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English Electric Lightning F1A

English Electric Lightning F2A

English Electric Lightning F6

English Electric Lightning T5

English Electric Lightning

The cancelation of the Miles M52 supersonic research aircraft in 1946 severely damaged Great Britains aeronautical research program. A fact that was hammered home in 1947 when the American XP-86 made its first flight and the Bell X-1 broke the sound barrier. Even the British Ministry of Supply understood that immediate steps had to be undertaken to restore a viable aeronautical research program, the first objective being to produce a supersonic research aircraft.

At about this time, the small English Electric company (which had entered aviation only a few years earlier producing Hampdens and Halifax's), had assembled a close knit and talented design team led by W.E.W. Petter. The companies first design, the excellent Canberra bomber had just flown and discussions began between English Electric and the MOS towards producing a supersonic research aircraft. Specification ER.103 was duly issued in May 1947. Within two years or so Petter had schemed an unusual and innovative aircraft featuring two engines mounted on top of each other, (the top engine mounted somewhat forward of the other) with a nose intake and ducts mounted beneath the cockpit. The wings were very highly swept and the tailplane was all-moving. Two flight prototypes were ordered and the English Electric P1 was first flown by Wing Commander Roland Beamont on August 4th 1954 from Boscombe Down. Without undue effort the P1 became supersonic a week later.

At this stage, the P1 was regarded purely as a research vehicle but it's potential development as a fighter was clear and a series of fighter prototypes was ordered. The mid 1950's was a difficult period for the British aviation industry with many extremely promising projects being cancelled, and the Governments intention at this time was to replace manned aircraft with guided missiles as soon as possible. How the English Electric fighter avoided cancellation is a story in itself, but the P1 was regarded as an interim measure to defend Britains V bomber bases, until suitable missiles were available.

The new fighter was named Lightning and the production version promised a scintilating performance with power supplied by two Rolls Royce Avon 201's, with four stage afterburning, of 14, 430 lb thrust. However, being developed from a research aircraft the Lightning had some real deficiencies as an operational fighter. Firstly the Lightning was extremely fuel limited, a large ventral fuel tank was introduced which helped, but not much. (incidentally the RAF was very sensitive on this subject, an entire formation of Hunter's had been lost from West Raynham due to fuel starvation). Also the AI radar system was inadequate and the armament of two Firestreak AAM's was meagre for such an expensive aeroplane.

The "last manned RAF inteceptor" entered service with 74 Squadron at Coltishall in 1960, and almost immediately an in flight refueling capability was introduced on the Lightning F1A. The Lightning was progressively improved, the F2 introduced many refinements including fully variable afterburning Rolls Royce Avon 201's. The Lightning F3 introduced a much improved Ferranti AI-23B airpass fire control radar system with provision for Red Top AAM's whose target infra red seeker posessed all aspect aquisition, (the Firestreak was only useful in a tail chase). The ultimate Lightning was the F6, it featured a much larger ventral fuel tank, provision for two ferry tanks, (mounted above the wing, there was no where else to put them), a wing leading edge camber was introduced which improved the handling considerably. Also a weapons pack which featured two 30 mm cannon or rockets was designed in, forward of the ventral fuel tank. These improvements were added to the Lightning F2 to produce the Lightning F2A. By this point the Lightning had become a far more capable war plane than its early variants. Two training versions of the Lightning were developed incorporating side by side seating, the T4, based on the F1 and the T5 based on the F3. The Lightning served as the RAF's premier inteceptor until 1988 when it was finally retired, replaced by the Tornado F3. Never did get those missiles.

The English Electric Lightning has to be the most exciting aircraft I have ever seen, it exuded raw power and speed in a way no other aircraft did. When I was very young I was fortunate enough to see "The Firebirds" which were the RAF's aerobatic display team equipped with nine Lightnings and were without doubt the loudest noise I have ever heard. Today three Lightnings are maintained in flying condition in South Africa, (two T5's and an F6), and there is a project in the USA to restore another Lightning to flying condition.

Performance Lightning F6

Maximum level speed: Mach 1.1 at sea level, Mach 2.0 at 36,000 ft
Weight: 42,000 lbs all up.
Powerplant: Two Rolls Royce Avon 301's of 16,361 lbs thrust
Armament: Two 30mm Aden cannon, and two Red Top AAM's