Question for the Lightning guys
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Question for the Lightning guys
In the later 5/11 Sqdn days, when using a mix of F.3 and F.6, did pilots tend to specialise in one variant over the other or were general flying and operating traits so similar as to be literally interchangeable day to day?
Thanks for any insights . . . .
Thanks for any insights . . . .
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Wasn't a jockey but was on Lightnings at the end. They used to jump into whatever they had as far as I remember. I'm pretty sure that the F3 was the one preferred for the display pilot.
OC11 had a Harvard in the hangar that he used to wheel out as well.
OC11 had a Harvard in the hangar that he used to wheel out as well.
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F3 took off in cold power with flap up, F6 in reheat with flap down. No guns on the F3. F6 had a cranked wing versus straight on the F3, but never noticed any difference from that. Other than that, the only difference was the F3 came home first (usually!). You basically grabbed what you could.
On Tremblers we had a mix of F6 and F3. We flew both after a very short difference presentation. Handling etc the same on both! Just reheat and flap different for takeoff.
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F3/F6
There are few more facts about the F3/F6 variants that may interest followers of this thread. The 2 F3 variants on the last 2 squadrons to operate the Lightning were important as they were not constrained by airfame fatigue conservation limits. These fatigue constraints were so severe on the F6 that we could do 1 v 1 combat training for only a few days each year. The in-service life of the F6 had to be preserved until the Tornado F3 was ready to enter service. A side benefit of having an F3 available was that we could continue to satisfy the public demand for Lightning aerobatic shows. In war, these F3 would be replaced by F6 from the huge reserve held at Binbrook. That was important because the range limitations of the F3(and T5)made it incompatible with many of the Air Patrol and intercept procedures - even with AAR.
The F6 was the only variant to enter Service with the Over Wing Tank capability. This unusual configuration gave rise to significant problems if jettison was needed. Upward ejection was by cartridge but the tanks had to be empty or the downward reaction in the jettison gun would damage the wing. Rapid emptying was achieved by another explosive device that blew off the back of the tank! With full OWT, the all up weight was close to the maximum and would be exceeded with 2x Red top, full ammo and the refuelling probe. Tyre wear at that weight even at 300+ psi was another concern and x-wind take off and landing limits were severe. Maximum IAS and 'G' were also limited. The odd configuration was dictated by the long undercarriage retracting outwards into the wing thus precluding the usual underwing attachments. The OWT were designed for long range ferry and they did their job allowing safe ferry to Singapore and the USA for example. What a great machine!
The F6 was the only variant to enter Service with the Over Wing Tank capability. This unusual configuration gave rise to significant problems if jettison was needed. Upward ejection was by cartridge but the tanks had to be empty or the downward reaction in the jettison gun would damage the wing. Rapid emptying was achieved by another explosive device that blew off the back of the tank! With full OWT, the all up weight was close to the maximum and would be exceeded with 2x Red top, full ammo and the refuelling probe. Tyre wear at that weight even at 300+ psi was another concern and x-wind take off and landing limits were severe. Maximum IAS and 'G' were also limited. The odd configuration was dictated by the long undercarriage retracting outwards into the wing thus precluding the usual underwing attachments. The OWT were designed for long range ferry and they did their job allowing safe ferry to Singapore and the USA for example. What a great machine!
Ecce Homo! Loquitur...
Then there was the AFS (Airfix Special) on the LTF. So called because it looked liked it was built by someone from a kit with all the bits for the different marks who'd just stuck them together at random...
Stayed up a long time though (for a Lightning).
Stayed up a long time though (for a Lightning).
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I know XR726/DF had an additional belly tank in place of the gun pack whilst it was on the strength of the LTF...
Ecce Homo! Loquitur...
It had the extra ventral fuel pack, plus the fitted they over wing tanks, and they replaced the radar with a fresnel lens to improve the radar signature for the students. It would routinely stay on station whilst 2-3 students flew successive sorties against it.
though one Irishman had to declare a Mayday and divert. One of the student sorties delayed and delayed and delayed whilst he held admiring the sky until after one routine Pigeons check he asked for a repeat and diverted to the nearest suitable runway (Linton on Ouse?, long time ago....)
though one Irishman had to declare a Mayday and divert. One of the student sorties delayed and delayed and delayed whilst he held admiring the sky until after one routine Pigeons check he asked for a repeat and diverted to the nearest suitable runway (Linton on Ouse?, long time ago....)
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I think I'm right in saying the large belly tank was 610 gallons, how much of that was lost when the Aden pack was fitted?
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The figure quoted for the F.6 ventral of 610 gallons is correct and 170 gallons was lost when the Aden gun installation was fitted. Each of the overwing ferry tanks held 260 gallons.
