English Electric Lightning

Origins The specification followed the cancellation of the Air Ministry's 1942 specification E.24/43 supersonic research aircraft which had resulted in the Miles M.52 programme. Teddy Petter, formerly chief designer at Westland Aircraft, who was hired by English Electric in 1944 to develop aircraft rather than just make other manufacturers' designs, was a keen proponent of Britain developing a supersonic fighter. In 1947, Petter approached the Ministry of Supply (MoS) with his proposal, and in response Specification ER.103 was issued for a single research aircraft, which was to be capable of flight at and . Petter initiated a design proposal with Frederick Page leading the design and Ray Creasey responsible for the aerodynamics. By July 1948 their proposal incorporated the stacked engine configuration and a high-mounted tailplane. Designed for Mach 1.5, the wing leading edge was swept back 40° to keep it clear of the Mach cone. This proposal was submitted in November 1948, and in January 1949 the project was designated P.1 by English Electric. On 29 March 1949 the MoS granted approval to start a detailed design, develop wind tunnel models and build a full-size mockup. In 1949, the Ministry of Supply had issued Specification F23/49, which expanded upon the scope of ER103 to include fighter-level manoeuvring. On 1 April 1950, English Electric received a contract for two flying airframes, as well as one static airframe, designated P.1. The Royal Aircraft Establishment disagreed with Petter's choice of sweep angle (60 degrees) and tailplane position (low) considering it to be dangerous. To assess the effects of wing sweep and tailplane position on the stability and control of Petter's design Short Brothers were issued a contract by the Ministry of Supply to produce the Short SB.5 in mid-1950. This was a low-speed research aircraft that could test sweep angles from 50 to 69 degrees and high or low tailplane positions. Testing with the wings and tail set to the P.1 configuration started in January 1954 and confirmed this combination as the correct one. Prototypes From 1953 onward, the first three prototype aircraft were hand-built at Samlesbury Aerodrome, where all Lightnings were built. These aircraft were given the aircraft serials WG760, WG763, and WG765 (the structural test airframe). The prototypes were powered by un-reheated Armstrong Siddeley Sapphire turbojets, as the selected Rolls-Royce Avon engines had fallen behind schedule due to their own development problems. Since there was no space in the fuselage for fuel, the thin wings were used as the fuel tanks. Because the wings also provided space for the stowed main undercarriage, the fuel capacity was relatively small, giving the prototypes an extremely limited endurance. The narrow tyres rapidly wore out in a crosswind during take-off or landing. Outwardly, the prototypes looked very much like the production series, but they were distinguished by the rounded-triangular air intake with no centre-body at the nose, short fin, and lack of operational equipment. P.1B was a significant improvement on P.1A. While it was similar in aerodynamics, structure and control systems, it incorporated extensive alterations to the forward fuselage, reheated Rolls-Royce Avon R24R engines, a conical centre body inlet cone, variable nozzle reheat and provision for weapons systems integrated with the ADC and AI.23 radar. In May 1954, WG760 and its support equipment were moved to RAF Boscombe Down for pre-flight ground taxi trials; on the morning of 4 August 1954, WG760, piloted by Roland Beamont, flew for the first time from Boscombe Down. One week later, WG760 officially achieved supersonic flight for the first time, having exceeded the speed of sound during its third flight. During its first flight, WG760 had unknowingly exceeded , but due to position error the Mach meter only showed a maximum of . The occurrence was noticed during flight data analysis a few days later. While WG760 had proven the P.1 design to be viable, it was limited to due to directional stability limits. In May 1956, the P.1 received the "Lightning" name, which was said to have been partially selected to reflect the aircraft's supersonic capabilities. OR.155 and project selection In 1955, the Air Ministry learned of the Tupolev Tu-22, expected to enter service in 1962. It could cruise for relatively long periods at and had a dash speed of Mach 1.5. Against a target flying at these speeds, the existing Gloster Javelin interceptors would be useless; its primary de Havilland Firestreak armament could only attack from the rear and the Tu-22 would run away from the Javelin in that approach. A faster version, the "thin-wing Javelin", would offer limited supersonic performance and make it marginally useful against the Tu-22, while a new missile, "Red Dean" would allow head-on attacks. This combination would be somewhat useful against the Tu-22, but of marginal use if faster bombers were introduced. In January 1955, the Air Ministry issued Operational Requirement F.155 calling for a faster design to be armed with either an improved Firestreak known as "Blue Vesta", or an improved Red Dean known as "Red Hebe". The thin-wing Javelin was cancelled in May 1956. In March 1957, Duncan Sandys released the 1957 Defence White Paper which outlined the changing strategic environment due to the introduction of ballistic missiles with nuclear warheads. Although missiles of the era had relatively low accuracy compared to a manned bomber, any loss of effectiveness could be addressed by the ever-increasing yield of the warhead. This suggested that there was no targeting of the UK that could not be carried out by missiles, and Sandys felt it was unlikely that the Soviets would use bombers as their primary method of attack beyond the mid-to-late 1960s. This left only a brief period, from 1957 to some time in the 1960s, in which bombers remained a threat. Sandys felt that the imminent introduction of the Bloodhound Mk. II surface-to-air missile would offer enough protection against bombers. The Air Ministry disagreed; they pointed out that the Tu-22 would enter service before Bloodhound II, leaving the UK open to sneak attack. Sandys eventually agreed this was a problem, but pointed out that F.155 would enter service after Bloodhound, as would a further improved SAM, "Blue Envoy". F.155 was cancelled on 29 March 1957 and Blue Envoy in April. To fill the immediate need for a supersonic interceptor, the Lightning was selected for production. The aircraft was already flying, and the improved P.1B was only weeks away from its first flight. Lightnings mounting Firestreak could be operational years before Bloodhound II, and the aircraft's speed would make it a potent threat against the Tu-22 even in a tail-chase. To further improve its capability, in July 1957 the Blue Vesta program was reactivated in a slightly simplified form, allowing head-on attacks against an aircraft whose fuselage was heated through skin friction while flying supersonically. In November 1957, the missile was renamed "Red Top". This would allow Lightning to attack even faster bombers through a collision-course approach. Thus, what had originally been an aircraft without a mission beyond testing was now selected as the UK's next front-line fighter. Further testing On 4 April 1957 Beamont made the first flight of the P.1B XA847, exceeding Mach 1 during this flight. in a British aircraft. Production The first operational Lightning, designated Lightning F.1, was designed as an interceptor to defend the V Force airfields in conjunction with the "last ditch" Bristol Bloodhound missiles located either at the bomber airfield, e.g. at RAF Marham, or at dedicated missile sites near to the airfield, e.g. at RAF Woodhall Spa near the 3-squadron Vulcan station RAF Coningsby. The bomber airfields along with the dispersal airfields, would be the highest priority targets in the UK for enemy nuclear weapons. To best perform this intercept mission, emphasis was placed on rate-of-climb, acceleration, and speed, rather than range – originally a radius of operation of from the V bomber airfields was specified – and endurance. It was equipped with two 30 mm ADEN cannon in front of the cockpit windscreen and an interchangeable fuselage weapons pack containing either an additional two ADEN cannon, 48 unguided air-to-air rockets, or two de Havilland Firestreak air-to-air missiles. The Ferranti AI.23 onboard radar provided missile guidance and ranging, as well as search and track functions. The A.I.23B radar and Red Top missile offered a forward hemisphere attack capability and deletion of the nose cannon. The new engines and fin made the F.3 the highest performance Lightning yet, but with an even higher fuel consumption and resulting shorter range. The next variant, the Lightning F.6, was already in development, but there was a need for an interim solution to partially address the F.3's shortcomings, the Interim F.Mk6. The Interim F.Mk6 introduced two improvements: a new, non-jettisonable, ventral fuel tank, and a new, kinked, conically cambered wing leading edge, incorporating a slightly larger leading edge fuel tank, raising the total usable internal fuel by . The conically cambered wing improved manoeuvrability, especially at higher altitudes, and the ventral tank nearly doubled available fuel. The increased fuel was welcome, but the lack of cannon armament was felt to be a deficiency. It was thought that cannon would be useful in a peacetime interception for firing warning shots to encourage an aircraft to change course or to land. The Lightning F.6 was originally nearly identical to the F.3A with the exception that it could carry two ferry tanks on pylons over the wings. These tanks were jettisonable in an emergency, and gave the F.6 a substantially improved deployment capability. There remained one glaring shortcoming: the lack of cannon. This was finally rectified in the form of a modified ventral tank with two ADEN cannon mounted in the front. The addition of the cannon and their ammunition decreased the tank's fuel capacity from . Although the F.2A lacked the thrust of the later Lightnings, it had the longest tactical range of all Lightning variants, and was used for low-altitude interception over West Germany. Export and further developments The Lightning F.53, otherwise known as the Export Lightning, was developed as a private venture by BAC. While the Lightning had originated as an interception aircraft, this version was to have a multirole capability for quickly interchanging between interception, reconnaissance, and ground-attack duties. The F.53 was based on the F.6 airframe and avionics, including the large ventral fuel tank, cambered wing and overwing pylons for drop tanks of the F.6, but incorporated an additional pair of hardpoints under the outer wing. These hardpoints could be fitted with pylons for air-to-ground weaponry, including two bombs or four SNEB rocket pods each carrying eighteen 68 mm rockets. A gun pack carrying two ADEN cannons and 120 rounds each could replace the forward part of the ventral fuel tank. Alternative, interchangeable packs in the forward fuselage carried two Firestreak missiles, two Red Top missiles, twin retractable launchers for 44× rockets, or a reconnaissance pod fitted with five 70 mm Type 360 Vinten cameras. BAC also proposed clearing the overwing hardpoints for carriage of weapons as well as drop tanks, with additional Matra JL-100 combined rocket and fuel pods (each containing 18 SNEB rockets and of fuel) or bombs being possible options. This could give a maximum ground attack weapons load for a developed export Lightning of six bombs or 44 × rockets and 144 × 68 mm rockets. The Lightning T.55 was the export two-seat variant; unlike the RAF two-seaters, the T.55 was equipped for combat duties. The T.55 had a very similar fuselage to the T.5, while also using the wing and large ventral tank of the F.6. In 1963, BAC Warton was working on the preliminary design of a two-seat Lightning development with a variable-geometry wing, based on the Lightning T.5. In addition to the variable-sweep wing, which was to sweepback between 25 degrees and 60 degrees, the proposed design featured an extended ventral pack for greater fuel capacity, an enlarged dorsal fin fairing, an arrestor hook, and a revised inward-retracting undercarriage. The aircraft was designed to be compatible with the Royal Navy's existing aircraft carriers' carrier-based aircraft, the VG Lightning concept was revised into a land-based interceptor intended for the RAF the following year. Various alternative engines to the Avon were suggested, such as the newer Rolls-Royce Spey engine. It is likely that the VG Lightning would have adopted a solid nose (by moving the air inlet to the sides or to upper fuselage) to install a larger, more capable radar. ==Design==

Overview The Lightning had several distinctive design features, the primary being the twin-engine arrangement, notched delta wing, and low-mounted tailplane. The vertically stacked and longitudinally staggered engines were the solution devised by Petter to meet the conflicting requirements of minimising frontal area, providing undisturbed engine airflow across a wide speed range, and packaging two engines to provide sufficient thrust to meet performance goals. The unusual over/under configuration allowed for the thrust of two engines, with the drag equivalent to only 1.5 engines mounted side-by-side, a reduction in drag of 25% over more conventional twin-engine installations. The engines were fed by a single nose inlet (with inlet cone), with the flow split vertically aft of the cockpit, and the nozzles tightly stacked, effectively tucking one engine behind the cockpit. The result was a low frontal area, an efficient inlet, and excellent single-engine handling with no problems of asymmetrical thrust. Because the engines were close together, an uncontained failure of one engine was likely to damage the other. If desired, an engine could be shut down in flight and the remaining engine run at a more efficient power setting which increased range or endurance; although this was rarely done operationally because there would be no hydraulic power if the remaining engine failed. Production aircraft were powered by various models of the Avon engine. This power-plant was initially rated as capable of generating of dry thrust, but when employing the four-stage afterburner this increased to a maximum thrust of . Later models of the Avon featured, in addition to increased thrust, a full-variable reheat arrangement. A special heat-reflecting paint containing gold was used to protect the aircraft's structure from the hot engine casing which could reach temperatures of . Under optimum conditions, a well-equipped maintenance facility took four hours to perform an engine change so specialised ground test rigs were developed to speed up maintenance and remove the need to perform a full ground run of the engine after some maintenance tasks. The stacked engine configuration complicated maintenance work, and the leakage of fluid from the upper engine was a recurring fire hazard. The fire risk was reduced, but not eliminated, following remedial work during development. For removal, the lower No.1 engine was removed from below the aircraft, after removal of the ventral tank and lower fuselage access panels, by lowering the engine down, while the upper No.2 engine was lifted out from above via removable sections in the fuselage top. The fuselage was tightly packed, leaving no room for fuel tankage or main landing gear. While the notched delta wing lacked the volume of a standard delta wing, each wing contained a fairly conventional three-section main fuel tank and leading-edge tank, holding ; the wing flaps also each contained a fuel tank and an additional was contained in a fuel recuperator, bringing the aircraft's total internal fuel capacity to . The main landing gear was sandwiched outboard of the main tanks and aft of the leading edge tanks, with the flap fuel tanks behind. The long main gear legs retracted toward the wingtip, necessitating an exceptionally thin main tyre inflated to the high pressure of . On landing the No. 1 engine was usually shut down when taxiing to save brake wear, as keeping both engines running at idle power was still sufficient to propel the Lightning to 80 mph if brakes were not used. Dunlop Maxaret anti-lock brakes were fitted. The Lightning fuel capacity was increased with a conformal ventral fuel tank. A rocket engine pack containing a Napier Double Scorpion engine and of high-test peroxide (HTP) to drive the rocket turbopump, and act as an oxidiser, was planned to be located in place of the ventral tank and would boost performance if non-afterburning engines were fitted. Fuel for the rocket would come from the aircraft fuel supply. The rocket engine option was cancelled in 1958 when it was established that performance with afterburning Avon engines was acceptable. The ventral store was routinely used as an extra fuel tank, holding of usable fuel. Avionics and systems Early versions of the Lightning were equipped with the Ferranti-developed AI.23 monopulse radar, which was contained right at the front of the fuselage within an inlet cone at the centre of the engine intake. Radar information was displayed on an early head-up display and managed by onboard computers. The AI.23 supported several operational modes, which included autonomous search, automatic target tracking, and ranging for all weapons; the pilot attack sight provided gyroscopically-derived lead angle and backup stadiametric ranging for gun firing. The cockpit of the Lightning was designed to meet the RAF's OR946 specification for tactical air navigation technology, and thus featured an integrated flight instrument display arrangement, an Elliott Bros (London) Ltd auto-pilot, a master reference gyroscopic reader, an auto-attack system, and an instrument landing system. Despite initial scepticism of the aircraft's centralised detection and warning system, the system proved its merits during the development program and was redeveloped for greater reliability. Communications included UHF and VHF radios and a datalink. Unlike the previous generation of aircraft which used gaseous oxygen for lifesupport, the Lightning employed liquid oxygen-based apparatus for the pilot; cockpit pressurisation and conditioning was maintained through tappings from the engine compressors. Electricity was provided via a bleed air-driven turbine housed in the rear fuselage, which drove an AC alternator and DC generator. This approach was unusual, since most aircraft used driveshaft-driven generators/alternators for electrical energy. A 28V DC battery provided emergency backup power. Aviation author Kev Darling stated of the Lightning: "Never before had a fighter been so dependent upon electronics". Each engine was equipped with a pair of hydraulic pumps, one of which powered the flight-control systems and the other power for the undercarriage, flaps, and airbrakes. Switchable hydraulic circuits were used for redundancy in the event of a leak or other failure. A combination of Dunlop Maxaret braking parachute slowed the aircraft during landing. A tailhook was also fitted. Accumulators on the wheel brakes performed as backups to the hydraulics, providing minimal braking. Above a certain airspeed a stopped engine would 'windmill', that is, continue to be rotated by air flowing through it in a similar manner to a ram air turbine, sufficient to generate adequate hydraulic power for the powered controls during flight. Plans were mooted to supplement or replace the obsolete Red Top and Firestreak missiles with modern AIM-9L Sidewinder missiles to help rectify some of the obsolescence, but these ambitions were not realised due to lack of funding. An alternative to the modernisation of existing aircraft would have been the development of more advanced variants; a proposed variable-sweep wing Lightning would have likely involved the adoption of a new powerplant and radar and was believed by BAC to significantly increase performance, but ultimately was not pursued. The Lightning possessed a remarkable climb rate. It was famous for its ability to rapidly rotate from takeoff to climb almost vertically from the runway, though this did not yield the best time-to-altitude. The Lightning's trademark tail-stand manoeuvre exchanged airspeed for altitude; it could slow to near-stall speeds before commencing level flight. The Lightning's optimum climb profile required the use of afterburners during takeoff. Immediately after takeoff, the nose would be lowered for rapid acceleration to IAS before initiating a climb, stabilising at . This would yield a constant climb rate of approximately . Climb techniques and flight profiles were developed to put the Lightning into a suitable attack position. To avoid risking the U-2, the Lightning was not permitted any closer than and could not fly in front of the U-2. For the intercepts, four Lightning F1As conducted 18 solo sorties. The sorties proved that, under GCI, successful intercepts could be made at up to . Due to sensitivity, details of these flights were deliberately avoided in the pilot log books. In 1984, during a NATO exercise, Flight Lieutenant Mike Hale intercepted a U-2 at a height which they had previously considered safe (thought to be ). Records show that Hale also climbed to in his Lightning F.3 XR749. This was not sustained level flight but a ballistic climb, in which the pilot takes the aircraft to top speed and then puts the aircraft into a climb, exchanging speed for altitude. Hale also participated in time-to-height and acceleration trials against Lockheed F-104 Starfighters from Aalborg. He reports that the Lightnings won all races easily with the exception of the low-level supersonic acceleration, which was a "dead heat". Lightning pilot and Chief Examiner Brian Carroll reported taking a Lightning F.53 up to over Saudi Arabia at which level "Earth curvature was visible and the sky was quite dark", noting that the engines were "touchy" in terms of staying lit in the thin air, and "getting down to a more reasonable and sane altitude needed delicate handling." Carroll compared the Lightning and the McDonnell Douglas F-15C Eagle, having flown both aircraft, stating that: "Acceleration in both was impressive, you have all seen the Lightning leap away once brakes are released, the Eagle was almost as good, and climb speed was rapidly achieved. Takeoff roll is between , depending upon military or maximum afterburner-powered takeoff. The Lightning was quicker off the ground, reaching height in a horizontal distance of ". Chief test pilot for the Lightning Roland Beamont, who also flew most of the "Century Series" US aircraft, stated his opinion that nothing at that time had the inherent stability, control, and docile handling characteristics of the Lightning throughout the full flight envelope. The turn performance and buffet boundaries of the Lightning were well in advance of anything known to him. Aircraft performance The Lightning was a fully aerobatic aircraft. Early Lightning models, the F.1, F.1A, and F.2, had a maximum speed of at in an ICAO standard atmosphere, and IAS at lower altitudes. Later models, the F.2A, F.3, F.3A, F.6, and F.53, had a maximum speed of at , and speeds up to indicated air speed for "operational necessity only". A Lightning fitted with Avon 200-series engines, a ventral tank, and two Firestreak missiles had a maximum speed of on a standard day; while a Lightning powered by the Avon 300-series engines, a ventral tank and two Red Top missiles had a maximum speed of Mach 2.0. It was not known whether the fixed centre-body intake, with a design point of Mach 1.7, would encounter intake buzz, a vibration caused by oscillation of the shock positions at different combinations of Mach number and engine air flow/rpm. A Lightning prototype was taken to to check for this instability but none was found. Service trials with the F.6 found intake buzz when engine speed was rapidly reduced at speeds above as well as when manoeuvring (increased 'g') at other supersonic speeds and engine thrust settings. The buzz caused no damage. Thermal and structural limits were also present. Air is heated considerably when compressed by the passage of an aircraft at supersonic speeds. The airframe absorbs heat from the surrounding air, the inlet shock cone at the front of the aircraft becoming the hottest part. The shock cone was fibreglass, necessary because the shock cone also served as a radar radome; a metal shock cone would have blocked the AI 23's radar emissions. The shock cone was eventually weakened due to the fatigue caused by the thermal cycles involved in regularly performing high-speed flights. At and , the heating conditions on the shock cone were similar to those at sea level and indicated airspeed, but if the speed was increased to at , the shock cone was exposed to higher temperatures than those at Mach 1.7. The shock cone was strengthened on the later Lightning F.2A, F.3, F.6, and F.53 models, thus allowing routine operation at up to Mach 2.0. The small-fin variants could exceed Mach 1.7, but the stability limits and shock cone thermal and strength limits made such speeds risky. The large-fin variants, especially those equipped with Avon 300-series engines could safely reach Mach 2 and, given the right atmospheric conditions, might even achieve a few more tenths of a Mach. All Lightning variants had the excess thrust to slightly exceed indicated airspeed under certain conditions, and the service limit of was occasionally ignored. With the strengthened shock cone, the Lightning could safely approach its thrust limit, but fuel consumption at very high airspeeds was excessive and became a major limiting factor. ==Operational history==

Royal Air Force The first aircraft to enter service with the RAF, three pre-production P.1Bs, arrived at RAF Coltishall in Norfolk on 23 December 1959, joining the Air Fighting Development Squadron (AFDS) of the Central Fighter Establishment, where they were used to clear the Lightning for entry into service. The production Lightning F.1 entered service with the AFDS in May 1960, allowing the unit to take part in the air defence exercise "Yeoman" later that month. The Lightning F.1 entered frontline squadron service with 74 Squadron under the command of Squadron Leader John "Johnny" Howe at Coltishall from 11 July 1960. This made the Lightning the second Western European-built combat aircraft with true supersonic capability to enter service and the second fully supersonic aircraft to be deployed in Western Europe, the first one in both categories being the Swedish Saab 35 Draken on 8 March 1960 four months earlier. The aircraft's radar and missiles proved to be effective and pilots reported that the Lightning was easy to fly. However, in the first few months of operation the aircraft's serviceability was extremely poor. This was due to the complexity of the aircraft systems and shortages of spares and ground support equipment. Even when the Lightning was not grounded by technical faults, the RAF initially struggled to get more than 20 flying hours per aircraft per month compared with the 40 flying hours that English Electric believed could be achieved with proper support. In spite of these concerns, within six months of the Lightning entering service, 74 Squadron was able to achieve 100 flying hours per aircraft. In addition to its training and operational roles, 74 Squadron was appointed as the official Fighter Command aerobatic team for 1961, flying at air shows throughout the United Kingdom and Europe. Deliveries of the slightly improved Lightning F.1A, with improved avionics and provision for an air-to-air refuelling probe, allowed two more squadrons, 56 and 111 Squadron, both based at RAF Wattisham in Suffolk to convert to the Lightning in 1960–1961. An improved variant, the F.2 first flew on 11 July 1961 and entered service with 19 Squadron at the end of 1962 and 92 Squadron in early 1963. Conversion of these two squadrons was aided by the use of the two seat T.4 trainer, which entered service with the Lightning Conversion Squadron (later renamed 226 Operational Conversion Unit) in June 1962. While the OCU was the major user of the two-seater, small numbers were also allocated to the front-line fighter squadrons. More F.2s were produced than there were available squadron slots so later production aircraft were stored for years before being used operationally; some Lightning F.2s were converted to F.2a's. They had some of the improvements added to the F.6. The F.3, with more powerful engines and the new Red Top missile (but no cannon) was expected to be the definitive Lightning, and at one time it was planned to equip ten squadrons, with the remaining two squadrons retaining the F.2. On 16 June 1962, the F.3 flew for the first time. It had a short operational life and was withdrawn from service early due to defence cutbacks and the introduction of the F.6, some of which were converted F.3s. The Lightning F.6 was a more capable and longer-range version of the F.3. It initially had no cannon, but installable gun packs were made available later. A few F.3s were upgraded to F.6s. Author Kev Darling suggests that decreasing British overseas defence commitments had led to those aircraft instead being prematurely withdrawn. A Lightning was tasked with shooting down a pilot-less Hawker Siddley Harrier over West Germany in 1972. The pilot had abandoned the Harrier which continued flying toward the East German border; it was shot down to avoid a diplomatic incident. During British Airways trials in April 1985, Concorde was offered as a target to NATO fighters including F-15 Eagles, F-16 Fighting Falcons, Grumman F-14 Tomcats, Dassault Mirages, and F-104 Starfighters – but only Lightning XR749, flown by Mike Hale and described by him as "a very hot ship, even for a Lightning", managed to overtake Concorde on a stern conversion intercept. The Lightning's direct replacement was the Panavia Tornado F3, an interceptor variant of the Panavia Tornado multi-role aircraft. The Tornado featured several advantages over the Lightning, including a far larger weapons load and considerably more advanced avionics. Lightnings were slowly phased out of service between 1974 and 1988. In their final years the airframes required considerable maintenance to keep them airworthy due to the sheer number of accumulated flight hours. The last flight by RAF Lightnings was on 30 June 1988 with 2 aircraft flying to Cranfield Airport from RAF Binbrook. Fighter Command and Strike Command The main Lightning role was the air defence of the United Kingdom and was operated at first as part of Fighter Command and then from 1968 with No. 11 Group of Strike Command. At the formation of Strike Command nine Lightning squadrons were operational in the United Kingdom. Far East Air Force In 1967 No. 74 Squadron was moved to RAF Tengah, Singapore to take over the air defence role from the Gloster Javelin equipped 60 Squadron. The squadron was disbanded in 1971 following the withdrawal of British forces from Singapore. Near East Air Force The Royal Air Force had detached Lightnings to RAF Akrotiri, Cyprus to support the Near East Air Force and in 1967 No. 56 Squadron RAF moved from RAF Wattisham with the Lightning F.3 to provide a permanent air defence force, it converted to the F.6 in 1971 and returned to the United Kingdom in 1975. Royal Air Force Germany In the early 1960s No. 19 Squadron and No. 92 Squadron with Lightning F.2s, moved from RAF Leconfield to RAF Gütersloh in West Germany as part of Royal Air Force Germany and operated in the low-level air defence role until disbanded in 1977 when the role was taken over by the Phantom FGR2. Saudi Arabia and Kuwait T.55 at RAF Coltishall, in use by No. 226 Operational Conversion Unit for training Saudi pilots, 1968 On 21 December 1965, Saudi Arabia, keen to improve its air defences owing to the Saudi involvement in the North Yemen Civil War and the resultant air incursions into Saudi airspace by Egyptian forces supporting the Yemeni Republicans, placed a series of orders with Britain and the US to build a new integrated air defence system. BAC received orders for 34 multirole single-seat Lightning F.53s that could still retain very high performance and reasonable endurance, and six two-seat T.55 trainers, together with 25 BAC Strikemaster trainers, while the contract also included new radar systems, American Hawk surface-to-air missiles and training and support services. The "Magic Carpet" Lightnings were delivered to Saudi Arabia in July 1966. One lost in an accident was later replaced in May 1967. The Lightnings and Hunters, flown by mercenary pilots, were deployed to Khamis Mushait airfield near the Yemeni border, resulting in the curtailing of operations by the Egyptian Air Force over the Yemeni-Saudi border. The Kuwaitis somewhat overestimated their ability to maintain such a complex aircraft, not adopting the extensive support from BAC and Airwork Services that the Saudis used to keep their Lightnings operational, so serviceability was poor. Lightning F.53 in 1969 with both underwing and overwing SNEB pods Saudi Arabia officially received F.53 Lightnings in December 1967, although they were kept at Warton while trials and development continued and the first Saudi Lightnings to leave Warton were four T.55s delivered in early 1968 to the Royal Air Force 226 Operational Conversion Unit at RAF Coltishall, the four T.55s were used to train Saudi aircrew for the next 18 months. The new-build Lightnings were delivered under Operation "Magic Palm" between July 1968 and August 1969. Two Lightnings, a F.53 and a T.55 were destroyed in accidents prior to delivery, and were replaced by two additional aircraft, the last of which was delivered in June 1972. The multirole F.53s served in the ground-attack and reconnaissance roles as well as an air defence fighter, with Lightnings of No 6 Squadron RSAF carrying out ground-attack missions using rockets and bombs during a border dispute with South Yemen between December 1969 and May 1970. One F.53 (53–697) was shot down by Yemeni ground fire on 3 May 1970 during a reconnaissance mission, with the pilot ejecting successfully and being rescued by Saudi forces. Saudi Arabia received Northrop F-5E fighters from 1971, which resulted in the Lightnings relinquishing the ground-attack mission, concentrating on air defence, and to a lesser extent, reconnaissance. Kuwait's Lightnings did not have a long service career. After an unsuccessful attempt by the regime to sell them to Egypt in 1973, the last Lightnings were replaced by Dassault Mirage F1s in 1977. The remaining aircraft were stored at Kuwait International Airport, and many were destroyed during the Invasion of Kuwait by Iraq in August 1990. Until 1982, Saudi Arabia's Lightnings were mainly operated by 2 and 6 Squadron RSAF (although a few were also used by 13 Squadron RSAF), but when 6 Squadron re-equipped with the F-15 Eagle all the remaining aircraft were operated by 2 Squadron at Tabuk. In 1985 as part of the agreement to sell the Panavia Tornado to the RSAF, the 22 flyable Lightnings were traded in to British Aerospace and returned to Warton in January 1986. ==Variants==

, England, in 1964 C helicopter of the 67th Aerospace Rescue and Recovery Squadron lifts a Lightning at RAF Woodbridge, Suffolk, 18 December 1987. ;English Electric P.1A :Single-seat supersonic research aircraft, two prototypes built and one static test airframe. ;English Electric P.1B :Single-seat operational prototypes to meet Specification F23/49, three prototypes built, further 20 development aircraft ordered in February 1954. Type was officially named 'Lightning' in October 1958. ;Lightning F.1 :Development batch aircraft, single-seat fighters delivered from 1959, a total of 19 built (and one static test airframe). Nose-mounted twin 30 mm ADEN cannon, two Firestreak missiles, VHF Radio and Ferranti AI-23 "AIRPASS" radar. ;Lightning F.1A :Single-seat fighter, delivered in 1961. Featured Avon 210R engines, an inflight refuelling probe and UHF Radio; a total of 28 built. ;Lightning F.2 :Single-seat fighter (an improved variant of the F.1), delivered in 1962. A total of 44 built with 31 later modified to F.2A standard, five later modified to F.52 for export to Saudi Arabia. ;Lightning F.2A :Single-seat fighter (F.2s upgraded to near F.6 standard); featuring Avon 211R engines, retained ADEN cannon and Firestreak (replaceable Firestreak pack swappable with ADEN Cannon Pack for a total of four ADEN Cannon), arrestor hook and enlarged Ventral Tank for two hours flight endurance. A total of 31 converted from F.2. ;Lightning F.3 :Single-seat fighter with upgraded AI-23B radar, Avon 301R engines, new Red Top missiles, enlarged and clipped tailfin due to aerodynamics of carriage of Red Top, and deletion of ADEN cannon. A total of 70 built (at least nine were converted to F.6 standard). ;Lightning F.3A :Single-seat fighter with extended range of 800 miles due to large ventral tank and new cambered wings. A total of 16 built, known also as an F.3 Interim version or F.6 Interim Version, 15 later modified to F.6 standard. ;Lightning T.4 :Two-seat side-by-side training version, based on the F.1A; two prototypes and 20 production built, two aircraft later converted to T.5 prototypes, two aircraft later converted to T.54. ;Lightning T.5 :Two-seat side-by-side training version, based on the F.3; 22 production aircraft built. One former RAF aircraft later converted to T.55 for Saudi Arabia. ;Lightning F.6 :Single-seat fighter (an improved longer-range variant of the F.3). It featured new wings with better efficiency and subsonic performance, overwing fuel tanks and a larger ventral fuel tank, reintroduction of 30 mm cannon (initially no cannon but later in the forward part of the ventral pack rather than in the nose), use of Red Top missiles. A total of 39 built (also nine converted from F.3 and 15 from F.3A). ;Lightning F.7 :Proposed single-seat interceptor featuring variable geometry wings, extended fuselage, relocated undercarriage, underwing hardpoints, cheek-mounted intakes, new radar, and use of the Sparrow and Skyflash AAMs. Never built. ;Lightning F.52 :Slightly modified ex-RAF F.2 single-seat fighters for export to Saudi Arabia (five converted). ;Lightning F.53 :Export version of the F.6 with pylons for bombs or unguided rocket pods, 44 × 2 in (50 mm), total of 46 built and one converted from F.6 (12 F.53Ks for the Kuwaiti Air Force, 34 F.53s for the Royal Saudi Arabian Air Force, one aircraft crashed before delivery). ;Lightning T.54 :Ex-RAF T.4 two-seat trainers supplied to Saudi Arabia (two converted). ;Lightning T.55 :Two-seat side-by-side training aircraft (export version of the T.5), eight built (six T.55s for the Royal Saudi Arabian Air Force, two T.55Ks for the Kuwaiti Air Force and one converted from T.5 that crashed before delivery). ;Sea Lightning FAW.1 :Proposed two-seat Royal Navy Fleet Air Arm carrier capable variant with variable-geometry wing; not built. ==Operators==

Military operators ; • Kuwait Air Force operated both the F.53K (12) single-seat fighter and the T.55K (2) training version from 1968 to 1977. at the King Faisal air base in Tabuk ; • Royal Saudi Air Force operated the Lightning from 1967 to 1986. • 2 Squadron operated the F.53 and T.55 • 6 Squadron operated the F.52 and F.53 • 13 Squadron operated the F.52, F.53 and T.55 • RSAF Lightning Conversion Unit in 1980 ; • Royal Air Force operated the Lightning from 1959 to 1988. ; RAF Aerial display teams :* 'The Tigers' of No 74 Squadron. Lead RAF aerial display team from 1962 and first display team with Mach 2 aircraft. :* 'The Firebirds' of No 56 Squadron from 1963 in red and silver. ; RAF Squadrons :* 5 Squadron formed at RAF Binbrook on 8 October 1965, operating the Lightning F.6 and T.5. A few F.1s, F.1As and F.3s were used as targets (and later for air display use) from 1971. The Squadron remained operational at Binbrook with the Lightning F.6 until 1987, disbanding on 31 December. :* 11 Squadron formed at RAF Leuchars in April 1967 with the Lightning F.6. It moved to RAF Binbrook in March 1972, receiving a few F.3s for target duties. It remained operational until 1988, disbanding on 30 April 1988. A Lightning T.5, XS451 (civil registration ZU-BEX) belonging to Thunder City crashed after developing mechanical problems during its display at the biennial South African Air Force Overberg Airshow held at AFB Overberg near Bredasdorp on 14 November 2009. The Silver Falcons, the South African Air Force's official aerobatic team, flew a missing man formation after it was announced that the pilot had died in the crash. ; • British Aerospace operated four ex-RAF F.6s as radar targets to aid development of the Panavia Tornado ADV's AI.24 Foxhunter radar from 1988 to 1992. ; • The Anglo-American Lightning Organisation, a group based at Stennis Airport, Kiln, Mississippi, is returning EE Lightning T.5, XS422 to airworthy status. As of March 2021, the aircraft was capable of fast taxiing down a runway. The aircraft was formerly with the Empire Test Pilots' School (ETPS) at Boscombe Down in Wiltshire, UK. ==Surviving aircraft==

A complete list is available here. , United States, now on display at Pima Air & Space Museum in Tucson, Arizona in 1966 when a technician conducting ground tests on the aircraft accidentally engaged its afterburner. Cyprus ;On display :* XS929 Lightning F.6 at RAF Akrotiri, Cyprus. France ;On display :* XM178 Lightning F.1A at Savigny-les-Beaune. Germany ;On display :* XN782 Lightning F.2A at the Flugausstellung Hermeskeil, Germany. :* XN730 Lightning F.2A at the Militärhistorisches Museum Flugplatz Berlin-Gatow, Germany. Kuwait ;On display • 53–418 Lightning F.53 at the Kuwait Science and Natural History Museum, Kuwait City. It can be seen from surrounding buildings and is located at . • Lightning F.53 at the Abdullah Al-Mubarak Air Base. • Three Lightnings on stands at Al Jaber Air Base Netherlands ;On display :* XN784 Lightning F.2A owned by PS Aero in Holland, on display at their facility in Baarlo. Saudi Arabia ;On display • XN770 Lightning F.52 at the Royal Saudi Air Force Museum, Riyadh, Saudi Arabia. • XM989 Lightning T.54 at the main entrance to King Abdul-Aziz Air Base, Dhahran, Saudi Arabia. • 55–716 Lightning T.55 at the Royal Saudi Air Force Museum, Riyadh, Saudi Arabia. • "227" Lightning Mark F.53 pylon-mounted on static display in a traffic circle outside the main gate of King Faisal Air Base in Tabuk, Saudi Arabia. GPS 28.387229, 36.594182 • "486" Lightning pylon-mounted on static display in a traffic circle outside the main gate of Prince Sultan Air Base in Al Kharj, Saudi Arabia. GPS 24.175664, 47.517913 The following are on display but with no public access: • XG313 Lightning F.1 at the VIP terminal on King Abdulaziz Air Base Dhahran, Saudi Arabia. • XN767 Lightning F.52 pylon mounted at the Aeromedical centre on King Abdulaziz Air Base Dhahran, Saudi Arabia. • Unidentified Lightning at entrance to Taif Heart Mall in downtown Taif, Saudi Arabia. • "224" Lightning Mark F.53 on display at Royal Saudi Air Force, King Khalid Airbase in Khamis Mushyt, Saudi Arabia. GPS 18.260764, 42.795216 • Unidentified Lightning mounted in a static display on the Royal Saudi Air Force, King Khalid Airbase in Khamis Mushyt, Saudi Arabia. GPS 18.272086, 42.805935 • Unidentified Lightning on display in a small air park just inside the main gate of King Faisal Air Base in Tabuk, Saudi Arabia. GPS 28.380036, 36.605270 South Africa ;Stored or under restoration • ZU-BBD (former XS452) Lightning T.5 based at Cape Town under restoration to fly. • ZU-BEW (former XR773) Lightning F.6 stored in Cape Town under restoration to fly. • ZU-BEY (former XP693) Lightning F.6 stored in Cape Town under restoration to fly. United Kingdom ;On display :* WG760, the first prototype P.1A, stored at the Royal Air Force Museum Midlands, England :* WG763, the second prototype P.1A at the Boscombe Down Aviation Collection, Old Sarum, Wiltshire, England :* XG329 P.1B/Lightning F.1 pre-production aircraft at the Norfolk & Suffolk Aviation Museum, Flixton, England :* XG337 P.1B/Lightning F.1 pre-production aircraft at the Royal Air Force Museum Midlands :* XM135 Lightning F.1 at the Imperial War Museum Duxford – flown by non-pilot Walter Holden :* XM173 Lightning F.1A at Dyson Ltd. (on display in staff canteen), Malmesbury, Wiltshire. :* XM192 Lightning F.1A at Tattershall Thorpe, Lincolnshire, England :* XN726 Lightning F.2A cockpit section at the Boscombe Down Aviation Collection, Old Sarum Airfield, Wiltshire :* XP706 Lightning F.3 at South Yorkshire Aircraft Museum, Doncaster, England :* XP745 Lightning F.3 at Vanguard Self Storage, Bristol, England :* XR713 Lightning F.3 owned by Lightning Preservation Group, Bruntingthorpe Aerodrome, Leicestershire :* XR718 Lightning F.3 owned by Anthony Harker, Over Dinsdale, Darlington, Durham. :* XR749 Lightning F.3 outside Score Group's Integrated Valve and Gas Turbine Plant, Peterhead, Scotland :* XS417 Lightning T.5 at the Newark Air Museum, Newark, England :* XS420 Lightning T.5 on loan to the Farnborough Air Sciences Trust, Farnborough, England :* XS456 Lightning T.5 at the Skegness Water Leisure Park, Lincolnshire :* XS458 Lightning T.5 is in taxiable condition at Cranfield Airport, Bedfordshire, England :* XS459 Lightning T.5 at the Fenland and West Norfolk Aviation Museum, Wisbech, England :* XR753 Lightning F.6 at RAF Coningsby, Lincolnshire :*XR770 Lightning F.6 at RAF Manston Museum, Kent, England :* XR771 Lightning F.6 at the Midland Air Museum, Coventry, England :* XS903 Lightning F.6 at the Yorkshire Air Museum, Elvington, England :* XS904 Lightning F.6 with LPG, in taxiable condition at Bruntingthorpe Aerodrome, Leicestershire, England :* XS928 Lightning F.6 at Warton Aerodrome, Lancashire :* XS936 Lightning F.6 at the Royal Air Force Museum London, England :* ZF578 Lightning F.53 as XR753 at the Tangmere Military Aviation Museum, Tangmere, England :* ZF579 Lightning F.53 in taxiable condition at Gatwick Aviation Museum, Charlwood, near Gatwick Airport, England :* ZF580/XR768 Lightning F.53 at Cornwall Aviation Heritage Centre, Newquay Airport, Cornwall, England. :* ZF583 Lightning F.53 at the Solway Aviation Museum, Carlisle Airport Cumbria England :* ZF584 Lightning F.53 at the Dumfries and Galloway Aviation Museum, Dumfries, Scotland :* ZF588 Lightning F.53 at the East Midlands Aeropark, Castle Donington, Derbyshire :* ZF592 Lightning F.53 as 53–686 at the City of Norwich Aviation Museum, Norwich, England :* ZF594 Lightning F.53 painted as XS933 at the North East Land, Sea and Air Museums, Sunderland, England :* ZF598 Lightning T.55 as 55–713 at the Midland Air Museum, Coventry, England :* XL629 Lightning T.4 inside the main gate at MoD Boscombe Down, Wiltshire, England ;Stored or under restoration :* XM172 Lightning F.1A in a private collection at Spark Bridge, Cumbria :* XS416 Lightning T.5 in a private collection at New York, Lincolnshire :* XR724 Lightning F.6 is in taxiable condition at the former RAF Binbrook, Lincolnshire :* XR725 Lightning F.6 in a private collection at Binbrook, Lincolnshire :* ZF581 Lightning F.53 Under restoration at the Bentwaters Cold War Museum, Suffolk, England United States ;On display • ZF593 Lightning F.53 painted in 5 Squadron camouflage colours, on display at Pima Air & Space Museum in Tucson, Arizona. • ZF597 Lightning T.55 painted in RAF markings, previously on display at Olympic Flight Museum in Olympia, Washington. ;Stored or under restoration • XS422 Lightning T.5 painted in RAF markings, under restoration to fly at Stennis International Airport, in Hancock County, Mississippi. Owned by the Anglo-American Lightning Organisation until April 2024. Currently owned by the Lightning Aerospace Corporation. ==Specifications (Lightning F.6)==

• The 1965 period comedy film Those Magnificent Men in Their Flying Machines set in 1910 ends with a flyover of six English Electric Lightnings. • British journalist and TV presenter Jeremy Clarkson borrowed a Lightning (serial XM172) which was temporarily placed in his garden and documented on Clarkson's 2001 television series Speed. • In a 2010 episode of the BBC TV programme Wonders of the Solar System, Professor Brian Cox had a Lightning (XS451) with civil registration in South Africa climb to a very high altitude, allowing Cox to show the curvature of the Earth and the relative dimensions of the atmosphere. This aircraft crashed in November 2009, a month after the episode was filmed, when it developed mechanical problems during an air show at South Africa's AFB Overberg. ==See also==