The last of the RAF's Lightnings
Welcome to this latest edition of our Workbench blog and all the news, updates and modelling exclusives from the fascinating world of Airfix.
Our modelling subject for this latest edition of Workbench is a real heavyweight when it comes to the history of British aviation, a post war jet interceptor which in the eyes of many people, rivals the Spitfire in terms of its aviation legacy. If we tell you the aircraft in question first entered Royal Air Force service during the summer of 1960 and was the first and ultimately only all-British Mach 2 capable fighter aircraft, we know that nobody will be in any doubt as to the awesome machine we are talking about.
To welcome the return of our ever popular 1/72nd scale English Electric Lightning F.2A kit to the current range, we will be taking a quick look at the impressive heritage of this magnificent machine, feature the recently produced box artwork for this model on a Workbench blog for the very first time, before looking a little more closely at this particular variant of the Lightning. We will end by looking at the individual details behind the two aircraft scheme options included with this kit, by which time if you haven’t promoted a scale representation of this supersonic sensation to your Autumn build schedule, it could be time to check your pulse.
Britain's quest for aviation speed
The second production English Electric P.1A development aircraft (WG763), pictured at the Manchester Museum of Science and Industry, before it closed in 2021. This aircraft is now part of the Boscombe Down Aviation Collection.
Although the English Electric Company had built its industrial reputation on the manufacture of electrical equipment, heavy machinery, transformers, trams and railway locomotives, in the early post war years, they had also branched out into the consumer electronics market and had growing influence in the worlds of both computer technology and aviation. Indeed, their newly introduced Canberra jet bomber was proving to be something of a revelation, one which provided the Royal Air Force with an aircraft which was the envy of the aviation world. An aircraft which was intended as the replacement for the famous de Havilland Mosquito, the Canberra proved to be that and much more, a magnificent aircraft which almost immediately started breaking aviation records for speed, distance and altitude, underlining its status as one of the most advanced and strategically capable aircraft in the world at that time.
In fact, the Canberra proved to be so good that it provided Britain with an unexpected problem, as it highlighted clear deficiencies in the air defence capabilities of the nation. During annual air defence exercises, attacking Canberra bombers flew so high and at such great speeds that Gloster Meteor fighters attempting to intercept them had real trouble, to a point where Canberra crews were instructed to fly at lower altitudes and at reduced speeds, just to give the Meteors a chance to intercept them. The pace of aviation advancement was continuing at an astonishing rate and if Britain was to have an interceptor capable of performance to match the technological leap provided by the Canberra, something had to be done. At that time, the aviation world could boast several excellent high subsonic fighter types, such as the American Sabre and Britain's new Hunter, however, the quest for ever greater speeds demanded an answer to the problem of high speed flight control and a very special aeroplane indeed.
As Britain's aviation companies attempted to overcome the challenges associated with control during high speed flight, they were entering uncharted territory and therefore quite a dangerous period for test pilots. As new ideas and solutions were developed and tested, these men were pioneers in supersonic flight and would open the doors to the future of aviation. With the stunning success of their Canberra bomber, it seems obvious that the English Electric Company would be involved in the development of a proposed British supersonic interceptor, however, this experimental work was taking place during a time of severe financial hardship in the UK and competing companies had little room for error. English Electric's head of design William 'Teddy' Petter was a firm believer that Britain needed to develop a supersonic interceptor and approached the Ministry of Supply with a proposal, coming away with authorisation to produce a high speed research aircraft capable of attaining a speed of Mach 1.5.
The English Electric Company went on to develop an aircraft the like of which had never been seen before, one which was as unique as it was eye-catching. It's interesting to note, however, that when looking back at the side profile of their P.1, it does share more than a passing resemblance to the Soviet MiG-21 fighter.
The English Electric P.1 proved to be so radical that Britain's aviation officials were a little nervous about the design, even going so far as to ask a rival company to produce an aircraft using control surfaces they felt would be more appropriate on the P.1. That being said, the potential offered by the English Electric design was undeniable, so they allowed work to continue and watched with interest. When the prototype P.1 took to the air on 4th August 1954 in the hands of celebrated wartime ace Roland Beamont, English Electric's chief test pilot, it was radically different to anything that had gone before it. Featuring a wing which was swept back by 60 degrees and low mounted horizontal stabilizers swept at a similar angle, the aircraft featured a twin engine arrangement which placed one on top of the other at the rear of the airframe, providing lots of power whilst keeping drag to a minimum.
English Electric P.1A WG763 in the process of being dismantled, prior to its move from Manchester to Boscombe Down.
The P.1s spectacular appearance was mirrored by its performance, with the aircraft exceeding Mach 1 in level flight on just its third test flight, with Beamont becoming the first British pilot to achieve this feat in a British aircraft. As the testing program progressed, the P.1 continued to set new records and English Electric began design work on a modified version of the aircraft, one which was intended to be the proposed production variant of the new interceptor for the Royal Air Force. Designated the P.1B, this later development took to the air for the first time on 4th April 1957, where it managed to exceed Mach 1 in level flight without the need to engage its engine afterburners. Three weeks later, the aircraft would capture the world speed record and it seemed as if Britain was now on course to have its supersonic fighter.
The aircraft embarked on a summer of continual flight testing and evaluation, all of which was leading to a date with aviation history and the first British aircraft to exceed Mach 2, which the aircraft achieved on 25th November 1957. Once again for this stunning achievement, Roland Beamont was at the controls of the aircraft, meaning that he was not only was he the first British pilot to fly at Mach 1 in level flight in an all British aircraft, but was now also the first to fly at Mach 2 - aviation history was being made in the industrial North West.
Further development of the English Electric Company's spectacular new supersonic interceptor continued apace, to a point where the first production aircraft were finally presented to the Royal Air Force in late 1958. They were quick to christen their new Mach 2 capable fighter the 'Lightning' and they could hardly have chosen a more appropriate name. Not only had the English Electric Company presented the RAF with the most advanced jet bomber in the world, they had now also presented them with a world beating high speed interceptor and they, and the British public at large were rightly proud.
A supersonic 'rush' to protect V-bombers
Previously released Airfix artwork showing a pair of early RAF Lightnings doing what they were designed to do, protecting Britain's V-bomber force.
The first operational variant of the Lightning interceptor was the F.1, an aircraft which presented the RAF with a cutting edge fighting aeroplane and one which was a huge technological leap ahead of any aircraft which had gone before it. A fully integrated air defence platform, the Lightning employed a powerful radar unit which allowed its pilot to detect and intercept a target by day and night and in all weathers, and once in range, could deal with the threat either using its 30mm Aden cannons or the new Firestreak air to air missile.
The unit selected to have the honour of ushering the RAF into the Lightning age was No.74 Squadron 'The Tigers' at Coltishall from July 1960, with the same airfield having previously played host to the Air Fighting Development Squadron and their important work in preparing the Lightning for squadron service. Their gleaming natural metal Lightnings must have made for a magnificent sight and certainly represented the pinnacle of aviation achievement at that time - if you were selected to fly Lightnings, you must have felt more than a little pleased with yourself. Having said that, for these first Lightning jockeys, the prospect of flying this latest RAF speedster must have been quite a daunting one, particularly as their first flight in the aircraft would also be their first solo - there was no such thing as a two seat Lightning at that stage.
Only the very best pilots were selected for conversion to the Lightning, with this process starting with the presentation of a comprehensive guidance manual which they had to learn from cover to cover. This was backed up with hours of classroom based ground instruction and time spent on the new Lightning simulator, all the while knowing that what awaited them was a first flight in this beast of an aeroplane, one which some had christened the 'Frightning'. Once all this had been safely negotiated, it was time for their Lightning solo and one of the most significant entries in their log books.
The Lightning may not have posed too many problems for most capable pilots, however, it certainly did require some getting used to. For those pilots coming from the Hawker Hunter, which in itself was an excellent aeroplane, they were in for quite a thrilling first flight. Although a stable aeroplane which was reportedly extremely pleasant to fly in most phases of the flight envelope, the Lightning represented a quantum leap in performance terms and everything had to be done much more quickly than in other aircraft - you always had to have your wits about you. To illustrate this, the optimum speed for landing approach in a Hunter was around 130 kts over the airfield threshold, but in a Lightning, this had increased to something like 165 kts for touchdown at 155 kts.
With its Firestreak missile system, the Lightning was also part of a cohesive air defence network, a complex machine which demanded much of its pilot, but at the same time a real pilots aeroplane. The Lightning was a huge technological leap forward for the Royal Air Force and didn't its pilots love it!
The RAF's original Lightnings were very much point defence fighters, with their mission profile being that of performing a 'supersonic dash' to their vectored target, firing their missiles, before immediately returning to base for debrief or to refuel for a further sortie. Their main responsibility was to protect the integrity of Britain's nuclear threat, protecting the V-bomber force from any potential offensive strike coming from behind the Iron Curtain. Taking off at high speed, the Lightning pilot would climb to interception height as quickly as possible and neutralise the threat, with these speedsters never intended to mount long and arduous standing patrols.
More iconic previously released Airfix box artwork, this time featuring two RAF Germany No.92 Squadron Lightning F.2As.
As far as the fuel hungry Lightning was concerned, range, or more specifically the lack of it, would always be something of its Achilles heel and would keep the design team at Warton busy looking for improvements throughout its service life. As an Airshow performer, the fast and graceful Lightning was the consummate performer and anyone lucky enough to have ever seen one of these aircraft making its fast, final pass, before pulling up into a vertical climb in full reheat will probably hold this as an experience they will never forget - the Lightning was certainly the darling of the British public.
As the technologically advanced Lightning settled into Royal Air Force service, designers and technicians at Warton were hard at work incorporating improvements and ever greater fuel carrying capacity to subsequent variants of the interceptor. Essentially, the next two variants of the Lightning, the F1A and F.2 only featured relatively modest upgrades, with the F.2 introducing such improvements as fully variable afterburning Rolls Royce Avon Mk.210 engines, a steerable nose wheel and a more functional cockpit layout.
As far as development was concerned, the F.3 variant was a different bird altogether and was an attempt to unleash the awesome potential of this magnificent aircraft. Featuring a larger, squared off fin, the F.3 also had improved radar, more powerful engines, greater fuel carrying capability and new Red Top missiles. The only detriment appeared to be the removal of the Aden cannon, something pilots would soon come to lament and hope they could somehow get back. They would eventually get their wish with the introduction of the next, definitive variant of the Lightning, the F.6, one of the most capable interceptor aircraft to ever see Royal Air Force service.
The F.6 variant of the Lightning featured a much larger ventral fuel tank and a modified wing, which was larger and incorporated a visibly 'kinked' leading edge. The F.6 could also be equipped with over-wing external fuel tanks and to the delight of Lightning pilots everywhere, the return of their guns. Lightning pilots appeared to be quite protective of retaining a cannon armament, something which gave them the ability to fire a warning burst at the start of any engagement, hopefully resolving the situation without having to resort to unleashing a missile. Interestingly, some earlier variants of the Lightning were later upgraded to as near to F.6 standard as possible, which will be our next port of call in this supersonic story.
The F.2A - The last of the RAF's Lightnings
Bringing modelling proceedings right up to date, this latest artwork graces the box top of the recently released English Electric Lightning F.2A kit in 1/72nd scale, and features a beautiful RAF No.19 Squadron Gütersloh based machine from the 1970s.
A rather surprising development in the history of the English Electric Lighting was the fact that the final variant of the aircraft in RAF service proved not to be the definitive F.6, but the reworked F.2A machines. Making its first flight after the thoroughbred F.6, the F.2A was an ingenious attempt to upgrade existing F.2 fighters to as near to F.6 configuration as possible. The F.6 undoubtedly resulted in the most effective variant of the Lightning entering Royal Air Force service and rather than simply replacing all existing aircraft with this latest variant, a study was made to see if some of these earlier Lightnings could undergo quite radical modification to as close to this new standard as possible.
Using the Lightning F.2 as their donor aircraft, these modifications saw them receive the impressive new cambered leading edge wing, the new larger squared fin and the much larger 610 Imperial Gallon belly mounted ventral fuel tank. F.2A Lightnings did retain their radar, Firestreak missiles and Aden cannon, but also benefitted from modified Avon 211R engines.
Even though this upgraded variant of Lightning may have lacked the overall thrust of either the F.3 or F6 interceptors, their engine and additional fuel carrying capability gave them the most impressive tactical range of all the Lightning variants and impressively, they would go on to enjoy an unmatched safety record in service operation. the F.2A would only serve with two RAF units, Nos 19 and 92 Squadrons, both based at RAF Gütersloh in Germany, where these particular aircraft were asked to operate in a distinctly different way to how UK based Lightnings were operated.
A total of 31 Lightning F.2 interceptors were upgraded to as near to F.6 standard as possible, gaining the version designation F.2A, with the first F.2 arriving at the English Electric factory at Warton for rework on 13th September 1966. This same aircraft would re-enter service as an F.2A with No.19 Squadron on 26th February 1968.
The re-introduction of our 1/72nd scale Lightning F.2A kit will be welcomed by a great many modellers, as it allows people to build a beautiful representation of this important and extremely noteworthy variant of this famous British supersonic interceptor. With scheme options marking aircraft from both of the RAF Germany squadrons at Gütersloh, let's now take a closer look at the two attractive decal options which will be tempting those who intend to add this stunner to their Autumn build schedule.
RAF No.19 Squadron took the honour of being the unit chosen to introduce the Supermarine Spitfire into RAF service and as this was Britain's most famous piston engined fighter, it was somehow fitting that they were also one of the first squadrons to be equipped with Britain's ultimate jet powered interceptor, the Lightning. Moving to RAF Leconfield in 1959, the squadron prepared to exchange their Hawker Hunters for the latest variant of the Lightning, the F.2, becoming the first RAF unit to do so. The first Lightning to arrive at Leconfield was a T.4 trainer at the end of October 1962 and this was joined by the first single seater on 17th December.
No.19 Squadron became operational with the Lightning F.2 in early 1963 and during the early months of operation, they would be engaged in important work flying with the RAF's new Victor tanker fleet, undertaking in-flight refuelling trials which would eventually benefit the entire Lightning fleet. No.19 Squadron transferred to RAF Germany and the Second Tactical Air Force, where from 1966, they would fly low altitude interceptor sorties from RAF Gütersloh, which was positioned close to the East German border.
From early 1968 onwards, 19 Squadron Lightnings started to be flown back to Warton for upgrade to F.2A standard, returning to Germany once more following the completion of these significant works. Of the two Gütersloh based Lightning F.2A units, No.19 Squadron were the first to relinquish their Lightnings, when they exchanged them for McDonnell Douglas Phantom FGR.2 at the end of December 1976, even though they would still operate the aircraft in an air defence role.
Full scheme and decal placement details for this handsome RAF Germany No.19 Squadron Lightning F.2A.
There is no disputing the fact that the Lightning is a beautiful thing to look at and it their smart, natural metal finish and proudly displaying their squadron badges, the supersonic Lightning was the pride of the Royal Air Force. The memoirs of some former RAF personnel appear to suggest that this Lightning pride even went as far as polishing each Lightning on the squadron every week to keep them in tip top condition, a ritual which continued until it was discovered that the polish being used was slightly abrasive and caused microscopic particles of aluminium to be removed during vigorous polishing sessions. They quickly had to find a new way to keep their Lightnings looking pristine.
Lightning F.2 XN724 was constructed at the English Electric factories at Samlesbury and Warton during 1961 as part of the first production block, making its first flight from Warton on 11th September 1961. Only two RAF Squadrons would operate the F.2 and both were based at RAF Leconfield at the time, so Yorkshire was the first operational destination for this Lighting, although she would first spend time at Boscombe Down, presumably undertaking service acceptance trials. She would undergo conversion to F.2A standard at Warton in October 1966, later returning to No.19 Squadron wearing the who were now based at RAF Gütersloh in Germany - she was wearing the individual aircraft letter 'F' when she returned.
There are some conflicting reports about this aircraft following the end of its service career. Some appear to suggest that it was seen leaving RAF Laarbruch on the back of a low-loader in 1985, apparently bound for either a museum in the UK or for a private owner in the country, whilst others log it as being scrapped at the same airfield. If any Workbench reader has the definitive answer to this question, please do get in touch, because we would love to be able to complete its story.
RAF No.92 Squadron had started to prepare for the arrival of the new Lightning F.2 fighter at Leconfield in late 1962, with their first aircraft actually arriving in Yorkshire in the spring of the following year. They were declared fully operational in the summer of 1963 and from that point, were not only kept busy with operational flying, but also in introducing their exciting new mounts to the British public throughout that year's Airshow season, culminating with an appearance at that year's Farnborough show.
The squadron moved to Germany and RAF Geilenkirchen in late 1965, where they would replace Gloster Javelins in an air defence role. Two years later, they moved once again, this time to RAF Gutersloh, where they joined up with the RAF's other Lightning F.2 operators, No.19 Squadron. Not long after arriving at Gutersloh, No.92 Squadron Lightnings started returning to Warton for upgrade to F.2A standard, a process which was finally completed by 1969.
Former personnel who served in Germany during this time describe it as a relatively enjoyable time, despite their close proximity to the East German border and their ultimate responsibility for helping to prevent war. Each squadron was effectively run as an autonomous unit, with the commanding officer given the opportunity to run things as he saw fit. Part of a shared responsibility between the two Lightning squadrons at Gutersloh was the maintenance of a 'Battle Flight' (QRA), two Lightnings maintained at permanent five minute readiness, 24 hours a day, every day of the year. One Lightning would be designated as the primary reaction aircraft, with the other acting as reserve and all cleared pilots on the station would be required to cover Battle Flight, even the respective CO. With its close proximity to the East German border, you might think that these duties could prove to be rather busy, but in truth, periods of almost constant scrambles could be followed by weeks between shouts, although pilots would regularly perform practice scrambles to stay current and in some cases, diverting to other airfields for valuable experience. If a pilot had to divert due to poor weather back at base following a live scramble, at least they would have had some prior experience landing at this alternative airfield.
The 'King Cobra' Lightning F.2A XN793 was the personal aircraft of No.92 Squadron's Commanding Officer's during his time at Gütersloh, with these 'Green Beans' being some of the most distinctive Lightnings to have ever taken to the skies.
In late 1972, something rather dramatic happened to the Lightnings of No.92 Squadron - their gleaming natural metal interceptors were given a liberal coat of green paint. Following a directive to 'tone down' their aircraft, each Lightning in turn was towed into the base paint shop, emerging in a very different scheme, dark green paint all over the upper surfaces and sides of the fuselage, a move which earned then the nickname of the 'Green Beans'. A little research into the subject unearths some discussions which describe the colour used as being anything but standard and even go so far as to suggest it was paint stocks someone found lying around at the back of a hangar, however, the official line is that it was British Standard satin dark green shade. RAF Germany's Lightnings weren't exactly conspicuous in everyday operation, but as they were now almost exclusively engaged in low altitude operations, it was felt that this scheme would be more appropriate for the task at hand and certainly helped to camouflage the aircraft whilst they were on the ground at Gutersloh.
Following the arrival of a new Commanding Officer for No.92 Squadron in 1971, it seems as if Lightning XN793 inherited a couple of additional markings which highlighted its status as the CO's personal aircraft. Following an impromptu visit to the paint shop, the CO's Lightning emerged with a gold crown painted on the head of the Cobra motif which made up the squadron badge displayed on its tail - it also had the legend 'Flagship 92' painted on the port-side fuselage, just underneath its windscreen. From this point forward, the Commanding Officer of RAF No.92 Squadron was rather fittingly referred to as 'King Cobra'.
No matter what the shade of green actually applied, these Gutersloh based Lightning F.2As were amongst the most interesting and attractive of all the RAF Lightnings and when combined with the unique attributes of the 31 Lightning F.2As which saw Royal Air Force service, makes this a difficult scheme option to overlook when considering finishing this latest Airfix kit release. Available now, isn't it time we all spent a little time paying our respects to arguably the most exciting British aircraft to have ever entered Royal Air Force service, even if only in scale form?
The only British designed and built fighter capable of Mach 2 performance, the Lightning was a thoroughbred speedster of an aeroplane and one which must have been thrilling to fly. When asked how his first Lightning flight went, one pilot was reported to have replied, 'Excellent, I was with it all the way, until I let the brakes off!' For an aircraft which was only originally intended to have a service life of around eight years, the Lightning would remain in RAF service for 28 years and even in its final days, could post performance which put many more modern designs to shame. Only replaced by types which were developed as international collaborative projects because of cost, the Lightning is without doubt a British aviation classic and one which the world continues to admire, even if only in model kit form.
Already gracing the shelves of model shops everywhere, this return of our 1/72nd scale Lightning F.2A kit to the current range will once again throw the modelling spotlight on this interesting variant of Britain's iconic jet powered supersonic sensation.
That’s it for another week, but we will be back as usual with more project updates for you next Friday. As ever, we are always interested to hear your views on all things Airfix and particularly in relation to our Workbench blog, so if you ever feel like dropping us a quick line, please do so using our workbench@airfix.com contact e-mail address.
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