Power for the last production Lightning - the F.Mk 6 model - was derived from a pair of Rolls-Royce Avon 301R series afterburning engines able to produce 13,220lbf on dry thrust and up to 16,360lbf on full afterburner. Maximum speed was recorded at an impressive Mach 2.27 (roughly 1,500 miles per hour). While range was always a deficiency in the fuel-hungry Lightning series, the aircraft still managed a distance of 800 miles with a ferry range of up to 1,560 miles. Rate-of-climb was an astounding 50,000 feet per minute - a feat well ahead of her contemporaries and a value seldom achieved by even the most modern of fighter developments.
Armament was, in many ways, a limitation for the entire Lightning series. Considering the type was designed from the outset as an interceptor, this was a somewhat acceptable drawback. 2 x 30mm ADEN cannons were standard fare for most of the Lightning's productive years. Six hardpoints were afforded the system but two of these were most often times used for "overwing" fuel tanks. An additional two were fitted to the forward portion of the fuselage and restricted to air-to-air missile placement. Two underwing hardpoints could fit air-to-air armament as well but could also make use of unguided rockets in their place. Other Lightning forms could sport a limited array of conventional drop bombs as well as additional underwing fuel tanks. Reconnaissance Lightnings made use of a ventral camera pack fitting 5 x Vinteen 360 70mm cameras. Air-to-air missile armament began initially with the de Havilland Blue Jay infra-red homing missiles with these becoming the Firestreak, but this later graduated up to the Hawker Siddeley Red Top missiles.
The Lightning appeared in a handful of varied forms that constituted a single-seat fighter and two-seat trainer model. The P.1A represented the initial prototypes of which two were produced along with a static test airframe. The P.1B became three operational prototypes that led to at least 20 pre-production Lightnings. Fighters were all identified by the use of "F" in their designations.
The F.Mk 1 was the first single-seat production Lightning fighter. Deliveries began in 1960 and became 19 production examples in all. A single example was again delivered as a static test airframe for further evaluation. Power was derived from twin Rolls-Royce Avon 200R-series engines. VHF radio was included as were 2 x standard 30mm ADEN cannons in the nose for close-in work. Additional armament became a pair of Firestreak air-to-air missiles while radar control was provided for by a Ferranti-brand AI-23 AIRPASS radar system. As Fighter Command realized the value of the system it had just purchased, the types classification was now updated from "short-range day fighter" to "night/all-weather fighter".
The F.Mk 1A came next and the aircraft line was now produced under the British Aircraft Corporation (BAC) label. While again being produced as a single-seat fighter, this Lightning featured a pair of Avon 210R-series engines as well as an in-flight refueling probe to compensate for the types inherent short range (45 minutes of flight time in the F.Mk 1 model). UHF radio now replaced the original VHF unit and internal electrical systems were addressed. Production saw 24 (some sources state 28) F.Mk 1A's examples delivered first to No.56 Squadron in December 1960 and in No.111 Squadron in 1961. Ultimately, this longer-ranged Lightning model was fielded in Germany, Cyprus and Malta.
The F.Mk 2 appeared as an improved F.Mk 1 production model. These new models sported improved electronics, steerable nose wheel, liquid-oxygen breathing system, improved avionics with autopilot and a variable afterburning system as opposed to the original's four stage approach. This single-seat fighter first flew on July 11th, 1961 and saw 44 production examples delivered beginning in November of 1962. No.19 Squadron was the first to receive the type followed by No.92 in April of 1963.
The F.Mk 2A followed shortly thereafter and fitted two Avon 211R engines. The 30mm ADEN cannon armament could be supplemented with another two cannons via a ventral gun pack. The ventral fuel tank was also increased in size as was the vertical fin surface area with square cut edges. The main wings were designed with a cambered leading edge. Thirty-one F.Mk 2 models were converted up to the F.Mk 2A standard. Many Lightning pilots have referred to this mark as the best of the Lightning series.
The F.Mk 3 model - another single-seater development - featured an improved AI-23B radar system, liquid-oxygen breathing system, advanced AIRPASS system and "overwing" fuel tanks. Power was derived from 2 x Avon 301R series engines with 13,500lb thrust dry and 16,360lb thrust afterburning output. All 30mm ADEN cannon systems were removed while the Firestreak missile was dropped in the favor of the more advanced Red Top missile. Red Top missiles offered all-aspect engagement with limited head-on qualities over the tail-chasing Firestreaks. The inclusion of the larger Red Tops also forced a revision of the vertical tailfin aerodynamics by the addition of greater surface area and squared-off top edge. At least 62 (some sources state 70) F.Mk 3 models were produced and formed the mounts of Nos.23, 29, 56, 74 and 111 Squadrons.
The F.Mk 3A was of a similar design but with improved range thanks to an enlarged ventral tank and cambered wings. The F.Mk 3A was essentially tied to the development of the upcoming F.Mk 6 - the definitive Lightning. Sixteen F.Mk 3A models appeared at the end of the F.Mk 3 model production.
Minister of Defense Duncan Sandys initiative of 1957 to cancel or curtail the development of manned fighters was finally overturned. As such, funding became available to develop and further new and existing systems to their fullest potential. Once such system was the Lightning in which its engineers now took to bettering the platform for increased performance, range and lethality. The new revised design took to add new wings with cambered leading edges, an increased fuel capacity and the re-integration of the twin 30mm ADEN cannons into a ventral gun station as part of the enlarged ventral fuel tank. The F.Mk 6 became the final production Lightning and was essentially based on the F.Mk 3 - and for a time was referred to as the F.Mk 3A - model featuring better range (now up to an impressive 2 hours of unrefueled flight time) the new wing design including those changes and additions as made between the F.Mk 2 and F.Mk 2A production models. Surprisingly enough, these changes led to little-or-no penalty in overall performance. A total of 39 F.Mk 6 production models appeared. Nine conversions were brought about from existing F.Mk 3 models (known as F.Mk 6(interim) and having no provisions for the overwing fuel tanks or the new AI-23S radar system) and a further 15 conversions appeared from existing F.Mk 3A models. First flight of the F.Mk 6 was achieved on June 16th, 1965. No.5 Squadron became the first happy recipient of the revised F.Mk 6 later that year while full production F.Mk 6 models reached No.74 Squadron in August of 1966. The F.Mk 6 went on to serve with Nos. 11, 23 and 56 Squadrons as well.
Lightning trainer aircraft were also supplied. Trainers were identified by their side-by-side cockpit seating for student and trainer alike complete with dual controls. Trainer versions were built by English Electric out of necessity for original training of Lightning pilots was accomplished by using Hawker Hunter two-seat aircraft with an experienced Lightning pilot as the instructor. Outwardly, these systems maintained their Lightning qualities and - despite the revision of the cockpit - trainer Lightnings retained their awesome performance specifications. Trainer versions could also be modified back to their single-seat combat-ready forms if need be. Trainers were identified by the use of "T" in their designations.
The T.Mk 4 was based on the F.Mk 1A production fighter but fitting a second instructors cockpit in a side-by-side arrangement with dual controls. Two prototypes appeared initially followed by 18 (some sources state 20) production examples. The first prototype crashed into the Irish Sea during a test flight due to a collapsed vertical fin. The second prototype fared better and completed the test program.
Two T.Mk 4 trainers eventually served as conversion prototypes for the development of the improved T.Mk 5 trainer. The T.Mk 5 first flew on July 17th, 1964 and was based on the F.Mk 3 production fighter. T.Mk 5's were delivered to the 226 OCU to which 22 total examples were ultimately constructed.
A dedicated high-altitude version known as the P.8 was considered to fulfill Specification F.155T. This model featured a revised canopy and wingtip mounts for air-to-air missiles but this specialized Lightning form was eventually dropped. Additionally, the Lightning was considered in a dedicated Royal Navy role complete with arrestor hook, revised undercarriage, folding wings and a folding vertical tail fin.
Operationally, the Lightning was given a powerful ability via its radar to scan the forward horizon above and below. The aircraft could automatically take itself within missile range of its intended target and let loose its missile armament with little action required on the part of the pilot. This evolved RAF fighter aircraft from being "cannon-only" platforms to fully-integrated weapons delivery platforms from here on out. The major crutch of the series was always its limited capacity of fuel limiting its effective operational range during the series entire reign. As such, subsequent designs found newer ways to increase the types endurance through more onboard fuel and in-flight refueling but the drawback was never fully conquered. Additionally, armament was severely limited by the few hardpoints the Lightning maintained. Despite this, the Lightning showcased performance specs that few aircraft of the time would ever top - making up for its deficiencies through sheer power, speed and ability.
The RAF interceptor force was eventually replaced by ex-Royal Navy McDonnell Douglas F-4 Phantoms while German-based RAF Lightnings were superseded by the SEPECAT Jaguar. Likewise, mainland Lightning interceptor groups were re-stocked with the new Panavia Tornado F.Mk 3. All of these aircraft brought with them better range specifications as well as better armament loads over that of the Lightning. The Jaguar and the Tornado in particular allowed for strike fighters qualities with air-to-air capabilities making them true multirole performers when compared to the Lightning. The last Lightning squadrons were disbanded in 1988 with many being turned over for scrap.
In its time aloft, the Lightning was credited with only a single air-to-air kill - this being a "runaway" Harrier. The Harrier pilot had successfully ejected but his aircraft continued on course. A Lightning was sent to intercept and destroy the aircraft (which it accomplished).
Foreign orders were in short supply for the Lightning production line. Main export customers were Kuwait and Saudi Arabia. The F.Mk 52 were ex-Royal Air Force Lightnings converted for use by Saudi Arabia. The F.Mk 53 was utilized by both Kuwait (as the F.Mk 53K) and Saudi Arabia. These featured provisions for drop bombs and unguided rockets launched from rocket pods. This model was based on the production F.Mk 6.
Essentially, export Lightning weapon options covered three arrangements. The first being two 30mm ADEN cannons in a center underfuselage position, two drop bombs held underwing and two rocket packs in forward fuselage mounts. The second replaced the underwing bombs with rocket pods while retaining the twin 30mm ADEN cannons and rocket packs. The third option was an interceptor utilized the twin 30mm ADEN cannons, forward rocket packs and made room for two Red Top missiles along the fuselage sides.
The Kuwait Air Force operated up to 12 of the F53K fighter models as well as a pair of T55K trainer forms from 1968 through 1977. A potential deal with Nicaragua fell through when it was deemed that the country lacked the internal logistics to accept (capable unloading docks) and operate the type (airfields were small).
The T.Mk 54 and T.Mk 55 were export trainers of the T.Mk 4 and T.Mk 5 trainers respectively. The T.Mk 54 was utilized exclusively by Saudi Arabia while the T.Mk 55 was used by Kuwait (as the T.Mk 55K) and Saudi Arabia. Saudi Arabia became the second largest Lightning operator behind the United Kingdom with her Royal Saudi Air Force use of the F52, F53 and T55 Lightnings. Saudi Lightnings made up three operational frontline squadrons between 1967 and 1986 and were used against Yenemi border insurgents. While Saudi Arabia held a good opinion of their Lightnings, Kuwait found the aircraft to be too expensive to maintain in the long run.
The United Kingdom fielded the Lightning from 1959 through 1988. At least 12 operational frontline squadrons were delivered the type while two more conversion squadrons were also formed. The Lightning also served with the Tiger and Firebird aerial display teams of the Royal Air Force. Civilian operators have since popped up in the United States and South Africa - allowing passengers to experience the ride of their life for a price. At the end of their production run, total Lightnings amounted to 337 examples made up of all prototypes, 277 fighters and 52 trainers.
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