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LIGHTNING SUPERSONIC COLD WAR JET INTERCEPTOR RAF ROYAL SAUDI AF KUWAIT RAFG

LIGHTNING SUPERSONIC COLD WAR JET INTERCEPTOR RAF ROYAL SAUDI AF KUWAIT RAFG

KEY PUBLISHING SOFTBOUND BOOK in ENGLISH

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Additional Information from Internet Encyclopedia

The English Electric Lightning is a British fighter aircraft that served as an interceptor during the 1960s, the 1970s and into the late 1980s. It was capable of a top speed of above Mach 2. The Lightning was designed, developed, and manufactured by English Electric. After EE merged with other aircraft manufacturers to form the British Aircraft Corporation it was marketed as the BAC Lightning. It was operated by the Royal Air Force (RAF), the Kuwait Air Force (KAF), and the Royal Saudi Air Force (RSAF).

A unique feature of the Lightning's design is the vertical, staggered configuration of its two Rolls-Royce Avon turbojet engines within the fuselage. The Lightning was designed and developed as an interceptor to defend the airfields of the British "V bomber" strategic nuclear force[4] from attack by anticipated future nuclear-armed supersonic Soviet bombers such as what emerged as the Tupolev Tu-22 "Blinder", but it was subsequently also required to intercept other bomber aircraft such as the Tupolev Tu-16 ("Badger") and the Tupolev Tu-95 ("Bear").

The Lightning has exceptional rate of climb, ceiling, and speed; pilots have described flying it as "being saddled to a skyrocket".[1] This performance and the initially limited fuel supply meant that its missions are dictated to a high degree by its limited range.[5] Later developments provided greater range and speed along with aerial reconnaissance and ground-attack capability. Overwing fuel tank fittings were installed in the F6 variant and gave an extended range, but limited maximum speed to a reported 1,000 miles per hour (1,600 km/h).

Following retirement by the RAF on 30 April 1988,[3] many of the remaining aircraft became museum exhibits. Until 2009, three Lightnings were kept flying at Thunder City in Cape Town, South Africa. In September 2008, the Institution of Mechanical Engineers conferred on the Lightning its Engineering Heritage Award at a ceremony at BAE Systems (the successor to BAC) Warton Aerodrome.

Development

Origins

The specification for the aircraft 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.[8] Teddy Petter, formerly chief designer at Westland Aircraft, who had been taken on by English Electric in 1944 to head an office to develop aircraft rather than just make other manufacturers' designs, was a keen early proponent of Britain's need to develop a supersonic fighter aircraft. 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 Mach 1.5 (1,593 km/h; 990 mph) and 50,000 ft (15,000 m).

Petter initiated a design proposal with Frederick Page[a] leading the design and Ray Creasey[b] responsible for the aerodynamics.[10] By July 1948 their proposal incorporated the stacked engine configuration and a high-mounted tailplane. As it was designed for Mach 1.5, the wing leading edge was swept back 40° to keep it clear of the Mach cone.[11] This proposal was submitted in November 1948,[citation needed] and in January 1949 the project was designated P.1 by English Electric.[citation needed] On 29 March 1949 the MoS granted approval to start the detailed design, develop wind tunnel models and build a full-size mockup.

The design that had developed during 1948 evolved further during 1949 to further improve performance, taking many design cues from the CAC CA-23. [10] To achieve Mach 2 the wing sweep was increased to 60° with the ailerons moved to the wingtips.[12] In late 1949, low-speed wind tunnel tests showed that a vortex was generated by the wing which caused a large downwash on the tailplane; this issue was solved by lowering the tail below the wing.[12] Following the resignation of Petter from English Electric, Page took over as design team leader for the P.1[13] and the running of EE design office. 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.[15] 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

P1A

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.[19] Since there was no space in the fuselage for fuel the thin wings were the fuel tanks and since they also provided space for the stowed main undercarriage the fuel capacity was relatively small, giving the prototypes an extremely limited endurance, and the narrow tyres housed in the thin wings rapidly wore out if there was any crosswind component 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.

On 9 June 1952, it was decided that there would be a second phase of prototypes built to develop the aircraft toward achieving Mach 2.0 (2,450 km/h; 1,522 mph); these were designated P.1B while the initial three prototypes were retroactively reclassified as P.1A.[21] 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. Three P.1B prototypes were built, assigned serials XA847, XA853 and XA856.

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 Mach 1 (1,225 km/h; 761 mph), but due to position error the Mach meter only showed a maximum of Mach 0.95 (1,164 km/h; 723 mph). The occurrence was noticed during flight data analysis a few days later.[26] While WG760 had proven the P.1 design to be viable, it was limited to Mach 1.51 (1,850 km/h; 1,149 mph) 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 Mach 1.2 (1,470 km/h; 913 mph) 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 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, 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. During the early flight trials of the P.1B speeds in excess of 1,000 mph were achieved daily. During this period the Fairey Delta 2 (FD2) held the world speed record of 1,132 miles per hour (1,822 km/h) achieved on 10 March 1956 and held till December 1957. While the P.1B was potentially faster than the FD2, it lacked the fuel capacity to provide one run in each direction at maximum speed to claim the record in accordance with international rules.

In 1958 two test pilots from the USAF Air Force Flight Test Center, Andy Anderson and Deke Slayton, were given the opportunity to familiarise themselves with the P.1B. Slayton, who was subsequently selected as one of the Mercury astronauts, commented:

The P.1 was a terrific plane, with the easy handling of the F-86 and the performance of an F-104. Its only drawback was that it had no range at all... Looking back, however, I'd have to say that the P.1 was my favourite all-time plane.

In late October 1958, the plane was officially and formally named "Lightning".[33] The event was celebrated in traditional style in a hangar at RAE Farnborough, with the prototype XA847 having the name 'Lightning' freshly painted on the nose in front of the RAF Roundel, which almost covered it. A bottle of champagne was put beside the nose on a special smashing rig which allowed the bottle to safely be smashed against the side of the aircraft. The honor of smashing the bottle went to the Chief of the Air Staff, Sir Dermot Boyle.

On 25 November 1958 the P.1B XA847, piloted by Roland Beamont, reached Mach 2 for the first time[34][35] in a British aircraft.[1] This made it the second Western European aircraft to reach Mach 2, the first one being the French Dassault Mirage III just over a month earlier on 24 October 1958.

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 150 miles (240 km) 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 two-inch (51 mm) 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 next two Lightning variants, the Lightning F.1A and F.2, incorporated relatively minor design changes; for the next variant, the Lightning F.3, they were more extensive. The F.3 had higher thrust Rolls-Royce Avon 301R engines, a larger squared-off fin and strengthened inlet cone allowing a service clearance to Mach 2.0 (2,450 km/h; 1,522 mph) (the F.1, F.1A and F.2 were limited to Mach 1.7 (2,083 km/h; 1,294 mph)). 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, 610-imperial-gallon (2,800 L) ventral fuel tank,[40] and a new, kinked, conically cambered wing leading edge, incorporating a slightly larger leading edge fuel tank, raising the total usable internal fuel by 716 imperial gallons (3,260 L). 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 260-imperial-gallon (1,200 L) 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 610 to 535 imperial gallons (2,770 to 2,430 L).

The Lightning F.2A was an F.2 upgraded with the cambered wing, the squared fin, and the 610 imperial gallons (2,800 L) ventral tank. The F.2A retained the A.I.23 and Firestreak missile, the nose cannon, and the earlier Avon 211R engines.[42] 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.[43] 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 1,000 lb (450 kg) 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× 2-inch (50 mm) rockets, or a reconnaissance pod fitted with five 70 mm Type 360 Vinten cameras.

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.[98][99] 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.[2] 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.

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.[114] 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.

During the 1960s, as strategic awareness increased and a multitude of alternative fighter designs were developed by Warsaw Pact and NATO members, the Lightning's range and firepower shortcomings became increasingly apparent. The transfer of McDonnell Douglas F-4 Phantom IIs from Royal Navy service enabled these much longer-ranged aircraft to be added to the RAF's interceptor force alongside those withdrawn from Germany as they were replaced by SEPECAT Jaguars in the ground attack role.[115] 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.[116] 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.[citation needed] 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.[118] 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

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.

To provide an urgent counter to air incursions, with Saudi towns near the border being bombed by Egyptian aircraft, an additional interim contract, called "Magic Carpet", was placed in March 1966 for the supply of six ex-RAF Lightnings (four F.2s and two T.4 trainers, redesignated F.52 and T.54 respectively[m]), six Hawker Hunters, two air defence radars and a number of Thunderbird surface-to-air missiles.[49][119] 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. Afterwards during the Al-Wadiah War RSAF Lightnings flown by Saudi and Pakistan Air Force pilots participated in the airstrikes on Yemeni militias after they captured a town in Saudi Arabia in 1969.

Kuwait ordered 14 Lightnings in December 1966; 12 F.53Ks and two T.55Ks. The first Kuwait aircraft, a T.55K first flew on 24 May 1968 and deliveries to Kuwait started in December 1968.[121] 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.

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.[123] 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.[120][124] 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.[124][125] 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.[127] 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 then all the remaining aircraft were operated by 2 Squadron at Tabuk.[129][130] 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.[129] While BAe offered the ex-Saudi Lightnings to Austria and Nigeria, no sales were made, and the aircraft were eventually disposed of to museums.

Variants

Lightning T.4 at Farnborough Airshow, England, in 1964

A USAF Sikorsky HH-53C helicopter of the 67th Aerospace Rescue and Recovery Squadron lifts a Lightning at RAF Woodbridge, Suffolk, 18 December 1987.

The "Sea Lightning" concept

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.[132]

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

Kuwait Air Force operated both the F.53K (12) single-seat fighter and the T.55K (2) training version from 1968 to 1977.

Royal Saudi Air Force Lightning F.53 gate guardian at the King Faisal air base in Tabuk

Saudi Arabia

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

Lightning F.3 of 11 Squadron in 1980

United Kingdom

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.[133]

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.[133]

19 Squadron operated the F.2 and the F.2A (1962–1976)

23 Squadron operated the F.3 and the F.6 (1964–1975)

29 Squadron operated the F.3 (1967–1974)

56 Squadron operated the F.1, F.1A, F.3 and the F.6 (1960–1976)

65 Squadron operated as No. 226 OCU with the F.1, F.1A and the F.3 (1971–1974)

74 Squadron operated the F.1, F.3 and the F.6 (1960–1971)

92 Squadron operated the F.2 and the F.2A (1963–1977)

111 Squadron operated the F.1A, F.3 and the F.6 (1961–1974)

145 Squadron operated as No. 226 OCU with the F.1, F.1A and the F.3 (1963–1971)

226 Operational Conversion Unit operated the F.1A, F.3, T.4 and the T.5 (1963–1974)

Air Fighting Development Squadron

Lightning Conversion Squadron (1960–1963)