111 Squadron RAF Lightning display team
I was at Farnborough in 1958 and saw the 22 Hunter loop. Being young and ignorant, while being impressed, I assumed it was perfectly normal.
I see in Minnie Burner's picture that the Hunters were using partial flap. Was this to make things easier for the pilot?
I see in Minnie Burner's picture that the Hunters were using partial flap. Was this to make things easier for the pilot?
Re-reading this resurrected thread, I see I posted a question that didn't get answered, so I'll try again.
I fondly remember the Lightning displays in the 60s. I saw all the teams and particularly remember the high-speed arrival at low-level from behind the crowd.
I've been wondering how all this was managed. The teams were front-line squadrons, so how did they find the time and the aircraft hours for their practices and displays, while carrying out their "day jobs"?
Was it difficult to generate 9 (or 10?) aircraft on a routine basis?
And most importantly, what did they do about fuel? Did they have a group of tankers following them around?
I've been wondering how all this was managed. The teams were front-line squadrons, so how did they find the time and the aircraft hours for their practices and displays, while carrying out their "day jobs"?
Was it difficult to generate 9 (or 10?) aircraft on a routine basis?
And most importantly, what did they do about fuel? Did they have a group of tankers following them around?
India, the team members were all front-line pilots. When a squadron was allocated display duties the primary role might be compromised, but balanced throughout the year. This was easier to achieve in the Hunter days than with the Lightning – where the need for intercept / night flying had to be biased to the winter (non-display months).
Formation flying was a normal requirement thus there was not a great need for additional training.
Generating 9 – 10 aircraft from one squadron was difficult and often involved trading with engineering spares or other squadrons. In the late 60’s the OCU at Coltishall generated a 16 ship formation – 18 aircraft, spare plus solo aero, on two days for BB show. Only one practice for a ‘flat show’ and then the real thing.
Coltishall also generated 28 Lightings for an AOC flypast – box 4s, plus spares, wipper-in and solo.
Fuel was always limited, no tankers, thus a quick low level flight and back to base – 30/40 min.
Farnborough shows were probably flown from Odiham nearby.
Formation flying was a normal requirement thus there was not a great need for additional training.
Generating 9 – 10 aircraft from one squadron was difficult and often involved trading with engineering spares or other squadrons. In the late 60’s the OCU at Coltishall generated a 16 ship formation – 18 aircraft, spare plus solo aero, on two days for BB show. Only one practice for a ‘flat show’ and then the real thing.
Coltishall also generated 28 Lightings for an AOC flypast – box 4s, plus spares, wipper-in and solo.
Fuel was always limited, no tankers, thus a quick low level flight and back to base – 30/40 min.
Farnborough shows were probably flown from Odiham nearby.
Some of them are a bit out of position LM! I was on the last 111 Lightning display five ship before we handed over to the F4! Good days!
Glad I left when I did as there is little left to fly these days! Oh and I have a MB tie too! Also from the Jaguar
Glad I left when I did as there is little left to fly these days! Oh and I have a MB tie too! Also from the Jaguar
Aahh, remember it well. After the duty practice fly-by, GB leading, announced ‘hang in you young bu¬¬ers’ and promptly wheeled the 16 ship formation around the airfield. Viewing from the outer extremities I thought that the down-wing aircraft were quite close to the ground; until the turn was reversed ...
IIRC, GB led the occasional Friday POETS four ship as mood and weather allowed; staff and students promptly opened the Gin Mine, - a Carboy of Gin courtesy (a tradition) of the USAF exchange pilot / engineer to witness formation aeros over the airfield, which at that time were ‘disapproved of’.
The 28 ship AOC’s Balbo was a completely different affair (different leadership). 20+ aircraft diverted, N, S, and W of Coltishall after the leader took the barrier in poor weather.
IIRC, GB led the occasional Friday POETS four ship as mood and weather allowed; staff and students promptly opened the Gin Mine, - a Carboy of Gin courtesy (a tradition) of the USAF exchange pilot / engineer to witness formation aeros over the airfield, which at that time were ‘disapproved of’.
The 28 ship AOC’s Balbo was a completely different affair (different leadership). 20+ aircraft diverted, N, S, and W of Coltishall after the leader took the barrier in poor weather.
India Four Two
Re your unanswered question (post#26).
I shot some 8mm cine film of 74 Sqn displaying their Lightnings at the Paris (Le Bourget) Airshow (24th Paris Salon Aéronautique) in May 1961. Witness the screen grabs below. Displayed as grabbed frames the quality is poor, but they look 100% better when projected.
I was one of the two crews from 99 and 511 Sqn that crewed a RAF Transport Command Britannia that was on static display or the duration of the display. One of my better trips IMHO.
The flying display programme was long, lasting (with a lunchtime interval of an hour-and-a-half) from nearly ten in the morning till after six in the evening and had something for everyone.
As I recall after 53-years (with the help of some notes made at the time), 74's display as led by Sqn Ldr John Howe was first class and consisted of wingovers with nine aircraft (in 1961 the largest number of Lightnings ever seen publicly together) and rolls with four. One manoeuvre at the end had the Parisian spectators on their feet applauding.
As the main formation of Lightnings wheeled away to the front with spectators turning to watch them, a singleton flown by Flt. Lt. Ken Goodwin, who'd detached himself from the nine-man formation came screaming from behind the spectators at near sonic speed with his afterburners at full blast and at very low-level just over the spectator’s heads.
The sudden shock of noise hit like a thunderclap and startled everyone, but when it was realised that it was part of the display and spectators had recovered from the shock, they were on their feet and clapping in a very appreciative manner, something I’d never experienced before, especially as it was the French applauding the British!
Flt Lt Goodwin then did a solo aerobatics display which included Derry turns and low inverted fly-bys.
Screen grabs from my 8-mm cine film below.
Re your unanswered question (post#26).
I shot some 8mm cine film of 74 Sqn displaying their Lightnings at the Paris (Le Bourget) Airshow (24th Paris Salon Aéronautique) in May 1961. Witness the screen grabs below. Displayed as grabbed frames the quality is poor, but they look 100% better when projected.
I was one of the two crews from 99 and 511 Sqn that crewed a RAF Transport Command Britannia that was on static display or the duration of the display. One of my better trips IMHO.
The flying display programme was long, lasting (with a lunchtime interval of an hour-and-a-half) from nearly ten in the morning till after six in the evening and had something for everyone.
As I recall after 53-years (with the help of some notes made at the time), 74's display as led by Sqn Ldr John Howe was first class and consisted of wingovers with nine aircraft (in 1961 the largest number of Lightnings ever seen publicly together) and rolls with four. One manoeuvre at the end had the Parisian spectators on their feet applauding.
As the main formation of Lightnings wheeled away to the front with spectators turning to watch them, a singleton flown by Flt. Lt. Ken Goodwin, who'd detached himself from the nine-man formation came screaming from behind the spectators at near sonic speed with his afterburners at full blast and at very low-level just over the spectator’s heads.
The sudden shock of noise hit like a thunderclap and startled everyone, but when it was realised that it was part of the display and spectators had recovered from the shock, they were on their feet and clapping in a very appreciative manner, something I’d never experienced before, especially as it was the French applauding the British!
Flt Lt Goodwin then did a solo aerobatics display which included Derry turns and low inverted fly-bys.
Screen grabs from my 8-mm cine film below.
Being a pedantic so and so, I would say Eight Lightning F3s and One Lightning T4
But I don't think it made a Gnat's worth of difference.
Are you sure that is a T4, Mr Reid?
Why, what do you think it is?
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Well, it might be (maybe a retained T4, a 'borrow' from elsewhere etc etc) but it might also be a T5 since Tremblers had re-equipped that year with the F3 variant for which, as I'm sure you know, the T5 was the 2-seat variant. I bow abjectly to your 'sore-thumb' spotting skills if you can tell so certainly.
I wager it's probably a 5.
EDIT: Actually you could be right! (and I would be mightily impressed and would eat my logbook). I have just seen a post elsewhere from 'Salad Fingers' which says
"Most of the season was flown with 9 FMK3s or 8 plus a TMK4 - the T~MK5 arrived in September." so the Jury is out.
I wager it's probably a 5.
EDIT: Actually you could be right! (and I would be mightily impressed and would eat my logbook). I have just seen a post elsewhere from 'Salad Fingers' which says
"Most of the season was flown with 9 FMK3s or 8 plus a TMK4 - the T~MK5 arrived in September." so the Jury is out.
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Lightning T4 lead aircraft
It's a T.4 with 'Witches Hat' tail and could be XM992 'Z' which later went back to the makers for conversion to a T.54 for Saudi Arabia.
Colour schemes were toned down in 1966.
Colour schemes were toned down in 1966.
