View source for English Electric Lightning

{{short description|Interceptor aircraft, British, 1960s–1980s}}
{{Use dmy dates|date=March 2020}}
{{Use British English|date=June 2018}}
{{Infobox aircraft
 |name= Lightning
 |image= File:English Electric Lightning F6, UK - Air Force AN2260192.jpg
 |caption= Lightning F.6 of [[No. 11 Squadron RAF]] arriving at [[RAF Greenham Common]] in 1976. 
 |type= [[Interceptor aircraft|Interceptor]] (primary); [[fighter aircraft|fighter]]
 |national_origin= United Kingdom
 | manufacturer= {{plainlist|
* [[English Electric]]
* [[British Aircraft Corporation]]
}}
 |designer= 
 |first_flight= {{plainlist|
* 4 August 1954 (P.1A)
* 4 April 1957<ref name="Winchester p. 82">Winchester 2006, p. 82.</ref>
}}
 |introduction= 11 July 1960<ref name="WoF7 p43-4"/> (frontline service)
 |retired= 30 April 1988 (RAF){{sfn|March|1989|p=88}}
 |primary_user= [[Royal Air Force]]
 |more_users= {{plainlist|
* [[Kuwait Air Force]]
* [[Royal Saudi Air Force]]
}}
 |number_built= 337 (including prototypes)<ref name="Winchester p. 82" />
 |status= Retired
 |variants=
}}

The '''English Electric Lightning''' is a British [[fighter aircraft]] that served as an [[interceptor aircraft|interceptor]] during the 1960s, the 1970s and into the late 1980s. It is capable of a top speed above [[Mach number|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<ref name=":2">Note: at the time, the V bombers carried Britain's [[nuclear deterrent]] and thus were the likely first-strike targets of a [[Soviet Union|Soviet]] air attack on the UK. In addition to the Lightning, the last line of defence for the airfields was to be what became the [[Bloodhound (missile)|Bristol Bloodhound]] guided missile.</ref> from attack by anticipated future nuclear-armed supersonic Soviet [[Strategic bomber|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 (aeronautics)|ceiling]], and speed; pilots have described flying it as "being saddled to a skyrocket".<ref name="Winchester p. 82" /> This performance and the initially limited fuel supply meant that its missions are dictated to a high degree by its limited range.<ref>Note: the original specification called for a 150-mile radius of action from the V bomber bases the aircraft was defending. [[Roland Beamont]] later called for the Lightning's fuel capacity to be greatly increased, which it was.</ref> Later developments provided greater range and speed along with [[aerial reconnaissance]] and [[close air support|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 {{convert|1000|mph}}.<ref>{{cite book |last=Williamson |first=Ian |title=Lightning, The Glory Days |publisher=ADW Publications |year=2020 |location=Oxford |page=6}}</ref>

Following retirement by the RAF on 30 April 1988,{{sfn|March|1989|p=88}} 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]].<ref>Robinson, Ben. [http://www.lep.co.uk/news/Historic-jet-plane-gets-engineering.4488385.jp "Historic jet plane gets engineering 'wings' at Lancashire"] {{Webarchive|url=https://web.archive.org/web/20081205125346/http://www.lep.co.uk/news/Historic-jet-plane-gets-engineering.4488385.jp |date=5 December 2008 }}. ''Lancashire Evening Post'', Retrieved: 23 January 2010.</ref>

==Development==

===Origins===
[[File:English Electric Lightning P.1 P.1A.svg|thumb|The two P.1 research aircraft]]

The specification for the aircraft followed the cancellation of the Air Ministry's 1942 [[List of Air Ministry specifications|specification E.24/43]] supersonic research aircraft which had resulted in the [[Miles M.52]] programme.<ref>Halpenny 1984, {{page needed|date=April 2012}}</ref> [[W.E.W. Petter|Teddy Petter]], formerly chief designer at [[Westland Aircraft]], who had been hired 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 (United Kingdom)|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 {{convert|1.5|Mach|altitude_ft=50,000|km/h mph|0}} and {{cvt|50000|ft|m|abbr=on}}.<ref>Darling 2000, pp. 6–7.</ref>

Petter initiated a design proposal with [[Frederick Page]]{{Efn|Formerly of [[Hawker Aircraft]]}} leading the design and [[Ray Creasey]]{{Efn|Formerly of Vickers}} responsible for the aerodynamics.{{sfnp|Davies|2014|p=104}} By July 1948 their proposal incorporated the stacked engine configuration and a high-mounted tailplane. Designed for Mach 1.5, the wing leading edge was swept back 40° to keep it clear of the [[Mach wave|Mach cone]].{{sfnp|Davies|2014|p=102}} This proposal was submitted in November 1948,<ref name=":3">{{Cite web |title=English Electric Lightning |url=https://www.baesystems.com/en/heritage/english-electric-lightning |access-date=2024-07-20 |website=www.baesystems.com}}</ref> and in January 1949 the project was designated P.1 by English Electric.{{Citation needed|date=February 2023}} On 29 March 1949 the MoS granted approval to start a detailed design, develop wind tunnel models and build a full-size mockup.<ref name=":3" />

The design that had developed during 1948 evolved further during 1949 to further improve performance, taking many design cues from the [[CAC CA-23]].{{sfnp|Davies|2014|p=104}} To achieve Mach 2 the wing sweep was increased to 60° with the ailerons moved to the wingtips.{{sfnp|Davies|2014|p=103}} 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.{{sfnp|Davies|2014|p=103}} Following the resignation of Petter from English Electric, Page took over as design team leader for the P.1<ref name="Darling 2000, pp. 8–10">Darling 2000, pp. 8–10.</ref> 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 [[airframe]]s, as well as one static airframe, designated ''P.1''.{{sfn|Darling|2000|pp=8–10}}

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.<ref>{{cite magazine |magazine=Air-Britain Aeromilitaria |volume=37 |issue=145 |title=Post-1950 Aircraft Specifications |author=Phil Butler |publisher=[[Air-Britain]] |pages=24–25 |issn=0262-8791}}</ref> 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.<ref>{{cite book| title=Early Supersonic Fighters Of The West |first=Bill |last=Gunston |date=1976 |isbn=0-7110-0636-9 |page=18|publisher=Allan }}</ref>

===Prototypes===
[[File:English Electric P.1 (27898298121).jpg|thumb|P1A]]
From 1953 onward, the first three prototype aircraft were hand-built at [[Samlesbury Aerodrome]], where all Lightnings were built.<ref name="Longworth">{{cite book |last1=Longworth |first1=James H. |title=Triplane to Typhoon |date=2005 |publisher=Lancashire County Developments Ltd |location=Preston, UK |isbn=1-8-999-07-971 |page= 318}}</ref> These aircraft were given the [[United Kingdom military aircraft serial numbers|aircraft serials]] ''WG760'', ''WG763'', and ''WG765'' (the structural test airframe).<ref>''English Electric Lightning'', Bryan Philpott1984, {{ISBN|0 85059 687 4}}, p. 160</ref> The prototypes were powered by [[afterburner|un-reheated]] [[Armstrong Siddeley Sapphire]] turbojets, as the selected [[Rolls-Royce Avon]] engines had fallen behind schedule due to their own development problems.<ref>Darling 2000, p. 10.</ref> 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 [[combat endurance|endurance]], and the narrow tyres housed in the thin wings rapidly wore out if there was any crosswind component during take-off or landing.<ref name="Scott 2000_13">Scott 2000, p. 13.</ref> 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.<ref name="Winchester p. 82" />

On 9 June 1952, it was decided that there would be a second phase of prototypes built to develop the aircraft toward achieving {{convert|2.0|Mach|km/h mph|0}}; these were designated ''P.1B'' while the initial three prototypes were retroactively reclassified as ''P.1A''.<ref>Darling 2000, pp. 16–17.</ref> 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 [[air data computer|ADC]] and [[AIRPASS|AI.23 radar]].{{sfnp|Beamont|1985|pp=51–52}}<ref name="buttler 65" /> Three P.1B prototypes were built, assigned serials XA847, XA853 and XA856.<ref name="Beamont 123">Beamont 1985 p.123</ref>

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.<ref>Darling 2000, pp. 10–12.</ref> One week later, ''WG760'' officially achieved [[supersonic]] flight for the first time, having exceeded the [[speed of sound]] during its third flight.<ref name="buttler 65">Buttler 2000, p. 65.</ref> During its first flight, ''WG760'' had unknowingly exceeded {{convert|1|Mach|km/h mph|0}}, but due to [[position error]] the [[Machmeter|Mach meter]] only showed a maximum of {{convert|0.95|Mach|km/h mph|0}}. The occurrence was noticed during flight data analysis a few days later.<ref name="flight 260457">[http://www.flightglobal.com/pdfarchive/view/1957/1957%20-%200541.html "Progress with the P.1"] ''Flight'', 26 April 1957, p.&nbsp;543.</ref> While ''WG760'' had proven the P.1 design to be viable, it was limited to {{convert|1.51|Mach|km/h mph|0}} 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.<ref name="buttler 66">Buttler 2000, p. 66.</ref>

===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 {{convert|1.2|Mach|km/h mph|0}} 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 the 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 missile]]s 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 (missile)|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.{{sfn|Gibson|Buttler|2007|p=41}} 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.{{sfn|Aylen|2012|p=7}}

To fill the immediate need for a supersonic interceptor, the 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 (missile)|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.<ref name="flight 260457" />{{sfnp|Beamont|1985|pp=56–57}} During the early flight trials of the P.1B speeds in excess of {{cvt|1000|mph}} were achieved daily. During this period the [[Fairey Delta 2]] (FD2) held the world speed record of {{convert|1132|mph}} 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.{{sfnp|Beamont|1985|p=59}}

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 [[Project Mercury|Mercury]] astronauts, commented:

{{blockquote|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.<ref>{{cite book |title=Deke! U.S. Manned Space: From Mercury to the Shuttle |author=Slayton D.K. with Cassutt M.|publisher=Forge Books |isbn=978-0-3128-5918-3 |year=1995}}</ref>}}

In late October 1958, the plane was officially and formally named "Lightning".<ref name=":1" /> The event was celebrated in traditional style in a hangar at RAE [[Farnborough Airport|Farnborough]], with the prototype XA847 having the name 'Lightning' freshly painted on the nose in front of the RAF Roundel, which almost covered it.<ref name=":1" /> 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 (United Kingdom)|Chief of the Air Staff]], Sir [[Dermot Boyle]].<ref name=":1" />

On 25 November 1958 the P.1B ''XA847'', piloted by Roland Beamont, reached Mach 2 for the first time<ref>{{cite book |last=Bowman |first=Martin W. |url=https://books.google.com/books?id=bFDVDwAAQBAJ&pg=PT20 |title=Images of war. The English Electric Lightning |publisher=Pen and Sword |date=2018-01-30|isbn=9781526705587 }}</ref>{{sfnp|Beamont|1985|p=67}} in a British aircraft.<ref name="Winchester p. 82" /> This made it the second [[Western Europe]]an aircraft to reach Mach 2, the first one being the [[France|French]] [[Dassault Mirage III]] just over a month earlier on 24 October 1958.<ref name=":0">{{cite book |last1=Dildy |first1=Douglas C |url=https://books.google.com/books?id=DTg1DwAAQBAJ&pg=PA12 |title=Sea Harrier FRS 1 vs Mirage III/Dagger: South Atlantic 1982 |last2=Calcaterra |first2=Pablo |publisher=Bloomsbury Publishing |date=2017-09-21 |pages=12|isbn=9781472818904 }}</ref>

===Production===
The first operational Lightning, [[British military aircraft designation systems|designated]] ''Lightning F.1'', was designed as an interceptor to defend the [[V bomber|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 [[list of V Bomber dispersal bases|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 (aeronautics)|range]] – originally a radius of operation of {{convert|150|mi}} from the V bomber airfields was specified – and endurance. It was equipped with two [[ADEN cannon|30&nbsp;mm ADEN cannon]] in front of the cockpit windscreen and an interchangeable fuselage weapons pack containing either an additional two ADEN cannon, 48 [[2-inch RP|{{convert|2|in|adj=on|spell=in}} unguided air-to-air rockets]], or two de Havilland Firestreak [[air-to-air missile]]s.<ref name="Scott 2000_119">Scott 2000, pp. 119–129.</ref> The [[Ferranti]] AI.23 onboard radar provided [[missile guidance]] and ranging, as well as search and track functions.<ref name="Pilot's Notes, F.1" />

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 {{convert|2.0|Mach|km/h mph|0}} (the F.1, F.1A and F.2 were limited to {{convert|1.7|Mach|km/h mph|0}}).<ref name="Pilot's Notes, F.3">''Pilot's Notes, Lightning F.Mk.3''. Warton Aerodrome, UK: English Electric Technical Services, April 1965.</ref> 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''.

[[File:English Electric Lightning F3, UK - Air Force AN1127832.jpg|thumb|left|Lightning F.3 in flight, 1983]]
The Interim F.Mk6 introduced two improvements: a new, non-jettisonable, {{convert|610|impgal|L|adj=on}} ventral fuel tank,<ref name="Pilot's Notes, F.6">''Pilot's Notes, Lightning F.Mk.6''. Warton Aerodrome, UK: English Electric Technical Services, September 1966.</ref> and a new, kinked, conically cambered wing leading edge, incorporating a slightly larger [[leading edge]] fuel tank, raising the total usable internal fuel by {{convert|716|impgal|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.<ref>Williams and Gustin 2004, p. 106.</ref>

The ''Lightning F.6'' was originally nearly identical to the F.3A with the exception that it could carry two {{convert|260|impgal|L|adj=on}} [[ferry tank]]s on [[hardpoint|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 {{convert|610|to|535|impgal|L}}.<ref name="Pilot's Notes, F.6" />

The ''Lightning F.2A'' was an F.2 upgraded with the cambered wing, the squared fin, and the {{convert|610|impgal|L}} ventral tank. The F.2A retained the A.I.23 and Firestreak missile, the nose cannon, and the earlier Avon 211R engines.<ref name="Aircrew Manual, F.2A">''Lightning F.Mk.2A Aircrew Manual''. Warton Aerodrome, UK: English Electric Technical Services, July 1968.</ref> 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 combat aircraft|multirole]] capability for quickly interchanging between interception, reconnaissance, and ground-attack duties.<ref name="flight68 p371">''Flight International'' 5 September 1968, p. 371.</ref> 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 {{convert|1000|lb|abbr=on}} bombs or four [[SNEB]] rocket pods each carrying eighteen 68&nbsp;mm rockets. A gun pack carrying two ADEN cannons and 120 rounds each could replace the forward part of the ventral fuel tank.<ref name="flight68 p372-3">''Flight International'' 5 September 1968, pp. 372–373.</ref>{{efn|The ventral cannon installation was designed for the export aircraft but was later adopted by the RAF for the F.6 and F.2A.<ref name="WoF7 p57">Lake 1997, p. 57.</ref>}} Alternative, interchangeable packs in the forward fuselage carried two Firestreak missiles, two Red Top missiles, twin retractable launchers for 44× {{convert|2|inch|adj=on|sigfig=1}} rockets, or a [[reconnaissance pod]] fitted with five 70&nbsp;mm Type 360 Vinten cameras.<ref name="flight68 p373">''Flight International'' 5 September 1968, p. 373.</ref>

BAC also proposed clearing the overwing hardpoints for carriage of weapons as well as [[drop tank]]s, with additional Matra JL-100 combined rocket and fuel pods (each containing 18 SNEB {{convert|68|mm|abbr=on|lk=on}} rockets and {{convert|227|L|impgal|lk=on|order=flip}} of fuel) or {{convert|1000|lb|kg}} bombs being possible options. This could give a maximum ground attack weapons load for a developed export Lightning of six {{convert|1000|lb|kg}} bombs or 44 × {{convert|2|in|adj=on|abbr=on}} rockets and 144 × 68&nbsp;mm rockets.<ref name="combatp67">Gunston and Spick 1983, p. 67.</ref><ref name="flight68 p372-3,6">''Flight International'' 5 September 1968, pp. 372–373, 376.</ref> The ''Lightning T.55'' was the export two-seat variant; unlike the RAF two-seaters, the T.55 was equipped for combat duties. The T.55 had a very similar fuselage to the T.5, while also using the wing and large ventral tank of the F.6.<ref name="WoF7 p56-7" /> The Export Lightning had all of the capability of the RAF's own Lightnings such as exceptional climb rate and agile manoeuvering. The Export Lightning also retained the difficulty of maintenance, and serviceability rates suffered. The F.53 was generally well regarded by its pilots, and its adaptation to multiple roles showed the skill of its designers.<ref name="McLelland 2009">McLelland 2009, {{page needed|date=April 2012}}</ref>

In 1963, BAC Warton was working on the preliminary design of a two-seat Lightning development with a [[variable-geometry wing]], based on the Lightning T.5. In addition to the [[variable-sweep wing]], which was to sweepback between 25 degrees and 60 degrees, the proposed design featured an extended ventral pack for greater fuel capacity, an enlarged dorsal fin fairing, an arrestor hook, and a revised inward-retracting undercarriage. The aircraft was designed to be compatible with the [[Royal Navy]]'s existing [[aircraft carrier]]s' [[carrier-based aircraft]], the VG Lightning concept was revised into a land-based interceptor intended for the RAF the following year.<ref name="Wood 1986">Wood 1986, pp. 183–184.</ref> Various alternative engines to the Avon were suggested, such as the newer [[Rolls-Royce Spey]] engine. It is likely that the VG Lightning would have adopted a solid nose (by moving the air inlet to the sides or to upper fuselage) to install a larger, more capable radar.<ref name="buttler 114-117" />

==Design==

===Overview===
The Lightning had several distinctive design features, the primary being the twin-engine arrangement, notched [[delta wing]], and low-mounted tailplane. The vertically stacked and longitudinally staggered engines were the solution devised by Petter to meet the conflicting requirements of minimising frontal area, providing undisturbed engine airflow across a wide speed range, and packaging two engines to provide sufficient thrust to meet performance goals. The unusual over/under configuration allowed for the thrust of two engines, with the [[aerodynamic drag|drag]] equivalent to only 1.5 engines mounted side-by-side, a reduction in drag of 25% over more conventional twin-engine installations.<ref>{{cite magazine |url=http://www.flightglobal.com/pdfarchive/view/1968/1968%20-%201766.html |title=Multi-mission Lightning |magazine=Flight International |page=372 |date=5 September 1960 |url-status=dead |archive-url=https://web.archive.org/web/20180327023707/https://www.flightglobal.com/pdfarchive/view/1968/1968%20-%201766.html |archive-date=2018-03-27}}</ref> The engines were fed by a single nose inlet (with inlet cone), with the flow split vertically aft of the cockpit, and the nozzles tightly stacked, effectively tucking one engine behind the cockpit. The result was a low frontal area, an efficient inlet, and excellent single-engine handling with no problems of asymmetrical thrust. Because the engines were close together, an uncontained failure of one engine was likely to damage the other. If desired, an engine could be shut down in flight and the remaining engine run at a more efficient power setting which increased range or endurance;<ref>{{cite magazine|url=http://www.flightglobal.com/pdfarchive/view/1957/1957%20-%200542.html|title=Progress with the P.1 |magazine=Flight |date=26 April 1957 |page=544 |archive-url=https://web.archive.org/web/20160306203840/https://www.flightglobal.com/pdfarchive/view/1957/1957%20-%200542.html |archive-date=2016-03-06}}</ref><ref>{{cite magazine |url=http://www.flightglobal.com/pdfarchive/view/1968/1968%20-%201770.html |title=Multi-Mission Lightning |page=376 |magazine=Flight International |date=5 September 1968 |archive-url=https://web.archive.org/web/20160306222326/https://www.flightglobal.com/pdfarchive/view/1968/1968%20-%201770.html |archive-date=2016-03-06}}</ref> although this was rarely done operationally because there would be no hydraulic power if the remaining engine failed.<ref name="flightglobal.com">{{cite magazine |url=http://www.flightglobal.com/pdfarchive/view/1961/1961%20-%200231.html|title=Lightning Squadron |magazine=Flight |date=24 February 1961 |page=231 |archive-url=https://web.archive.org/web/20160305170112/https://www.flightglobal.com/pdfarchive/view/1961/1961%20-%200231.html |archive-date=2016-03-05}}</ref>

[[File:EE Lightning F6 XS904 BQ (7173122840).jpg|thumb|left|Lightning F.6 XS904 after a high-speed taxi run at 2012 Cold War Jets Day, Bruntingthorpe]]

Production aircraft were powered by various models of the Avon engine. This power-plant was initially rated as capable of generating {{convert|11250|lbf|kN|abbr=on}} of dry thrust, but when employing the four-stage afterburner this increased to a maximum thrust of {{convert|14430|lbf|kN|abbr=on}}. Later models of the Avon featured, in addition to increased thrust, a full-variable reheat arrangement.<ref>Darling 2008, pp. 32, 66.</ref> A special heat-reflecting paint containing gold was used to protect the aircraft's structure from the hot engine casing which could reach temperatures of {{cvt|600|C|F|sigfig=1}}. Under optimum conditions, a well-equipped maintenance facility took four hours to perform an engine change so specialised ground test rigs were developed to speed up maintenance and remove the need to perform a full ground run of the engine after some maintenance tasks.<ref>Darling 2008, pp. 32–33.</ref> The stacked engine configuration complicated maintenance work, and the leakage of fluid from the upper engine was a recurring [[fire hazard]].<ref name="Scott 2000_98">Scott 2000, pp. 98–99.</ref> The fire risk was reduced, but not eliminated, following remedial work during development.<ref>Darling 2008, pp. 25–26.</ref> For removal, the lower No.1 engine was removed from below the aircraft, after removal of the ventral tank and lower fuselage access panels, by lowering the engine down, while the upper No.2 engine was lifted out from above via removable sections in the fuselage top.

The fuselage was tightly packed, leaving no room for fuel tankage or main landing gear. While the notched delta wing lacked the volume of a standard delta wing, each wing contained a fairly conventional three-section main fuel tank and leading-edge tank, holding {{convert|312|impgal|L|abbr=on}}; the wing flaps also each contained a {{convert|33|impgal|L|abbr=on}} fuel tank and an additional {{convert|5|impgal|L|abbr=on}} was contained in a [[recuperator|fuel recuperator]], bringing the aircraft's total internal fuel capacity to {{convert|700|impgal|L|abbr=on}}. The main landing gear was sandwiched outboard of the main tanks and aft of the leading edge tanks, with the flap fuel tanks behind.<ref name="Pilot's Notes, F.1">''Pilot's Notes, Lightning F Mk.1 and F Mk.1A''. Warton Aerodrome, UK: English Electric Technical Services, February 1962.</ref> The long main gear legs retracted toward the wingtip, necessitating an exceptionally thin main tyre inflated to the high pressure of {{convert|330|–|350|psi|bar kPa|abbr=on}}.<ref name="F.6 ODM">''Lightning F Mk.6 Operating Data Manual''. Warton Aerodrome, UK: English Electric Technical Services, May 1977.</ref> On landing the No. 1 engine was usually shut down when taxiing to save brake wear, as keeping both engines running at idle power was still sufficient to propel the Lightning to 80&nbsp;mph if brakes were not used.<ref name=":1">{{cite magazine  |title=Champagne for the Mach 2 fighter |page=693  |magazine=Flight |url=http://www.flightglobal.com/pdfarchive/view/1958/1958-1-%20-%200689.html |date= 31 October 1958 |access-date=2021-06-07 |url-status=dead |archive-url=https://web.archive.org/web/20121026054823/http://www.flightglobal.com/pdfarchive/view/1958/1958-1-%20-%200689.html |archive-date=2012-10-26}}</ref> [[Maxaret|Dunlop Maxaret]] [[anti-lock braking system|anti-lock]] brakes were fitted.

The Lightning fuel capacity was increased with a conformal ventral fuel tank. A rocket engine pack containing a [[Napier Scorpion|Napier Double Scorpion]] engine and {{convert|200|impgal|L|abbr=on}} of [[high-test peroxide]] (HTP) to drive the rocket turbopump, and act as an oxidiser, was planned to be located in place of the ventral tank and would boost performance if non-afterburning engines were fitted. Fuel for the rocket would come from the aircraft fuel supply. The rocket engine option was cancelled in 1958 when it was established that performance with afterburning Avon engines was acceptable.<ref name="Scott 2000_139">Scott 2000, pp. 139–142.</ref> The ventral store was routinely used as an extra fuel tank, holding {{convert|247|impgal|L|abbr=on}} of usable fuel.<ref name="Pilot's Notes, F.1" /> On later variants of the Lightning, a ventral weapons pack could be installed to equip the aircraft alternatively with different armaments, including missiles, rockets, and cannons.<ref>Darling 2008, pp. 45, 78.</ref>

===Avionics and systems===
[[File:English Electric Lightning F3, UK - Air Force AN2056574.jpg|thumb|Underside of a Lightning F.3 with undercarriage deployed, 23 June 1979]]
Early versions of the Lightning were equipped with the Ferranti-developed AI.23 [[monopulse radar]], which was contained right at the front of the fuselage within an inlet cone at the centre of the engine intake. Radar information was displayed on an early [[head-up display]] and managed by onboard computers.<ref>Darling 2000, p. 19.</ref> The AI.23 supported several operational modes, which included autonomous search, automatic target tracking, and ranging for all weapons; the pilot attack sight provided [[gyroscope|gyroscopically]]-derived lead angle and backup [[stadiametric rangefinding|stadiametric ranging]] for gun firing.<ref name="Pilot's Notes, F.1" /> The radar and gunsight were collectively designated the AIRPASS, for "Airborne Interception Radar and Pilot Attack Sight System". The radar was successively upgraded with the introduction of more capable Lightning variants, such as to provide guidance for the Red Top missile.<ref>Darling 2000, pp. 35–38, 54, 78.</ref>

[[File:Cockpit EE Lightning Man 9 7 11 - T.A.S Fair weekend (5919467648).jpg|thumb|left|upright|F.6 cockpit]]
The cockpit of the Lightning was designed to meet the RAF's ''OR946'' specification for tactical air navigation technology, and thus featured an integrated [[flight instrument]] display arrangement, an [[Elliott Brothers (computer company)|Elliott Bros (London) Ltd]]<ref name="ReferenceA">{{cite web |url=http://www.flightglobal.com/pdfarchive/view/1961/1961%20-%200950.html |title=1961 – 0950 – Flight Archive}}</ref> [[auto-pilot]], a master reference gyroscopic reader, an auto-attack system, and an instrument landing system.<ref>Darling 2008, p. 25.</ref> Despite initial scepticism of the aircraft's centralised detection and warning system, the system proved its merits during the development program and was redeveloped for greater reliability.<ref>Darling 2008, pp. 22–23.</ref> Communications included [[UHF]] and [[VHF]] radios and a [[datalink]].<ref>Darling 2000, pp. 26, 27, 38.</ref> Unlike the previous generation of aircraft which used gaseous oxygen for lifesupport, the Lightning employed [[liquid oxygen]]-based apparatus for the pilot; cockpit pressurisation and conditioning was maintained through [[bleed air|tappings]] from the engine compressors.<ref>Darling 2008, pp. 27, 35.</ref>

Electricity was provided via a bleed air-driven turbine housed in the rear fuselage, which drove an [[alternating current|AC]] alternator and [[direct current|DC]] generator. This approach was unusual, since most aircraft used [[driveshaft]]-driven generators/alternators for electrical energy. A 28V DC battery provided emergency backup power. Aviation author Kev Darling stated of the Lightning: "Never before had a fighter been so dependent upon electronics".<ref>Darling 2000, pp. 20, 25, 35.</ref> Each engine was equipped with a pair of hydraulic pumps, one of which powered the flight-control systems and the other power for the undercarriage, flaps, and [[airbrake (aeronautics)|airbrakes]]. Switchable hydraulic circuits were used for redundancy in the event of a leak or other failure. A combination of Dunlop Maxaret<ref name="flightglobal.com" /> anti-skid brakes on the main wheels and an [[Leslie Irvin (parachutist)|Irvin Air Chute]]<ref>{{cite web |date=1961 |title=1961 – 0949 – Flight Archive |url=http://www.flightglobal.com/pdfarchive/view/1961/1961%20-%200949.html |url-status=dead |website=Flight |access-date=8 February 2014 |archive-date=22 February 2014 |archive-url=https://web.archive.org/web/20140222041029/http://www.flightglobal.com/pdfarchive/view/1961/1961%20-%200949.html }}</ref> [[braking parachute]] slowed the aircraft during landing. A [[tailhook]] was also fitted.<ref>Darling 2000, pp. 33–34.</ref> Accumulators on the wheel brakes performed as backups to the hydraulics, providing minimal braking.<ref>Darling 2008, p. 35.</ref> Above a certain airspeed a stopped engine would 'windmill', that is, continue to be rotated by air flowing through it in a similar manner to a [[ram air turbine]], sufficient to generate adequate hydraulic power for the powered controls during flight.<ref name="ReferenceA" />

[[File:Lightnings of No 56 Squadron during Armament Practice Camp at Akrotiri. MOD 45133286.jpg|thumb|56 Sqn Lightning receives Firestreaks at Akrotiri, 1963.]]
Toward the end of its service, the Lightning was increasingly outclassed by newer fighters, mainly due to avionics and armament obsolescence. The radar had a limited range and no [[track while scan]]ning capability, and it could detect targets only in a narrow (40°) arc. While an automatic collision course attack system was developed and successfully demonstrated by English Electric, it was not adopted due to cost concerns.<ref name="Lament p283">Jackson ''Air International'' June 1986, p. 283.</ref><ref name="WoF7 p51-2, 71-3">Lake 1997, pp. 51–52, 71–73.</ref> Plans were mooted to supplement or replace the obsolete Red Top and Firestreak missiles with modern [[AIM-9 Sidewinder|AIM-9L Sidewinder]] missiles to help rectify some of the obsolescence, but these ambitions were not realised due to lack of funding.<ref name="Lament p283" /><ref name="WoF7 p86-7">Lake 1997, pp. 86–87.</ref> An alternative to the modernisation of existing aircraft would have been the development of more advanced variants; a proposed variable-sweep wing Lightning would have likely involved the adoption of a new powerplant and radar and was believed by BAC to significantly increase performance, but ultimately was not pursued.<ref name="buttler 114-117" />

===Climb performance===
<blockquote>Lightning, was designed...as an intercepter fighter. As such, it has probably the fastest rate-of-climb of any combat aircraft – ''[[Flight International]]'', 21 March 1968<ref>''Flight International'' [http://www.flightglobal.com/pdfarchive/view/1968/1968%20-%200419.html "BAC Lightning"] 21 March 1968. Image caption between page 408 and 409</ref></blockquote>
The Lightning possessed a remarkable [[climb rate]]. It was famous for its ability to rapidly rotate from takeoff to climb almost vertically from the runway, though this did not yield the best time-to-altitude. The Lightning's trademark tail-stand manoeuvre exchanged airspeed for altitude; it could slow to near-stall speeds before commencing level flight. The Lightning's optimum climb profile required the use of afterburners during takeoff. Immediately after takeoff, the nose would be lowered for rapid acceleration to {{convert|430|kn|km/h mph}} [[indicated airspeed|IAS]] before initiating a climb, stabilising at {{convert|450|kn|km/h mph}}. This would yield a constant climb rate of approximately {{convert|20000|ft/min|m/s|abbr=on}}.<ref name="F.6 ODM" />{{efn|The Lightning would increase forward velocity during the climb, the angle of the climb lessening from about 27 deg to 19 deg at {{convert|13000|ft|abbr=on}}.{{citation needed|date=April 2023}} }} Around {{convert|13000|ft|abbr=on}} the Lightning would reach {{convert|0.87|Mach|altitude_ft=13000|km/h mph|0}} and maintain this speed until reaching the [[tropopause]], {{convert|36000|ft|abbr=on}} on a standard day.{{efn|The true airspeed associated with a given indicated airspeed increases with altitude. Below the [[tropopause]], the true airspeed associated with a given Mach number decreases with altitude. The Lightning's Air Data System automatically corrected for errors in position and speed. Following correction, 450 KIAS was equal to {{convert|0.87|Mach|altitude_ft=13000|km/h mph|0}} at {{convert|13000|ft|abbr=on}}.<ref name="F.6 ODM" />}} If climbing further, pilots would accelerate to supersonic speed at the tropopause before resuming the climb.<ref name="Pilot's Notes, F.6" /><ref name="F.6 ODM" /> A Lightning flying at optimum climb profile would reach {{convert|36000|ft|abbr=on}} in under three minutes.<ref name="F.6 ODM" />

[[File:English Electric Lightning Ysterplaat Airshow-2006-09-23.jpg|thumb|left|Lightning in flight at the Ysterplaat Airshow, Cape Town, September 2006]]
The official ceiling of the Lightning was kept secret. Low security RAF documents often stated "in excess of {{convert|60000|ft|abbr=on}}". In September 1962, [[RAF Fighter Command]] organised interception trials on [[Lockheed U-2|Lockheed U-2As]] at heights of around {{convert|60000|-|65000|ft|abbr=on}}, which were temporarily based at [[RAF Upper Heyford]] to monitor [[Soviet Union|Soviet]] nuclear tests.<ref>[[Public Record Office]], London. TNA AIR 20/11370</ref><ref>[http://www.nationalarchives.gov.uk/catalogue/displaycataloguedetails.asp?CATLN=6&CATID=1771704&SearchInit=4&CATREF=air+20/11370&j=1 "Piece details AIR 20/11370."]''The National Archive of United Kingdom''. Retrieved: 23 January 2010.</ref><ref>Public Record Office, London. TNA AIR 20/11370</ref> Climb techniques and flight profiles were developed to put the Lightning into a suitable attack position. To avoid risking the U-2, the Lightning was not permitted any closer than {{convert|5000|ft|abbr=on}} and could not fly in front of the U-2. For the intercepts, four Lightning F1As conducted 18 solo sorties. The sorties proved that, under [[ground-controlled interception|GCI]], successful intercepts could be made at up to {{convert|65000|ft|abbr=on}}. Due to sensitivity, details of these flights were deliberately avoided in the pilot log books.<ref>Black, I. "Chasing the Dragon Lady". ''Classic Aircraft'', Volume 45, Number 8.</ref>{{page needed|date=April 2023}}

In 1984, during a NATO exercise, [[Flight Lieutenant]] Mike Hale intercepted a U-2 at a height which they had previously considered safe (thought to be {{convert|66000|ft}}). Records show that Hale also climbed to {{convert|88000|ft|abbr=on}} in his Lightning F.3 ''XR749''. This was not sustained level flight but a ballistic climb, in which the pilot takes the aircraft to top speed and then puts the aircraft into a climb, exchanging speed for altitude. Hale also participated in time-to-height and acceleration trials against [[Lockheed F-104 Starfighter]]s from [[Aalborg Airport|Aalborg]]. He reports that the Lightnings won all races easily with the exception of the low-level supersonic acceleration, which was a "dead heat".<ref name="Lightningvconcorde">Ross, Charles. [http://www.lightning.org.uk/oct04sotm.html "Lightning vs Concorde"] {{Webarchive|url=https://web.archive.org/web/20120504004550/http://www.lightning.org.uk/oct04sotm.html |date=4 May 2012 }}. ''The Lightning Association''. October 2004. Retrieved: 9 August 2020.</ref> Lightning pilot and Chief Examiner Brian Carroll reported taking a Lightning F.53 up to {{convert|87300|ft}} over Saudi Arabia at which level "Earth curvature was visible and the sky was quite dark", noting that the engines were "touchy" in terms of staying lit in the thin air, and "getting down to a more reasonable and sane altitude needed delicate handling."<ref>Carroll, Brian. [https://www.lightningassociation.co.uk/lightning-vs-f-15 "LIGHTNING v F-15"]. Lightning.org.uk. 13 January 2008. ''thunder-and-lightnings.co.uk''. Retrieved: 12 March 2008.</ref>

Carroll compared the Lightning and the [[McDonnell Douglas F-15 Eagle|McDonnell Douglas F-15C Eagle]], having flown both aircraft, stating that: "Acceleration in both was impressive, you have all seen the Lightning leap away once brakes are released, the Eagle was almost as good, and climb speed was rapidly achieved. Takeoff roll is between {{convert|2000|and|3,000|ft|disp=sqbr|abbr=on}}, depending upon military or maximum afterburner-powered takeoff. The Lightning was quicker off the ground, reaching {{convert|50|ft|disp=sqbr|abbr=on}} height in a horizontal distance of {{convert|1630|ft|disp=sqbr|abbr=on}}". Chief test pilot for the Lightning Roland Beamont, who also flew most of the "[[Century Series]]" US aircraft, stated his opinion that nothing at that time had the inherent stability, control, and docile handling characteristics of the Lightning throughout the full flight envelope. The turn performance and buffet boundaries of the Lightning were well in advance of anything known to him.<ref>Beamont, Roland. ''Testing Early Jets''. London: Airlife, 1990. {{ISBN|1-85310-158-3}}.</ref>{{page needed|date=April 2023}}

===Aircraft performance===
Early Lightning models, the F.1, F.1A, and F.2, had a maximum speed of {{convert|1.7|Mach|altitude_ft=36000|km/h mph|0}} at {{convert|36000|ft}} in an ICAO standard atmosphere, and {{convert|650|kn|km/h mph}} IAS at lower altitudes.<ref name="Pilot's Notes, F.1" /><ref name="Pilot's Notes, F.2">''Pilot's Notes, Lightning F Mk.2''. Warton Aerodrome, UK: English Electric Technical Services, November 1963.</ref>{{page needed|date=April 2023}} Later models, the F.2A, F.3, F.3A, F.6, and F.53, had a maximum speed of {{convert|2.0|Mach|altitude_ft=36000|km/h mph|0}} at {{convert|36000|ft}}, and speeds up to {{convert|700|kn|km/h mph}} indicated air speed for "operational necessity only".<ref name="Pilot's Notes, F.3" /><ref name="Pilot's Notes, F.6" /><ref name="Aircrew Manual, F.2A" /><ref name="Pilot's Notes, F.53">''Pilot's Notes, Lightning F.Mk.53''. Warton Aerodrome, UK: British Aircraft Corporation Ltd, December 1983.</ref>{{page needed|date=April 2023}} A Lightning fitted with Avon 200-series engines, a ventral tank, and two Firestreak missiles had a maximum speed of {{convert|1.9|Mach|km/h mph|0}} on a [[standard day]];<ref name="F.1 ODM">''Lightning F Mks.1, 1A, 2 & T Mk.4 Aircraft Operating Data Manual''. Warton Aerodrome, UK: English Electric Technical Services, November 1975.</ref> while a Lightning powered by the Avon 300-series engines, a ventral tank and two Red Top missiles had a maximum speed of Mach 2.0.<ref name="F.6 ODM" /> Directional stability decreased as speed increased, with vertical fin failure likely if [[aircraft principal axes|yaw]] was not correctly counteracted with rudder deflections.{{efn|Along with directional stability, rudder effectiveness decreased at higher Mach numbers; timely and larger deflections of the rudder were required to counter any yaw, especially under increased g-loading.<ref name="Pilot's Notes, F.1" /><ref name="Pilot's Notes, F.6" />}}{{efn|Two Lightning prototypes, XL628 and XM966, were lost to vertical fin failure during roll testing at high Mach numbers.<ref name="Philpott 1984">Philpott 1984, pp. 69–71.</ref>}} Imposed Mach limits during missile launches ensured adequate directional stability;{{efn|Firestreak firing limits were {{convert|1.3|Mach|km/h mph|0}} with the small fin, {{convert|1.7|Mach|km/h mph|0}} with the large fin. Red Top limit was Mach 1.8.<ref name="Pilot's Notes, F.1" /><ref name="Pilot's Notes, F.6" />}} later Lightning variants had a larger vertical fin, giving a greater stability margin at high speed.<ref name="McLelland 2009_41">McLelland 2009, p. 41.</ref>

It was not known whether the fixed centre-body intake, with a design point of Mach 1.7, would encounter intake buzz, a vibration caused by oscillation of the shock positions at different combinations of Mach number and engine air flow/rpm.<ref>"Aircraft Propulsion", P.J. McMahon 1971, {{ISBN|0 273 42324 X}}, Fig. 7.7</ref> A Lightning prototype was taken to {{convert|2.0|Mach|km/h mph|0}} to check for this instability but none was found.<ref>{{cite book|title=Testing Years |first= Roland |last=Beamont |date=1980 |isbn=0-7110-1072-2 |page=105|publisher= I. Allen }}</ref> Service trials with the F.6 found intake buzz when engine speed was rapidly reduced at speeds above {{convert|1.85|Mach|km/h mph|0}} as well as when manoeuvring (increased 'g') at other supersonic speeds and engine thrust settings. The buzz caused no damage.<ref>"Lightning from the Cockpit" Flying The Supersonic Legend, Peter Caygill 2004, {{ISBN|1 84415 082 8}}, p.77/78</ref>

Thermal and structural limits were also present. Air is heated considerably when compressed by the passage of an aircraft at supersonic speeds. The airframe absorbs heat from the surrounding air, the inlet shock cone at the front of the aircraft becoming the hottest part. The shock cone was [[fibreglass]], necessary because the shock cone also served as a radar radome; a metal shock cone would have blocked the AI 23's radar emissions. The shock cone was eventually weakened due to the fatigue caused by the thermal cycles involved in regularly performing high-speed flights. At {{convert|36000|ft}} and {{convert|1.7|Mach|altitude_ft=36000|km/h mph|0}}, the heating conditions on the shock cone were similar to those at sea level and {{convert|650|kn|km/h mph}} indicated airspeed,{{efn|On a standard day, the temperature of the air at the tip of the shock cone (stagnation temperature) was {{convert|156|°F}} at {{convert|1.7|Mach|altitude_ft=36000|km/h mph|0}} and {{convert|36000|ft}}. At sea level and {{convert|650|kn|km/h mph}} indicated airspeed, this temperature was {{convert|151|°F}}.}} but if the speed was increased to {{convert|2.0|Mach|altitude_ft=36000|km/h mph|0}} at {{convert|36000|ft}}, the shock cone was exposed to higher temperatures{{efn|At Mach 2.0, the stagnation temperature was {{convert|242|°F}}}} than those at Mach 1.7. The shock cone was strengthened on the later Lightning F.2A, F.3, F.6, and F.53 models, thus allowing routine operation at up to Mach 2.0.<ref name="McLelland 2009_50">McLelland 2009, p. 50.</ref>

The small-fin variants could exceed Mach 1.7,{{efn|Roland Beamont took the Lightning P.1B ''XA847'', a prototype of the F.1, to Mach 2.0. Prior testing had determined that the aircraft had the excess thrust to achieve this speed, given the right atmospheric conditions. The test flight was to check for inlet stability and monitor temperatures at higher Mach. The aircraft was equipped with a temperature probe to monitor the stagnation temperature, up to a never-exceed temperature of 115&nbsp;°C. On 28 November 1958, with a high [[tropopause]] and low −67&nbsp;°C at {{convert|40000|ft}}, Beamont achieved {{convert|2.0|Mach|altitude_ft=40000|km/h mph|0}} in a British aircraft for the first time. This was reached only 7 minutes after takeoff, but the record dash left the Lightning critically short of fuel.<ref name="Beamont 1996">Beamont 1996, pp. 111–113.</ref> The Machmeter fitted to service Lightning F.1s and F.1Bs had a scale that stopped at {{convert|1.8|Mach|km/h mph|0}} – with a redline at 1.7.<ref name="Pilot's Notes, F.1" />}} but the stability limits and shock cone thermal and strength limits made such speeds risky. The large-fin variants, especially those equipped with Avon 300-series engines could safely reach Mach 2 and, given the right atmospheric conditions, might even achieve a few more tenths of a Mach. All Lightning variants had the excess thrust to slightly exceed {{convert|700|kn|km/h mph}} indicated airspeed under certain conditions,<ref name="F.6 ODM" /><ref name="F.1 ODM" /><ref name="F.53 ODM">''Lightning F Mk.53 & T Mk.55 Aircraft Operating Data Manual''. Warton Aerodrome, UK: British Aircraft Corporation Ltd, Preliminary.</ref>{{page needed|date=April 2023}} and the service limit of {{convert|650|kn|km/h mph}} was occasionally ignored. With the strengthened shock cone, the Lightning could safely approach its thrust limit, but fuel consumption at very high airspeeds was excessive and became a major limiting factor.{{efn|At {{convert|30000|ft}}, a Lightning F.6 required approximately 1 minute and {{convert|1250|lb}} of fuel to accelerate from {{convert|650|to|675|kn|km/h mph}} indicated airspeed.<ref name="F.6 ODM" />{{page needed|date=April 2023}} }}

===Handling characteristics===
The Lightning was fully [[aerobatics|aerobatic]].<ref>{{cite magazine |last=Beamont |first=R. P. |author-link=Roland Beamont |date=18 April 1963 |title=Flying the Lightning |url=http://www.flightglobal.com/pdfarchive/view/1963/1963%20-%200596.html |url-status=dead |magazine=Flight International |location= |publisher= |archive-url=https://web.archive.org/web/20130324013256/https://www.flightglobal.com/pdfarchive/view/1963/1963%20-%200596.html |archive-date=24 March 2013 |access-date=2 July 2022 |page=572}}</ref>

==Operational history==
===Royal Air Force===
[[File:English Electric Lightning F1A, UK - Air Force AN0675731.jpg|thumb|A Royal Air Force Lightning F.1A at Yeovilton, 8 September 1973]]
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.<ref name="AIJan06 p64">Lake ''Air International'' January 2006, p. 64.</ref><ref name="WoF7 p43">Lake 1997, p. 43.</ref> 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 [[No. 74 Squadron RAF|74 Squadron]] under the command of [[Squadron Leader]] [[John F. G. Howe|John "Johnny" Howe]] at Coltishall from 11 July 1960.<ref name="WoF7 p43-4">Lake 1997, pp. 43–44.</ref> 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 [[Sweden|Swedish]] [[Saab 35 Draken]] on 8 March 1960 four months earlier.<ref name="Bråvallavingar">{{cite book |last=Boström|first=Valter|title=Bråvallavingar. Berättelsen om F13 - en flygflottilj under 50 år.|year=1993|isbn=9163013606|location=Sweden|pages=19}}</ref>

The aircraft's radar and missiles proved to be effective and pilots reported that the Lightning was easy to fly. However, in the first few months of operation the aircraft's serviceability was extremely poor. This was due to the complexity of the aircraft systems and shortages of spares and ground support equipment. Even when the Lightning was not grounded by technical faults, the RAF initially struggled to get more than 20 flying hours per aircraft per month compared with the 40 flying hours that English Electric believed could be achieved with proper support.<ref name="AIJan06 p64" /><ref name="WoF7 p44-5">Lake 1997, pp. 44–45.</ref> In spite of these concerns, within six months of the Lightning entering service, 74 Squadron was able to achieve 100 flying hours per aircraft.<ref>Darling 2008, p. 55.</ref>

In addition to its training and operational roles, 74 Squadron was appointed as the official Fighter Command aerobatic team for 1961, flying at air shows throughout the United Kingdom and Europe.<ref name="WoF7 p45,95-6">Lake 1997, pp. 45, 95–96.</ref> Deliveries of the slightly improved Lightning F.1A, with improved avionics and provision for an [[Aerial refueling#Probe-and-drogue|air-to-air refuelling probe]], allowed two more squadrons, [[No. 56 Squadron RAF|56]] and [[No. 111 Squadron RAF|111 Squadron]], both based at [[RAF Wattisham]] in Suffolk to convert to the Lightning in 1960–1961.<ref name="AIJan06 p64" /> The Lightning F.1 would only be ordered in limited numbers and serve for a short time; nonetheless, it was viewed as a significant step forward in Britain's air defence capabilities. Following their replacement from frontline duties by the introduction of successively improved variants of the Lightning, the remaining F.1 aircraft were employed by the Lightning Conversion Squadron.<ref>Darling 2008, pp. 56–59.</ref>

[[File:Lightning diamond.jpg|thumb|left|Nine Lightning F.1s of No.74 Squadron display at the 1961 SBAC show, Farnborough]]
An improved variant, the F.2 first flew on 11 July 1961<ref name="WoF7 p48">Lake 1997, p. 48.</ref> and entered service with [[No. 19 Squadron RAF|19 Squadron]] at the end of 1962 and [[No. 92 Squadron RAF|92 Squadron]] in early 1963. Conversion of these two squadrons was aided by the use of the two seat T.4 trainer, which entered service with the Lightning Conversion Squadron (later renamed [[No. 226 Operational Conversion Unit RAF|226 Operational Conversion Unit]]) in June 1962. While the OCU was the major user of the two-seater, small numbers were also allocated to the front-line fighter squadrons.<ref name="AIJan06 p66">Lake ''Air International'' January 2006, p. 66.</ref> More F.2s were produced than there were available squadron slots so later production aircraft were stored for years before being used operationally; some Lightning F.2s were converted to F.2a's. They had some of the improvements added to the F.6.<ref>Darling 2008, pp. 66–67.</ref>

The F.3, with more powerful engines and the new Red Top missile (but no cannon) was expected to be the definitive Lightning, and at one time it was planned to equip ten squadrons, with the remaining two squadrons retaining the F.2.<ref name="AIFeb06 p64">Lake ''Air International'' February 2006, p. 64.</ref> On 16 June 1962, the F.3 flew for the first time.<ref name="Lament p280">Jackson ''Air International'' June 1988, p. 280.</ref> It had a short operational life and was withdrawn from service early due to defence cutbacks and the introduction of the F.6, some of which were converted F.3s.<ref name="darling 95">Darling 2008, p. 95.</ref>

The Lightning F.6 was a more capable and longer-range version of the F.3. It initially had no cannon, but installable gun packs were made available later.<ref>Darling 2008, pp. 95, 105, 121.</ref> A few F.3s were upgraded to F.6s. Author Kev Darling suggests that decreasing British overseas defence commitments had led to those aircraft instead being prematurely withdrawn.<ref name="darling 95" /> The introduction of the F.3 and F.6 allowed the RAF to progressively reequip squadrons operating aircraft such as the Gloster Javelin and retire these types during the mid-1960s.<ref>Darling 2008, pp. 98, 102.</ref>

{{Quote box
| align = right
| width = 25%
| quote = Suddenly the telephone would ring and it would be one of the radar controllers from around the UK ordering you to scramble immediately. And so you would run to the aeroplane, jump in. They [Soviet aircraft] were just monitoring, listening, recording everything that went on. So you would get up alongside and normally they would wave, quite often there would be a little white face at every window. They knew we were there just to watch them. One I intercepted when he violated the airspace and I was trying to get him to land but it was scary. He just wanted to get out of there, he was out of Dodge as fast as he could go, he didn't want to mix it with me.
| salign = right
| source = —RAF Lightning pilot John Ward<ref>"Jet! When Britain Ruled the Skies – 1. Military Marvels". ''British Broadcasting Corporation''.</ref>
}}

A Lightning was tasked with shooting down a pilot-less [[Hawker Siddeley Harrier|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.<ref>Darling 2008, p. 88.</ref> During [[British Airways]] trials in April 1985, [[Concorde]] was offered as a target to NATO fighters including F-15 Eagles, [[General Dynamics F-16 Fighting Falcon|F-16 Fighting Falcons]], [[Grumman F-14 Tomcat]]s, [[Dassault Mirage]]s, 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.<ref name="Lightningvconcorde" />

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 II]]s 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 Jaguar]]s in the ground attack role.<ref name="Hobbs">{{cite journal |last1=Hobbs |first1=David |year=2008 |title=British F-4 Phantoms |journal=Air International |volume=74 |issue=5 |pages=30–37 |publisher=Key Publishing}}</ref> The Lightning's direct replacement was the [[Panavia Tornado ADV|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.<ref name="Laming 97">Laming 1996, p. 97.</ref> 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|date=September 2023}} The last flight by RAF Lightnings was on 30 June 1988 with 2 aircraft flying to [[Cranfield Airport]] from RAF Binbrook.{{sfn|March|1989|p=88}}

====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 RAF|No. 11 Group]] of [[RAF Strike Command|Strike Command]]. At the formation of Strike Command nine Lightning squadrons were operational in the United Kingdom.<ref name="orbis">Orbis 1985, pp. 146–153</ref>

====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 [[No. 60 Squadron RAF|60 Squadron]].<ref>[http://www.flightglobal.com/pdfarchive/view/1967/1967%20-%200662.html "Lightning shuffle."] ''Flight,'' 20 April 1967, p. 648. Retrieved: 22 April 2012.</ref> 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===
[[File:EE Lightning T.55 55-714 RSAF COLT 14.09.68 edited-3.jpg|thumb|[[Royal Saudi Air Force]] T.55 at [[RAF Coltishall]], in use by [[No. 226 Operational Conversion Unit]] for training Saudi pilots, 1968]]
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 [[Egypt]]ian 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 [[MIM-23 Hawk|Hawk]] [[surface-to-air missile]]s and training and support services.<ref name="WoF7 p56-7" /><ref name="Magic p167-8" />

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{{efn|A single F.1 was supplied as a ground instructional airframe.<ref name="WoF7 p100">Lake 1997, p. 100.</ref>}}), six [[Hawker Hunter]]s, two air defence radars and a number of [[Thunderbird (missile)|Thunderbird]] surface-to-air missiles.<ref name="WoF7 p56-7">Lake 1997, pp. 56–57.</ref><ref name="Magic p167-8">"Punter" ''Air International'' October 1978, pp. 167–168.</ref> 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.<ref name="WoF7 p57" /><ref name="Magic p167-8" />
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.<ref name="ee259">Ransom and Fairclough 1987, p. 259.</ref> 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.<ref name="WoF7 p59">Lake 1997, p. 59.</ref>

[[File:EE Lightning F.53 418 G-AXEE Kuw LEB 07.06.69 edited-5.jpg|thumb|left|[[Kuwait Air Force]] Lightning F.53 in 1969 with both underwing and overwing [[SNEB]] pods]]
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.<ref name="ee258">Ransom and Fairclough 1987, p. 258.</ref> 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.<ref name="WoF7 p100" /><ref name="Lament p282">Jackson ''Air International'' June 1988, p. 282.</ref> 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.<ref name="Lament p282" /><ref name="WoF7 p58,100">Lake 1997, pp. 58, 100.</ref> Saudi Arabia received [[Northrop F-5]]E fighters from 1971, which resulted in the Lightnings relinquishing the ground-attack mission, concentrating on air defence, and to a lesser extent, reconnaissance.<ref name="WoF7 p58">Lake 1997, p. 58.</ref>

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 F1]]s in 1977.<ref name="WoF7 p62">Lake 1997, p. 62.</ref> The remaining aircraft were stored at [[Kuwait International Airport]], and many were destroyed during the [[Invasion of Kuwait]] by [[Iraq]] in August 1990.<ref>Darling 2000, p. 96.</ref>

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 all the remaining aircraft were operated by 2 Squadron at Tabuk.<ref name="ee267">Ransom and Fairclough 1987, p. 267.</ref><ref name="WoF7 p100-1">Lake 1997, pp. 100–101.</ref> 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.<ref name="ee267" /> While [[British Aerospace|BAe]] offered the ex-Saudi Lightnings to Austria and Nigeria, no sales were made, and the aircraft were eventually disposed of to museums.<ref name="Lament p282" /><ref name="WoF7 p82">Lake 1997, p. 82.</ref>

==Variants==
[[File:ee lightning t4 xm974 arp.jpg|thumb|Lightning T.4 at [[Farnborough Airshow]], England, in 1964]]
[[File:HH-53C lifts BAC Lightning 1987.JPEG|thumb|A USAF [[Sikorsky HH-53]]C helicopter of the 67th Aerospace Rescue and Recovery Squadron lifts a Lightning at [[RAF Woodbridge]], Suffolk, 18 December 1987.]]
[[File:English Electric Sea Lightning FAW.1 top-view silhouette.png|thumb|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&nbsp;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&nbsp;mm cannon (initially no cannon but later in the forward part of the ventral pack rather than in the nose), use of [[Red Top (missile)|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-sweep wing|variable geometry wings]], extended fuselage, relocated undercarriage, underwing hardpoints, cheek-mounted intakes, new radar, and use of the [[AIM-7 Sparrow|Sparrow]] and [[Skyflash]] AAMs. Never built.<ref>{{cite web |url=https://www.thunder-and-lightnings.co.uk/lightning/history.php |title=English Electric Lightning - History |date=4 April 2012 |website=Thunder and Lightnings |access-date=12 June 2013}}</ref>

;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&nbsp;mm), total of 46 built and one converted from F.6 (12 '''F.53K'''s 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.55'''s for the Royal Saudi Arabian Air Force, two '''T.55K'''s 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.<ref name="buttler 114-117">Buttler 2005, pp. 114–117.</ref>

==Operators==

===Military operators===
;{{KWT}}
* [[Kuwait Air Force]] operated both the F.53K (12) single-seat fighter and the T.55K (2) training version from 1968 to 1977.
[[File:Royal Saudi Air Force Lightning.jpg|thumb|Royal Saudi Air Force Lightning F.53 [[gate guardian]] at the King Faisal air base in Tabuk]]
;{{SAU}}
*[[Royal Saudi Air Force]] operated the Lightning from 1967 to 1986.
** [[No. 2 Squadron RSAF|2 Squadron]] operated the F.53 and T.55
** [[No. 6 Squadron RSAF|6 Squadron]] operated the F.52 and F.53
** [[No. 13 Squadron RSAF|13 Squadron]] operated the F.52, F.53 and T.55
** [[RSAF Lightning Conversion Unit]]
[[File:XP702-LightningF3-1980.jpg|thumb|Lightning F.3 of [[No. 11 Squadron RAF|11 Squadron]] in 1980]]
;{{GBR}}
*[[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
:* [[No. 5 Squadron RAF|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.<ref name="WoF7 p93">Lake 1997, p. 93.</ref>
:* [[No. 11 Squadron RAF|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.<ref name="WoF7 p93" />
:* [[No. 19 Squadron RAF|19 Squadron]] operated the F.2 and the F.2A (1962–1976)
:* [[No. 23 Squadron RAF|23 Squadron]] operated the F.3 and the F.6 (1964–1975)
:* [[No. 29 Squadron RAF|29 Squadron]] operated the F.3 (1967–1974)
:* [[No. 56 Squadron RAF|56 Squadron]] operated the F.1, F.1A, F.3 and the F.6 (1960–1976)
:* [[No. 65 Squadron RAF|65 Squadron]] operated as No. 226 OCU with the F.1, F.1A and the F.3 (1971–1974)
:* [[No. 74 Squadron RAF|74 Squadron]] operated the F.1, F.3 and the F.6 (1960–1971)
:* [[No. 92 Squadron RAF|92 Squadron]] operated the F.2 and the F.2A (1963–1977)
:* [[No. 111 Squadron RAF|111 Squadron]] operated the F.1A, F.3 and the F.6 (1961–1974)
:* [[No. 145 Squadron RAF|145 Squadron]] operated as No. 226 OCU with the F.1, F.1A and the F.3 (1963–1971)
:* [[No. 226 Operational Conversion Unit RAF|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)
; RAF Flights
:* Binbrook Target Facilities Flight (1966–1973)
:* Leuchars Target Facilities Flight (1966–1973)
:* Wattisham Target Facilities Flight (1966–1973)
:* [[Lightning Training Flight]] (1975–1987)
; RAF Stations
:* [[RAF Akrotiri]]
:* [[RAF Binbrook]]
:* [[RAF Coltishall]]
:* [[RAF Geilenkirchen]]
:* [[RAF Gütersloh]]
:* [[RAF Leconfield]]
:* [[RAF Middleton St George]]
:* [[RAF Leuchars]]
:* [[RAF Tengah]]
:* [[RAF Wattisham]]

===Civil operators===
[[File:Electric Lighting & Jaguar (Cape Town, South Africa, 2002).jpg|thumb|ZU-BEX Electric Lightning T5, alongside a [[Jaguar E-Type]], at [[Thunder City]], Cape Town, South Africa, 2002]]
;{{ZAF}}
[[Thunder City]], a private company based at [[Cape Town International Airport]], South Africa operated one Lightning T.5 and two single-seat F.6es. The T.5 XS452, (civil registration ZU-BBD) flew again on 14 January 2014 after restoration and is currently the only airworthy example.<ref>[https://www.incredible-adventures.com/capetown_thunder_city.html "Cape Town Jets: Thunder City."] ''Incredible Adventures'', 2009. Retrieved: 7 October 2009.</ref>
A Lightning T.5, XS451 (civil registration ZU-BEX) belonging to Thunder City crashed after developing mechanical problems during its display at the biennial [[South African Air Force]] Overberg Airshow held at [[AFB Overberg]] near [[Bredasdorp]] on 14 November 2009.<ref name="Fighter jet crashes at air show.">[http://www.news24.com/Content/SouthAfrica/News/1059/788ceecc95ab44d78cadf03c93aabeec/14-11-2009-02-15/Fighter_jet_crashes_at_air_show "Fighter jet crashes at air show."] {{webarchive|url=https://web.archive.org/web/20091117052603/http://www.news24.com/Content/SouthAfrica/News/1059/788ceecc95ab44d78cadf03c93aabeec/14-11-2009-02-15/Fighter_jet_crashes_at_air_show |date=17 November 2009}} ''News24.com'', 14 November 2009. Retrieved: 23 January 2010.</ref> The [[Silver Falcons]], the South African Air Force's official aerobatic team, flew a [[missing man formation]] after it was announced that the pilot had died in the crash.<ref>[http://www.news24.com/Content/SouthAfrica/News/1059/4d6c6e4021074e3a863b77fc098c492e/14-11-2009-05-34/Killed_air_show_pilot_named "Killed air show pilot named."] {{webarchive|url=https://web.archive.org/web/20091116103619/http://www.news24.com/Content/SouthAfrica/News/1059/4d6c6e4021074e3a863b77fc098c492e/14-11-2009-05-34/Killed_air_show_pilot_named |date=16 November 2009}} ''News24.com'', 14 November 2009. Retrieved: 23 January 2010.</ref>
;{{GBR}}
*[[British Aerospace]] operated four ex-RAF F.6s as radar targets to aid development of the [[Panavia Tornado ADV]]'s [[AI.24 Foxhunter]] radar from 1988 to 1992.<ref>English, Malcolm. "Lightnings live on". ''Air International'', January 1993, Vol. 44, No. 1. pp. 22–24. {{ISSN|0306-5634}}.</ref><ref>"Airscene: Aircraft & Industry: United Kingdom". ''Air International'', February 1993, Vol. 44, No. 2. p. 61. {{ISSN|0306-5634}}</ref>
;{{USA}}
*The Anglo-American Lightning Organisation, a group based at Stennis Airport, [[Kiln, Mississippi]], is returning EE Lightning T.5, XS422 to airworthy status. As of March 2021, the aircraft was capable of fast taxiing down a runway. The aircraft was formerly with the [[Empire Test Pilots' School]] (ETPS) at [[MoD Boscombe Down|Boscombe Down]] in Wiltshire, UK.<ref>[http://www.lightning422supporters.co.uk "Returning to Flight English Electric Lightning XS422."] ''Anglo American Lightning Organisation'', 2009. Retrieved: 12 March 2008.</ref>

==Surviving aircraft==

A complete list is available [https://www.thunder-and-lightnings.co.uk/lightning/survivors.php here].
[[File:Lightning at RAF Akrotiri.jpg|thumb|English Electric Lightning (XS929), displayed as a gate guardian at RAF Akrotiri in Cyprus]]
[[File:Manchester MOSI English Electric Lightning P1A 18-10-2009 12-10-46.JPG|thumb|Lightning P.1A at the [[Museum of Science and Industry in Manchester]]]]
[[File:English Electric Lightning F.6, Warner-Robbins Air Museum, Georgia.jpg|thumb|Lightning F.6 at the Museum of Aviation, [[Warner Robins, Georgia]], United States, now on display at Pima Air & Space Museum in Tucson, Arizona]]
[[File:XM135 Duxford.jpg|thumb|Lightning F1 XM135 at Imperial War Museum, Duxford. This particular Lightning was involved in [[Holden's Lightning flight|an accidental take-off and flight]] in 1966 when a technician conducting ground tests on the aircraft accidentally engaged its [[afterburner]].]]
[[File:Cosford- Royal Air Force Museum- English Electric Lightning suspended from the ceiling (geograph 5765866).jpg|thumb|Lightning F.1, serial XG337 on display at the [[Royal Air Force Museum Midlands]]]]
[[File:Prince Sultan Air Base Lightning.jpg|thumb|Lightning "486" on display outside Prince Sultan Air Base in Saudi Arabia]]

===Cyprus===
;On display
:* ''XS929'' Lightning F.6 at [[RAF Akrotiri]], Cyprus.<ref name="ellisa1">Ellis 2012, p. app1</ref>

===France===
;On display
:* ''XM178'' Lightning F.1A at Savigny-les-Beaune.<ref>{{cite web |url=http://www.aviationmuseum.eu/World/Europe/France/Savigny-les-Beaune/Chateau-de-Savigny.htm |title=Chateau de Savigny les Beaune, Savigny-les-Beaunes, France}}</ref>

===Germany===
;On display
:* ''XN782'' Lightning F.2A at the [[Flugausstellung Hermeskeil]], Germany.<ref>[http://www.flugausstellung.de/flugzeuge.html "Liste aller Flugzeuge in der Ausstellung."] {{webarchive|url=https://web.archive.org/web/20151231084758/http://www.flugausstellung.de/flugzeuge.html |date=31 December 2015}} ''Flugausstellung'', Retrieved 18 January 2014.</ref>
:* ''XN730'' Lightning F.2A at the [[Militärhistorisches Museum Flugplatz Berlin-Gatow]], Germany.<ref>[https://www.flugzeug-lexikon.de/Luftwaffenmuseum/Kampfjets/English_Electric_Lightning/english_electric_lightning.html "Lightning F.2A"], Retrieved 12 October 2023.</ref>

===Kuwait===
;On display
*''53–418'' Lightning F.53 at the [[Kuwait Science and Natural History Museum]], Kuwait City. It can be seen from surrounding buildings and is located at {{Coord|29.370648|N|47.976615|E|}}.
* Lightning F.53 at the [[Abdullah Al-Mubarak Air Base]].{{Citation needed|date=January 2014}}
* Three Lightnings on stands at [[Ahmad al-Jaber Air Base|Al Jaber Air Base]]{{Citation needed|date=February 2017}}

===Netherlands===
;On display
:* ''XN784'' Lightning F.2A owned by PS Aero in Holland, on display at their facility in Baarlo.<ref>{{cite web |last1=McGhee |first1=Tom |title=XN784 – PS Aero, Baarlo, Netherlands |url=https://www.thunder-and-lightnings.co.uk/lightning/survivor.php?id=68 |website=www.thunder-and-lightnings.co.uk/ |publisher=Thunder & Lightnings |access-date=4 March 2020}}</ref>

===Saudi Arabia===
;On display
*''XN770'' Lightning F.52 at the [[Royal Saudi Air Force Museum]], Riyadh, Saudi Arabia.{{Citation needed|date=January 2014}}
*''XM989'' Lightning T.54 at the main entrance to King Abdul-Aziz Air Base, Dhahran, Saudi Arabia.{{Citation needed|date=January 2014}}
*''55–716'' Lightning T.55 at the Royal Saudi Air Force Museum, Riyadh, Saudi Arabia.{{Citation needed|date=January 2014}}
*"227" Lightning Mark F.53 pylon-mounted on static display in a traffic circle outside the main gate of King Faisal Air Base in Tabuk, Saudi Arabia. GPS 28.387229, 36.594182
*"486" Lightning pylon-mounted on static display in a traffic circle outside the main gate of Prince Sultan Air Base in Al Kharj, Saudi Arabia. GPS 24.175664, 47.517913
The following are on display but with no public access:
*''XG313'' Lightning F.1 at the VIP terminal on [[King Abdulaziz Air Base]] Dhahran, Saudi Arabia.{{Citation needed|date=January 2014}}
*''XN767'' Lightning F.52 pylon mounted at the Aeromedical centre on King Abdulaziz Air Base Dhahran, Saudi Arabia.{{Citation needed|date=January 2014}}
*Unidentified Lightning at entrance to Taif Heart Mall in downtown Taif, Saudi Arabia.
*"224" Lightning Mark F.53 on display at Royal Saudi Air Force, King Khalid Airbase in Khamis Mushyt, Saudi Arabia. GPS 18.260764, 42.795216  
*Unidentified Lightning mounted in a static display on the Royal Saudi Air Force, King Khalid Airbase in Khamis Mushyt, Saudi Arabia. GPS 18.272086, 42.805935
*Unidentified Lightning on display in a small air park just inside the main gate of King Faisal Air Base in Tabuk, Saudi Arabia. GPS 28.380036, 36.605270

===South Africa===
;Stored or under restoration
*''ZU-BBD'' (former XS452) Lightning T.5 based at Cape Town under restoration to fly.{{Citation needed|date=January 2014}}
*''ZU-BEW'' (former XR773) Lightning F.6 stored in Cape Town under restoration to fly.{{Citation needed|date=January 2014}}
*''ZU-BEY'' (former XP693) Lightning F.6 stored in Cape Town under restoration to fly.{{Citation needed|date=January 2014}}

===United Kingdom===
;On display
:* ''WG760'', the first prototype P.1A at the [[Royal Air Force Museum Midlands]], England<ref>[http://www.rafmuseum.org.uk/cosford/collections/aircraft/english-electric-p1a.cfm "English Electric P1A: Serial Number WG760"] {{webarchive|url=https://web.archive.org/web/20120508105620/http://www.rafmuseum.org.uk/cosford/collections/aircraft/english-electric-p1a.cfm |date=8 May 2012}}. ''Royal Air Force Museum Cosford''. Retrieved 21 April 2012.</ref>
:* ''WG763'', the second prototype P.1A at the [[Museum of Science and Industry (Manchester)|Museum of Science and Industry]], Manchester, England<ref>[http://emu.msim.org.uk/htmlmn/collections/online/browsethemes/display.php?irn=6554 "MSIM: Education and Learning: Registration number L.1996.53.1"]. ''Museum of Science and Industry''. Retrieved 21 April 2012.</ref>
:* ''XG329'' P1B/Lightning F.1 pre-production aircraft at the [[Norfolk & Suffolk Aviation Museum]], Flixton, England<ref>[http://www.aviationmuseum.net/our_aircraft.htm "Our Aircraft"] {{webarchive|url=https://web.archive.org/web/20131206184358/http://www.aviationmuseum.net/our_aircraft.htm |date=6 December 2013}}. ''Norfolk and Suffolk Aviation Museum''. Retrieved 21 April 2012.</ref>
:* ''XG337'' P1B/Lightning F.1 pre-production aircraft at the Royal Air Force Museum Midlands<ref>[http://www.rafmuseum.org.uk/cosford/collections/aircraft/english-electric-lightning-f1-p1b.cfm "English Electric Lightning F1/P1B"] {{webarchive|url=https://web.archive.org/web/20120407110310/http://www.rafmuseum.org.uk/cosford/collections/aircraft/english-electric-lightning-f1-p1b.cfm |date=7 April 2012}}. ''Royal Air Force Museum Cosford''. Retrieved 21 April 2012.</ref>
:* ''XM135'' Lightning F.1 at the [[Imperial War Museum Duxford]] – flown by non-pilot [[Holden's Lightning flight|Walter Holden]]<ref name="ellis22">Ellis 2012, p. 22</ref>
:* ''XM173'' Lightning F.1A at Dyson Ltd. (on display in staff canteen), Malmesbury, Wiltshire.
:* ''XM192'' Lightning F.1A at Tattershall Thorpe, Lincolnshire, England<ref>{{cite web |url=http://www.thorpecamp.org.uk |title=Thorpe Camp visitor information |last=thorpecamp.org.uk}}</ref>
:* ''XN726'' Lightning F.2A cockpit section at the [[Boscombe Down Aviation Collection]], Old Sarum Airfield, Wiltshire<ref name=":2" />
:* ''XN776'' Lightning F.2A at the [[National Museum of Flight]], East Fortune, Scotland<ref>[http://www.nms.ac.uk/our_museums/museum_of_flight/things_to_see_and_do/aircraft/post_war_military/lightning.aspx "English Electric Lightning F.2A"]. ''National Museums Scotland''. Retrieved 18 January 2014.</ref>
:* ''XP706'' Lightning F.3 at [[South Yorkshire Aircraft Museum]], Doncaster, England<ref name="ellis278">Ellis 2012, p. 278</ref>
:* ''XP745'' Lightning F.3 at Vanguard Self Storage, Bristol, England<ref>{{cite web |title=A History of the Lightning XP745 |url=https://www.vanguardstorage.co.uk/news/a-history-of-the-lightning-xp745/ |date=2020-04-20 |website=Vanguard Self Storage |language=en-US |access-date=2020-05-04}}</ref>
:* ''XR713'' Lightning F.3 owned by Lightning Preservation Group, Bruntingthorpe Aerodrome, Leicestershire
:* ''XR718'' Lightning F.3 owned by Anthony Harker, Over Dinsdale, Darlington, Durham.
:* ''XR749'' Lightning F.3 outside [[Score Group plc|Score Group]]'s Integrated Valve and Gas Turbine Plant, [[Peterhead]], Scotland<ref name="ellis294">Ellis 2012, p. 294</ref>
:* ''XS417'' Lightning T.5 at the [[Newark Air Museum]], Newark, England<ref>[http://www.newarkairmuseum.org/aircraft_list.html "Aircraft List"] {{webarchive |url=https://web.archive.org/web/20131228141108/http://www.newarkairmuseum.org/aircraft_list.html |date=28 December 2013}}. ''Newark Air Museum''. Retrieved 18 January 2014.</ref>
:* ''XS420'' Lightning T.5 on loan to the [[Farnborough Air Sciences Trust]], Farnborough, England<ref name="ellis66">Ellis 2012, p. 66</ref>
:* ''XS456'' Lightning T.5 at the Skegness Water Leisure Park, Lincolnshire<ref name="ellis137">Ellis 2012, p. 137</ref>
:* ''XS458'' Lightning T.5 is in taxiable condition at [[Cranfield Airport]], [[Bedfordshire]], England<ref>{{cite web |url=http://www.lightningt5.com/find-us.html |title=Find us – Cranfield, Bedfordshire |last=Administrator |access-date=1 May 2015 |archive-date=13 February 2015 |archive-url=https://web.archive.org/web/20150213171003/http://lightningt5.com/find-us.html |url-status=dead }}</ref>
:* ''XS459'' Lightning T.5 at the Fenland and West Norfolk Aviation Museum, [[Wisbech]], England<ref name="ellis164">Ellis 2012, p. 164</ref>
:* ''XR753'' Lightning F.6 at [[RAF Coningsby]], Lincolnshire<ref name="ellis132" />
:* ''XR755'' Lightning F.6 near Callington, Cornwall.
:* ''XR728'' Lightning F.6 with LPG, in taxiable condition at [[Bruntingthorpe Aerodrome]], Leicestershire, England<ref name="ellis91">Ellis 2012, p. 91</ref>
:*''XR770'' Lightning F.6 at RAF Manston Museum, Kent, England<ref>{{Cite web|title=Our Aircraft|url=https://rafmanston.co.uk/Our-Aircraft.html|access-date=2021-11-02|website=rafmanston.co.uk|language=en-GB}}</ref>
:* ''XR771'' Lightning F.6 at the [[Midland Air Museum]], Coventry, England<ref name="mam" />
:* ''XS897'' Lightning F.6 (painted as F.3 XP765) at [[RAF Coningsby]], Lincolnshire<ref name="ellis132">Ellis 2012, p. 132</ref>
:* ''XS903'' Lightning F.6 at the [[Yorkshire Air Museum]], Elvington, England<ref>[http://www.yorkshireairmuseum.org/exhibits/aircraft-exhibits/post-world-war-ii-aircraft/english-electric-lightning-f6 "English Electric Lightning F6."] {{Webarchive|url=https://web.archive.org/web/20140202123819/http://www.yorkshireairmuseum.org/exhibits/aircraft-exhibits/post-world-war-ii-aircraft/english-electric-lightning-f6 |date=2 February 2014 }} ''Yorkshire Air Museum'', Retrieved: 18 January 2014.</ref>
:* ''XS904'' Lightning F.6 with LPG, in taxiable condition at [[Bruntingthorpe Aerodrome]], Leicestershire, England<ref name="ellis91" />
:* ''XS919'' Lightning F.6 at Henstridge Airfield, Somerset, England
:* ''XS925'' Lightning F.6 stand mounted at Castle Motors on the A38 near [[Liskeard]], Cornwall, England<ref name="ellis34">Ellis 2012, p. 34</ref>
:* ''XS928'' Lightning F.6 at Warton Aerodrome, Lancashire<ref name="ellis89">Ellis 20012, p. 89</ref>
:* ''XS936'' Lightning F.6 at the [[Royal Air Force Museum London]], England<ref name="ellis145">Ellis 2012, p. 145</ref>
:* ''ZF578'' Lightning F.53 as ''XR753'' at the [[Tangmere Military Aviation Museum]], Tangmere, England<ref name="ellis221">Ellis 2012, p. 221</ref>
:* ''ZF579'' Lightning F.53 in taxiable condition at [[Gatwick Aviation Museum]], [[Charlwood]], near Gatwick Airport, England<ref name="ellis213">Ellis 2012, p. 213</ref>
:* ''ZF580''/''XR768'' Lightning F.53 at Cornwall Aviation Heritage Centre, [[Newquay Airport]], [[Cornwall]], England.<ref>{{Cite web|title=English Electric Lightning F53|url= https://cornwallaviationhc.co.uk/english-electric-lightning-f-53-zf580-xr768/|access-date=2022-03-24|website=Cornwallaviationhc.co.uk|date= 3 March 2020|language=en-GB}}</ref>
:* ''ZF583'' Lightning F.53 at the [[Solway Aviation Museum]], Carlisle Airport Cumbria England<ref name="ellis37">Ellis 2012, p. 37</ref>
:* ''ZF584'' Lightning F.53 at the [[Dumfries and Galloway Aviation Museum]], Dumfries, Scotland<ref name="ellis285">Ellis 2012, p. 285</ref>
:* ''ZF588'' Lightning F.53 at the East Midlands Aeropark, Castle Donington, Derbyshire
:* ''ZF592'' Lightning F.53 as ''53–686'' at the [[City of Norwich Aviation Museum]], [[Norwich]], England<ref name="ellis161">Ellis 2012, p. 161</ref>
:* ''ZF594'' Lightning F.53 painted as ''XS933'' at the [[North East Land, Sea and Air Museums]], Sunderland, England<ref name="ellis170">Ellis 2012, p. 170</ref>
:* ''ZF598'' Lightning T.55 as ''55–713'' at the [[Midland Air Museum]], Coventry, England<ref name="mam">[http://www.midlandairmuseum.co.uk/aircraftlist.php "Aircraft Listing."] ''Midland Air Museum'', Retrieved: 18 January 2014.</ref>
:* ''XL629'' Lightning T.4 inside the main gate at [[MoD Boscombe Down]], Wiltshire, England<ref>[http://www.qinetiq.com/news/pressreleases/Pages/MOD-Boscombe-Down-gate-guard-officially-unveiled.aspx "MOD Boscombe Down gate guard officially unveiled."] {{webarchive|url=https://web.archive.org/web/20130625145620/http://www.qinetiq.com/news/pressreleases/Pages/MOD-Boscombe-Down-gate-guard-officially-unveiled.aspx |date=25 June 2013}} 'QinetiQ', 29 April 2013.</ref>
;Stored or under restoration
:* ''XM172'' Lightning F.1A in a private collection at Spark Bridge, Cumbria<ref name="ellis39">Ellis 2012, p. 39</ref>
:* ''XS416'' Lightning T.5 in a private collection at New York, Lincolnshire<ref name="ellis136">Ellis 2102, p. 136</ref>
:* ''XR724'' Lightning F.6 is in taxiable condition at the former [[RAF Binbrook]], Lincolnshire<ref name="ellis130">Ellis 2012, p. 130</ref>
:* ''XR725'' Lightning F.6 in a private collection at Binbrook, Lincolnshire<ref name="ellis129">Ellis 2012, p. 129</ref>
:* ''ZF581'' Lightning F.53 Under restoration at the [[Bentwaters]] Cold War Museum, [[Suffolk]], England<ref name="ellis202">Ellis 2012, p. 202</ref>

===United States===
;On display
*''ZF593'' Lightning F.53 painted in 5 Squadron camouflage colours, on display at [[Pima Air & Space Museum]] in [[Tucson, Arizona]].
*''ZF597'' Lightning T.55 painted in RAF markings, on display at [[Olympic Flight Museum]] in [[Olympia, Washington]]. Around 2009/2010, the aircraft had moved from the Olympic Flight Museum, possibly to Stennis, Mississippi, where it was stripped for parts to help get XS422 back in the air.  Not much of ZF597 was seen until the cockpit appeared on eBay in May 2019. It is unknown as to where the nose section is now and what the future holds for it.<ref>{{cite web | url=https://www.thunder-and-lightnings.co.uk/lightning/survivor.php?id=395 | title=Thunder & Lightnings - English Electric Lightning - Survivor ZF597 (Ex 55-711) }}</ref>

;Stored or under restoration
*''XS422'' Lightning T.5 painted in RAF markings, under restoration to fly at [[Stennis International Airport]], in [[Hancock County, Mississippi]]. (owned by the Anglo-American Lightning Organisation who also own the cockpit of ZF595 which is being used as a parts donor for XS422).

==Specifications (Lightning F.6)==
[[File:BAC Lightning F Mk.6 3-view line drawing.svg|thumb|BAC Lightning F Mk.6 3-view drawings]]
{{External media|topic=|width=|float=right|image1=[https://www.airliners.net/photos/airliners/5/3/2/0854235.jpg Cockpit of a Lightning F.53]|image2=[https://www.flickr.com/photos/nickkparker/1785716633/ Typical ejection seat of a Lightning T.4/5]}}

{{Aircraft specs
|ref=Pilots Notes and Operating Data Manual for Lightning F.6 (unless otherwise noted)<ref name="Pilot's Notes, F.6" />{{verify source|date=September 2019}}<ref name="F.6 ODM" />
|prime units?=kts
<!--
        General characteristics
-->
|crew=1
|length m=
|length ft=55
|length in=3
|length note=<ref name="McLelland 2009_209">McLelland 2009, p. 209.</ref>
|span m=
|span ft=34
|span in=10
|span note=<ref name="McLelland 2009" />
|height m=
|height ft=19
|height in=7
|height note=<ref name="McLelland 2009" />
|wing area sqm=
|wing area sqft=474.5
|wing area note=<ref>Bowman 1997, p. 21.</ref>
|airfoil=
|empty weight kg=
|empty weight lb=31068
|empty weight note=with armament and no fuel<ref name="F.6 ODM" />{{efn|The value for "empty weight" is zero fuel weight, which includes equipped pilot, Red Top missiles, cannon and ammunition. The weight without these items is 27,759 lb.<ref name="F.6 ODM" />{{page needed|date=April 2023}}}}
|gross weight kg=
|gross weight lb=41076
|gross weight note=with two Red Top missiles, cannon, ammunition, and internal fuel<ref name="F.6 ODM" />
|max takeoff weight kg=
|max takeoff weight lb=45750
|max takeoff weight note=<ref name="Pilot's Notes, F.6" />{{efn|Above 45,000 lb, the mainwheel tyres were single use.<ref name="Pilot's Notes, F.6" />}}
|fuel capacity=
|more general=
<!--
        Powerplant
--><ref>{{cite web |url=http://www.lightning.org.uk/techdata.html |title=BAC Lightning Site - Tech Data |website=www.lightning.org.uk |access-date=11 January 2022 |archive-url=https://web.archive.org/web/20080410235516/http://www.lightning.org.uk/techdata.html |archive-date=10 April 2008 |url-status=dead}}</ref> {{verify source|date=September 2019}}
|eng1 number=2
|eng1 name=[[Rolls-Royce Avon 301R]]
|eng1 type=[[afterburner|afterburning]] [[turbojet]] engines
|eng1 lbf=12690
|eng1 kn-ab=<!-- afterburners -->
|eng1 lbf-ab=16360
<!--
        Performance
-->
|perfhide=

|max speed kmh=
|max speed mph=
|max speed note={{efn|An F.6 equipped with Red Top missiles can reach {{convert|2.0|Mach|km/h mph|0}} on an ICAO standard day at 36,000 ft. True performance was not in pilot notes due to sensitivity during the Cold War. The F.6 is noted to reach {{convert|2.27|Mach|km/h mph|0}} at 40,000 ft <ref>{{cite web |url=https://www.thunder-and-lightnings.co.uk/lightning/history.php |title=Thunder & Lightnings – English Electric Lightning – History}}</ref>{{verify source|not by any stretch of the imagination a reliable source|date=September 2019}} }}
|max speed mach=2.27 (1,500 mph+ at 40,000 ft){{citation needed|date=January 2020}}
|cruise speed kmh=
|cruise speed mph=
|cruise speed kts=
|cruise speed note=
|stall speed kmh=
|stall speed mph=
|stall speed kts=
|stall speed note=
|never exceed speed kmh=
|never exceed speed mph=
|never exceed speed kts=
|never exceed speed note=
|range km=
|range miles=
|range nmi=738
|range note=<ref name="F.6 ODM" />{{efn|This is based on a maximum-range subsonic intercept radius of {{convert|370|nmi|mi km|abbr=on}}. An F.6 equipped with Red Top missiles can climb to 36,000 ft and cruise at {{convert|0.87|Mach|km/h mph|0}} to a loiter or intercept area {{convert|370|nmi|km|abbr=on}} distant. It then has 15 minutes on station to complete the intercept or identification task before returning to base. The afterburners are not used during this profile, and the total mission time is 112 min.<ref name="F.6 ODM" />}}
|combat range km=
|combat range miles=
|combat range nmi=135
|combat range note=supersonic intercept radius<ref name="F.6 ODM" />{{efn|An F.6 equipped with Red Top missiles can climb to 36,000 ft, accelerate to Mach 1.8, and intercept a target at {{convert|135|nmi|km|abbr=on}} only 10.7 min after brake release. A 2g level turn allows a second attack from the rear-quarter 1.6 min later. Following a best-range cruise and descent, the Lightning can enter the [[landing pattern]] with 800 lb of fuel remaining with a total mission time of 35 min.<ref name="F.6 ODM" />}}
|ferry range km=
|ferry range miles=
|ferry range nmi=800
|ferry range note=internal fuel; {{cvt|1100|nmi|mi km}} with external tanks<ref name="F.6 ODM" />
|endurance=<!-- if range unknown -->
|ceiling m=
|ceiling ft=60000
|ceiling note=<ref name="F.6 ODM" />
* '''Zoom ceiling:''' {{cvt|70000|ft}}<ref name="F.6 ODM" /><ref name="Scott 2000_336">Scott 2000, p. 336.</ref>
|g limits=<!-- aerobatic -->
|roll rate=<!-- aerobatic -->
|climb rate ms=
|climb rate ftmin=20,000
|climb rate note=sustained to {{convert|30,000|ft|m|abbr=on}}<ref name="F.6 ODM" />{{efn|From Part 3, Page 11 in Operating Data Manual; at standard atmosphere, full fuel, and 2 Red Top missiles, from sea level, {{convert|450|kn|km/h mph|abbr=on}} IAS -> M0.87 climb profile. When clean, this climb rate increases to {{convert|22,000|ft/min|m/s|abbr=on}} }} Zoom climb 50,000 ft/min<ref>Lightning from the cockpit 2004 by Peter Caygill</ref>
|time to altitude=2.8 min to {{convert|36,000|ft|m|abbr=on}}<ref name="F.6 ODM" />{{efn|From brake release. Identical page, configuration, and profile as loaded sustained climb rate above. Time following initial acceleration (0.7 min) to climb speed is 2.1 min. When clean, these times shorten to 2.7 min from brake release, or 2.0 min after acceleration{{citation needed|date=April 2023}} }}

|lift to drag=
|wing loading kg/m2=
|wing loading lb/sqft=76
|wing loading note=F.6 with Red Top missiles and 1/2 fuel<!-- Wing loading is calculated from the above weight and wing area data. -->{{efn|Wing loading can range from {{convert|86|-|67|lb/ft2|abbr=on}} over the duration of a mission, depending on fuel load.}}
|disk loading kg/m2=
|disk loading lb/sqft=
|disk loading note=
|fuel consumption kg/km=
|fuel consumption lb/mi=
|power/mass=
|thrust/weight=0.78 (1.03 empty)

|more performance=
<!--
        Armament
-->
|guns=2× {{cvt|30|mm|in|3}} [[ADEN cannon]]
|hardpoints=2 × forward fuselage, 2 × overwing pylon stations
|hardpoint capacity=
|hardpoint rockets=
|hardpoint missiles=2× [[de Havilland Firestreak]] ''or'' 2 × [[Red Top (missile)]] on fuselage
|hardpoint bombs=
|hardpoint other={{cvt|260|impgal|USgal l}} ferry tanks on wings

|avionics=
}}

==Notable appearances==
{{Main|Aircraft in fiction#English Electric Lightning|l1=English Electric Lightning in fiction}}
<!-- ===============({{NoMoreCruft}})===============-->
<!-- Please READ [[WP:WikiProject Aviation/Style guide/Layout (Aircraft)#Notable appearances in media]] and [[WP:WikiProject Military history/Style guide#Popular culture]] before adding any "Popular culture" items.

Please do not add the many minor appearances of the aircraft. This section is only for major cultural appearances where the aircraft plays a MAJOR part in the story line, or has an "especially notable" role in what is listed. A verifiable source proving the appearance's notability may be required. Random cruft, including ALL Ace Combat, Battlefield, and Metal Gear Solid appearances, and ALL anime/fiction lookalike speculation, WILL BE removed.

If your item has been removed, please discuss it on the talk page FIRST. A verifiable source proving the appearance's notability may be required. If a consensus is reached to include your item, a regular editor of this page will add it back. Thank you for your cooperation. -->
<!-- ===============({{NoMoreCruft}})===============-->

* The 1965 period comedy film ''[[Those Magnificent Men in Their Flying Machines]]'' set in 1910 ends with a flyover of six English Electric Lightnings.
* British journalist and TV presenter [[Jeremy Clarkson]] borrowed a Lightning ([[United Kingdom military aircraft serial numbers|serial]] ''XM172'') which was temporarily placed in his garden and documented on Clarkson's 2001 television series ''[[Speed (TV series)|Speed]]''.<ref>[https://www.youtube.com/watch?v=LnGXerN0tlo "Jeremy's jet fighter garden feature – Speed – BBC."] ''British Broadcasting Corporation'', Retrieved: 18 January 2013.</ref>
* In a 2010 episode of the BBC TV programme ''[[Wonders of the Solar System (TV series)|Wonders of the Solar System]]'', [[Brian Cox (physicist)|Professor Brian Cox]] had a Lightning (''XS451'') with civil registration in South Africa climb to a very high altitude, allowing Cox to show the curvature of the Earth and the relative dimensions of the atmosphere.<ref>[https://www.bbc.co.uk/programmes/b00rmpqh "Wonders of the Solar System – The Thin Blue Line."] ''British Broadcasting Corporation'', Retrieved: 18 January 2013.</ref> This aircraft [[list of accidents and incidents involving the English Electric Lightning#2000s|crashed in November 2009]], a month after the episode was filmed, when it developed mechanical problems during an air show at South Africa's AFB Overberg.<ref name="Fighter jet crashes at air show." />
<!-- Read note at top about major role. -->

==See also==
{{Portal|Aviation}}
* [[Holden's Lightning flight]] – an inadvertent Lightning flight by a non-pilot engineer
{{Aircontent
| related=
* [[Short SB.5]]
* [[Saunders-Roe SR.177]]
* [[CAC CA-23]]
| similar aircraft=
* {{lwc|Convair F-102 Delta Dagger}}
* {{lwc|Convair F-106 Delta Dart}}
* {{lwc|Dassault Mirage III}}
* {{lwc|Lockheed F-104 Starfighter}}
* {{lwc|Mikoyan-Gurevich MiG-21}}
* {{lwc|Saab 35 Draken}}
* {{lwc|Sukhoi Su-15}}
| lists=
* [[List of accidents and incidents involving the English Electric Lightning]]
* [[List of aircraft of the Royal Air Force]]
* [[List of fighter aircraft]]
| see also=
}}

==Notes==
{{notelist}}
{{Reflist|group=nb}}

==References==
===Citations===
{{Reflist}}

===Sources===
* {{cite journal
|first=Jonathan |last=Aylen
|journal=The International Journal for the History of Engineering & Technology
|volume=82 |number=1
|date=January 2012
|pages=1–36
|title=Bloodhound on my Trail: Building the Ferranti Argus Process Control Computer
|url=http://www.computinghistory.org.uk/userdata/files/ferranti_argus_100_-_bloodhound_on_my_trail_published_2012_.pdf
|doi=10.1179/175812111X13188557853928
|s2cid=110338269
}}
* {{cite book |last=Beamont |first=Roland |title=English Electric P1 Lightning |year=1985 |publisher=Littlehampton Book Services Ltd. |isbn=978-0711014718}}
* Beamont, Roland. ''Flying to the Limit''. Somerset, UK: Patrick Stevens Ltd, 1996. {{ISBN|1-85260-553-7}}.
* Bowman, Martin W. ''English Electric Lightning''. Wiltshire, UK: The Crowood Press Ltd, 1997. {{ISBN|978-1-86126-737-5}}.
* Buttler, Tony. ''British Secret Projects: Jet Fighters Since 1950''. Hinckley, UK: Midland Publishing, 2005. {{ISBN|978-1-85780-095-1}}.
* Buttler, Tony. ''X-Planes of Europe II: Military Prototype Aircraft from the Golden Age 1946–1974''. Manchester, UK: Hikoki Publications, 2015. {{ISBN|978-1-90210-948-0}}
* Darling, Kev. ''English Electric/British Aircraft Corporation Lightning Mks 1–6''. Lulu.com, 2008. {{ISBN|978-1-43571-556-1}}.
* {{cite book |last=Darling |first=Kev |title=English Electric Lightning |series=Warbird Tech Series |volume=28 |location=North Branch, Minnesota |publisher=Specialty Press |date=2000 |isbn=978-1-4357-1556-1}}
* {{cite book |title=Wreck & Relics, 23rd Edition |last=Ellis |first=Ken |publisher=Crecy Publishing Ltd. |year=2012 |isbn=978-0859791724 |location=Manchester}}
* {{cite book |last=Davies |first=Glyn |title=From Lysander to Lightning Teddy Petter, aircraft designer |year=2014 |publisher=The History Press |isbn=9780752492117}}
* Dunn, Bob. ''Colourful Career: The Life and Times of a Lightning''. [[Air Enthusiast]] 115, January–February 2005, pp.&nbsp;18–19. {{ISSN|0143-5450}}
* {{cite book |last1=Gibson |first1=Chris |first2=Tony |last2=Buttler |title=British Secret Projects: Hypersonics, Ramjets and Missiles |publisher= Midland Publishing |year=2007 |pages=47–53 |isbn=978-1-85780-258-0 }}
* {{cite journal |last1=Goodrum|first1=Alastair|title=Down Range: Losses over the Wash in the 1960s and 1970s|journal=Air Enthusiast |date=January–February 2004 |issue=109 |pages=12–17 |issn=0143-5450}}
* Gunston, Bill and Mike Spick. ''Modern Air Combat: Aircraft, Tactics and Weapons Employed in Aerial Warfare Today.'' London: Salamander Books, 1983. {{ISBN|978-0-86101-162-9}}.
* [[Bruce Barrymore Halpenny|Halpenny, Bruce Barrymore]]. ''[[English Electric/BAC Lightning (book)|English Electric/BAC Lightning]]''. Oxford, UK: Osprey Air Combat, 1984. {{ISBN|978-0-85045-562-5}}.
* Jackson, Paul. "Lament for the Lightning". ''Air International'', Vol. 34, No. 6, June 1988, pp.&nbsp;279–289, 307. {{ISSN|0306-5634}}.
* Lake, Jon. "Aircraft Profile – English Electric Lightning – Part One". ''Air International''. Vol. 70, No. 1, January 2006, pp.&nbsp;64–66. {{ISSN|0306-5634}}.
* Lake, Jon. "Aircraft Profile – English Electric Lightning – Part Two". ''Air International''. Vol. 70, No. 2, February 2006, pp.&nbsp;64–66. {{ISSN|0306-5634}}.
* Lake, Jon. "Aircraft Profile – English Electric Lightning – Part Three". ''Air International''. Vol. 70, No. 3, March 2006, pp.&nbsp;64–66. {{ISSN|0306-5634}}.
* Lake, Jon. "English Electric Lightning". ''Wings of Fame'', Volume 7, 1997, pp.&nbsp;36–101. {{ISBN|1-874023-97-2}}. {{ISSN|1361-2034}}.
* Laming, Tim. ''Fight's On: Airborne with the Aggressors.'' Minneapolis, Minnesota: Zenith Imprint, 1996. {{ISBN|0-7603-0260-X}}.
*{{cite book |last1=March|first1=P.|title=Royal Air Force Yearbook 1989|year=1989|publisher= Royal Air Force Benevolent Fund|location=Fairford, UK}}
* McLelland, Tim. ''English Electric Lightning: Britain's First and Last Supersonic Interceptor''. Surrey, UK: Ian Allan Publishing, 2009. {{ISBN|978-190-653-7}}.
*{{cite magazine|url=http://www.flightglobal.com/pdfarchive/view/1968/1968%20-%201765.html |title=Multi-Mission Lightning |magazine=[[Flight International]] |date=5 September 1968 |pages=371–378 |archive-url= https://web.archive.org/web/20121006123414/http://www.flightglobal.com/pdfarchive/view/1968/1968%20-%201765.html |archive-date= 2012-10-06}}
* ''The Illustrated Encyclopedia of Aircraft'' (Part Work 1982–1985). London: Orbis Publishing, 1985.
* Philpott, Bryan. ''English Electric/BAC Lightning''. Wellingborough, UK: Patrick Stevens Ltd, 1984. {{ISBN|0-85059-687-4}}.
* "Punter, H". "An Arabian Magic Carpet". ''[[Air International]]'', Vol. 15, No. 5, October 1978, pp.&nbsp;167–172.
* Ransom, Stephen and Robert Fairclough. ''English Electric Aircraft and their Predecessors''. London: Putnam, 1987. {{ISBN|0-85177-806-2}}.
* Scott, Stewart A. "English Electric Lightning, Volume One: Birth of the Legend." Peterborough, Cambridgeshire, UK: GMS Enterprises, 2000. {{ISBN|1-870384-78-4}}.
* Williams, Anthony G. and Emmanuel Gustin. ''Flying Guns: The Modern Era''. Wiltshire, UK: Crowood Press, 2004. {{ISBN|978-1-86126-655-2}}.
* Winchester, Jim, ed. "English Electric Lightning." ''Military Aircraft of the Cold War'' (The Aviation Factfile). Rochester, Kent, UK: The Grange plc., 2006. {{ISBN|978-1-59223-696-1}}.
* Wood, Derek. ''Project Cancelled: The Disaster of Britain's Abandoned Aircraft Projects'' 2nd ed. London: Janes, 1986. {{ISBN|978-0-7106-0441-5}}.

==Further reading==
* Caygill, Peter. ''Lightning from the Cockpit: Flying the Supersonic Legend''. Barnsley, South Yorkshire, UK: Pen & Sword Books Ltd., 2004. {{ISBN|1-84415-082-8}}.

==External links==
{{Commons category|English Electric Lightning}}
* [https://lightning422.com/ Anglo American Lightning Organisation, returning to flight XS422, the former ETPS Lightning at Stennis Airport, Kiln, Mississippi]
* [http://www.lightning.org.uk/ The Lightning Association]
* [http://www.thundercity.com/ Thunder City]
* [https://www.nationalarchives.gov.uk/films/1951to1964/filmpage_streaked.htm Five-minute RAF Recruiting film "Streaked Lightning" from 1962 at the National Archives Public]

{{English Electric aircraft}}
{{BAC aircraft}}
{{British military aircraft since World War II}}

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[[Category:English Electric aircraft|Lightning]]
[[Category:Mid-wing aircraft]]
[[Category:Twinjets]]
[[Category:1950s British fighter aircraft]]
[[Category:Aircraft with retractable tricycle landing gear]]