's XR7S1-R showing the mople lat tall ‘maring inside a large 2° camoufiaged No. 11 Squscron FS XR720.M in February 1079 2. No. 23 Squodrons F.3 XP708i took part in the Pars ar ‘Show honce the ange identification number 20 en the nose. 4 Lightning F3 XProoK of No. 20 Squaaron shows the wider squadron bands next tothe Toundel vood later in the varante service wih the squadron” 5 Ne. 26 ‘Sauadron hod several varistions on the Firebird tall marking. The an nter- Inodiate shape on F.3 XR746:P whilst visiting Akron in the eary 1080s. 6 ‘Ranough Na, 74 Squadron had Diack tals and fas on the first delivery of £33 they lnorromoved thee in favour of the scheme shou Nore on XP7S4:M. 7 “Tha picture shows No. 111 Squadron's original highly colourul F3 colour Schome on ARTIC being run down and the need for numbers of known as No. new pilois diminished, Training was sill necessary and it was decided to set-up the Lightning Training Flight whieh was formed at Binbrook in October 1975 as a successor to “C” Flight of No. II Squadkon which was itself originally survived until September BAC LIGHTNRIO: WARRANT faast Lightning 14 xU889°X of No. 56 Squadionin 1869. Lgning Fs XPT Wo No. Sqn BAF Wav, the lange ace of Feord rn. — A Sah Es ee 4 scien ate 56 Spain. RAE Ao, te Boe fe retinas euced inser land on hi, Petar eaeetd Peepers habeas Beenie os) POE? GACLIOHTIONG WAREEINT Lightoing F6 ¥R770:C but showing no squadron markings could be tat this wan August 1960 tion wae in use for a short period by NO. 3 ‘Squadron, The Vuleane onthe sara ramp make colourful backdrop. (oD) formed to continue training of new L as No unit emblem which appeared in red on the fin. An F6 was added 10 the establishment in flying hours ind included both weapons and general han “ling instruction, Mi sitect from the Tac previously earned th shorter course Was ‘or | Squadrons for another from the LTE was Black who hed previ been a navigator on Phantoms was suecessfully concluded in April fore his being to No. It Top st, Lighining 6 ARISE of Ne. s a cri 176 4978. (6. Mangion) MISCELLANEOUS UNITS One cannot conclude 2 survey of Lightning ‘units without mention of a number that had a few or even just one on strength, OF these the Target Facilities Flights, previously men tioned, were the most prolific Early versions of the Lightning were first used for their supersonic target role early in 1966. Eventually TFFs were established at Leuchars, Binbrook and Wattisham, Coltishali presumably using the aircraft already with 226 OCU With the aircraft lightened by the removal ch ofthe military equipment such asthe non and radar at 60 MU, these Light became popular for use as air show mounts because of their speed and performance. One ted Lightning F.1, XMI44 from Wattisham, was well known as it seemed to appear anywhere one might mention for a ‘period between 1967 and 1970 TFF Lightnings had a variety of markings Leuchars had yellow nose rectangles with 2 rampant lion on each side of the rounde! in red. Wattisham’s aircraft had yellow, bli and yellow nose bars with afin marking 0 talleon. Binbe eagle over the stern of ‘adopted a small lion crest on a white fin dise and blue and white nose markings. Ina num ber of cases these reverted to the adoption of for other of the permanently based squadrons’ markings before the TEFS were isbanded on 31 December 1973 as spares for the earlier variants of the Lightning were by then getting difficult to obtain, The Maintenance Units closely associated with overhauls and major refurbishments of the Lightning force were at Lyneham (No, 33), Leconfield (No. 60) and RAF St. Athan, ‘loced before engine start unless thi wore 8 posed plete forth LUghining 6 XR771:C of No. 58 Squadron , RAF Watisham, 1976 [energie ab a apn Br bab oper | PAGE 4 GACUIGHTNING WARPAINT MISCELLANEOUS RAF and INDUSTRY UNITS. Ra te eomnemanmeame a Raia Een hon em, seamen te mn en Se gms mere nr wre roe arom Se Eero rom mmr a a TRAIT A ce a ok 2 gt A aE abe AEA te cea ata AIRCRAFT GIVEN SPECIAL ‘SQUADRON MARKINGS FOR ‘SPECIFIC ANNIVERSARIES 28th aniversary of Lightning 1973 No. 19 sane £6 xR7008 No: 3 Seinen Fe XR7aS XRG. No: Saumur F8 XR7GSE No: Stine Ee XAVotE No: 92 Sauna Fi X58 No: fr Squoson FT LIGHTNING GROUND INSTRUCTIONAL AIRFRAMES TILMAINTENANCE UNIT RAF Beste ighining F XP752 No 1 SCHOOL OF TECHNICAL TRAINING: Rar ston Uphining Fs x0396, No.2 SCHOOL OF TECHNICAL TRAINING: Recovers tUghining 4 XG397. No 4 SCHOOL OF TECHNICAL TRAINING: Reston PAA GTEO, LUghming 3 xca27 pring rs XS No & SCHOOL OF TECHNICAL TRAINING: Re Weston Tighning F1A xn70, x87 TxA Rar Bragoen Thing Fz xnre6 OFFICER CADET TRAINING UNIT: RAF Hencw Sin were, wo769, Pie Xan, ROYAL AIR FORCE COLLEGE: RAF Cranwo Tighning 1 x6329 AE Taghiing PDA N720,XN727,XNTT1 LIGHTNING GROUND INSTRUCTIONAL AIRFRAME IDENTITIES Zr, ore, rata wergn, ene BERD odie! Gut ee en ha in ar as ati Sues? oat, Sam at, Oe pero a es) oe, (N7as) "Beast (xN726), BeaeM (xNT28) Ge ae eel eae ideas Wiis GETS. ‘hance a ompany ath No 23 seuadton FO ERTSS:A from RAF Couche (cD) Lastly the Empire Test Plots Schoo! oper. ated the second. prototype Lightning. T4 L629, withthe number 39 ois fi, for a tuimber of years unlit was replaced by TS XS422 in 1976, LiGI TNINGS FOR EXPORT At frst glance it may be difficult to under stand why the Lightning did not sell into overseas markets as well a its predecessor the Hunter. But as with most things politics ed a lange part in preventing quite prof fable sales at least to Nato counties, espe lly West Germany. Once again the infamous Sandys White Paper on defence caused much of the trouble as nobody had enough money to develop the Lightaing’s true potential and it remained an aircraft that was tied to short range air defence of countries like the United Kingdom. Only later in its service life was its value extended by means of the Inger ventral fuel tank and over-wing tanks on the 2A “op left: This near plan view of Lightning FS Xi62¥H of No. Squadron iustrates the eam bores ‘sage fo the variants wing. Two practice Red Top miseles are attached to the iseloge pylons. Tep centre: The tail braking parachute on the Lightning was more often than Fat deployed te shorten tancing runs. This F of No. 111 Squodron fe ARIAT: Conte: Lightning 6 XRT?0U0 vf No. 56 Squadron. Loft: Veteran {ipntning F£6 X58) seen In the markings offs ‘orginal owners, NO. 25 Squagron at Leuehars. Inter served with Noa 5 and 1 Squadrons boing amouflaged in a light grey colour scheme in ‘April 1962 before being scrapped in 1993 ater ‘nving own 3,602.30 hours: (MAP) 6 for long-range flights. ‘The potential of the Lighting in other roles apart from air defence were investigated by BAC. Rocket packs both guided and unguid ced, bombs and other lethal munitions which had been developed by that time were shown to be suitable for adaption wo the Lightning Te was at that point that polities came into the matter, The Americans hod developed fighter aireaft which rivalled the Lightning in ‘number of ways but did not excel in every way. BAC, with eventual government assis- tance, set! out to sell Lightnings to the Hermans, initially, with the thought thatthe ‘other Nato signatories would more than like ly follow su Lockheed meanwhile had developed and flowin the F-104 Starfighter. Large contracts for the construction had been issved but the United States Air Force did not want the ait craft for a number of reasons, US salesmen saw Nato as bei al tatket for the F 104 and they were almost given away to countries like Germany, Holland, Denmatk, Belgium, Italy and Norway which completely This Lighting was originally bull as an F3 but onward at Samlesbury before ise to Ne. 23 ‘Squadron. transterredto No.5 Squadron coded Pin 1974 and became theft of thor araft © feceive green and grey camouiage. Grounded DDecause of fuel leaks i wes tefrbished and i Now it Squadron finishing is fying ddaye at Binbrook on 22 Agus! 1987 (G.Mangion) AW LIGHTNING GROUND TARGET AND DECOY AIRFRAMES OTTEROURN RANGE: Sighting 3 XPOOs, XP7O2 PROOF ANO EXPERIMENTAL ESTABLISHENT: Snosress Tear? SACTENEMAS ESI ReSiy Saas taba £3 Sata Revae tpn 2 9728 x77, O77, DB Ughining Fe XR, xS027, [PROOF AND EXPERIMENTAL ESTABLISHMENT Pondine Eganng PS xPYOB XPTSE-Ugninng Pe XSE0S RAF aINBROOK: Cgnning EIA. M173, xa xM 183 Ughinng F:3xboas, KBPON, XOPUG, E748, XPT, XRT gnning Ea Rie. UBhinng Fs esate, x42, xs449, xS450, XS4S2, XS454, xSA58 [Ughinng He X78, 88022, S020 [ovedfortateSamage repay RAF BRUGGEN: Spang FPR rs, res, ar, re, 47H, 2079 Ugmining Ta cu970, aKa RAF CONINGS®Y: Ulgmrang 2A X72, xN7TA Ugmining FS RAF GUTERSLOH: {lgmnng FA XT 89.xut82_ M189, xMT6, M215 DIE igen Far RT, MPP NTP, SND, Uighining Ta Mars, xMao RAF LAARBRUCH: UBotiing FIA N24 X73, XNT32, N79, XN773, XNTT, MA SNTOT, XN7EO, NTO RAF LEUCHARS: Gonning FAIA xMi44, atte, XM@178, ging F2A S776, XN RAF WATTISHAM: ghia et XMrt39, xt. RAF WILDENRATH Bohning BA XNT9S, XN777, XN7ZE, XN7E2, XN7BB,XN7O3. Ughinng Ta eos WeMouAY RANGE: Upmming hPa ene eae ‘ousted the Lightning on the cost alone, no matter that it as a much better aircraft. The F104 was even built under license which was another factor in its favour, But there were other markets and BAC ‘went after them. Presentations were made t0 the air forees of Japan, Singapore and several South American countries. In each case the “American alternative won greater favour. One interesting ase, quoted in a number of sources, states that the Nicaraguan govern- ment tured down the purchase of Lightnings hecause although the aircraft could be export- ced by sea it would have been impossible to get them from the docks to a suitable airfield ‘because the wing span was too wide for the streets along which they would have to go.and there was no ay that the wings could be detached from the fuselage. BAC also knew that certain Middle East ‘countries were interested in improving their air defenses by the purchase of suitable air- craft. Here they were up against the Soviet aircraft industry as countries like Egypt had accepted numbers of Russian-buit 1-28 Beagles and MiG-17 Farmer aireraft whilst the French were at that time supplying the needs of Israel, “op lt: Two of No. 11 Squadron's Lightning F.55, XSHS2'H ane XS900-0 takeoff wh full reheat from Luga during Exercise Lime ug 70. (6 Mangion) Left No. 111 Squadron was equipped wih the Lightlng F3 as standard but ins FS Sequied thew Idonty ta June 1978 for'a bret Perea bofore tho squadron clsbanded at ‘ottisham (¥.6. Young) Several of the last Lightning squadrons vied with ach other over their prowess i formation keep: Ing ‘Ths picture taken of four Fe of Now ZS Squadron contrasts well with that on the front over The formation includes XR728 0, XS937-© SRRTATIK ane KRISUW A Seem to have that wel ‘worm operational look typial of natural metal ai ‘raft ofthe 1960 to 1970 period before the itro- fetion of cameutage. (BAP) This left Saudi Arabia, Iraq, Iran, Syria, Jordan and Kuwait as potential customers and ‘out of those Iran seemed 0 be in favour of ‘American supplies and Syria had come under the influence of the Soviets. Saudi Arabia in the early 1960s was pro-British and in view of the roubles mounting inthe Middle East, and. their own problems with Yemen, were in need of radically updating ther airforce ‘The negotiations with the Saudis were widened to include a complete air defence package which was given the code name "Magic Carpet’ Initially this consisted of six Lightnings, two trainers, sic Hunters and a battery of Thunderbird ground-o-air missiles. ‘The agreement also covered the necessary personnel to fly and maintain te aireraf, pro: vide air trafic control facilities and radar ‘operators, The six Lightnings were taken from RAF stocks them in store. These were bought beck fiom the MoD and from basic F.2 standard were modified to F'52s. The aireraft involved were XN795, XN770,_XN767,_XN797, XM992 and XM989, the last two being for- mer Ts brought up to 7.54 standard, They were all delivered by air direct t0 Sauk Arabia by early June 1966. ‘Six Lightning F.86 of No. 11 Squadron, two Hunters of No. 229 Operational Conversion Unit find two German Ar Force Atlantics seen at RAF [Kinloss which mado up part of the international Nato defending force curing one of the annual maritime. exercises which took place anrually ‘hth the eade name Strong Express: (MoO) BAC LIGHTNING WARPANT PAGE 41 ‘This impressive picture of a Lightning F.6 and a “TB war taken in Cyprus won tho squadron was resident. This took pce in Api 1067 ‘Squadron replaced No. 29: Squsdron®s develins ‘nd istoe Ura sanuary 1975 when the sauadron feturned fe Washam belore Gnbanding on 28 Sune 1975, larly on in their careers these Lightnings suffered from over-exuberant handling. by Saudi pilots and to were lost in accidents carly on. They were replaced by other Lightnings bought back from the MoD, mod ified, and flown out to Saudi Arabia Initially the Lightnings were assigned tothe RSAF’s No. 6 Squadron and arrived at the front-line airfield of Khamis in August 1967 in readiness for a show of force against the Yemeni opposition. Several adjustments had to be made by Ainvork Lid personnel who were doing the servicing before they could be ised operationally, but this was achieved by 13 November. Theit rival had the desired offeet and raids over Saudi airspace almost eased. Nevertheless the unit was hamstrung by the lack of spares and the lack of Lightning 5 XR769:8 of No TA Squadion, RAF Tengah, ‘SBpepor the ne 1608, Lightning F:2 XN76B'S of No, 92 Squadron, RAF Gutrsh, GBmanfin tho ony 9708, Lonining T4 XMG95:7 of No, 92 Sauodron, RAF Guterto, ‘Germany 1968. Gomanyia hing F28 XNTBDK o! No. 82 Squadron, RAF Outro, "PAGE 42 BAG LIGHTNING WARPAINT RAF LIGHTNING LOSSES Aes oa tops seston nant i ie 25s, ie i Gea tie in Wee his ie Ws Fors eR hee oe 2 ial, ge 8 See, eae Beet ge i Bese ee be i Bid, foe FL BRaa"s, oh eee Eh Fee ae Be i heels Be one BEE FE alter me ae i ie fe ge ie fe ee ee Be 1 RES on XS893-£5 12 August 1970, ae Hates Be fh tee 8, 8 goer ie 1 airs! 3 7h en ee Ee es in | ies i ft ES oe Ee on Be i Ail SEG REL. Sr et ng root Sere ron ates Rees 2)

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