tweeky
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Posts posted by tweeky
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Great build, But The Lightning F3 & F6 had different Ailerons/wing tips the F3 Ailerons included the wing tips they also had a control horn further inboard. Also had different Nav Lights Too.
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could it be a baggage pod ?
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7 minutes ago, mossieramm said:
That could be either red or green ??
For an air display it would be red ??
before they get display authority it will be green with standard white helmets once they get the authority it will be red.
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The Guy in the back is ground crew and will be in a blue overall with the standard white with Red Arrow on the helmet.
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You sound like you would only consider the ones that were purely made to take a dance with Charlie's fighters Not at all Im going on the design intent.
QuoteAn interceptor would qualify as "fighter"
The Lightning`s initial war role was to intercept the incoming Russian bombers, at distance to try to protect the V-Force airfields allowing them to get airborne.
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We have to decide on what a fighter is for starters.
The Hawker Hunter was ground attack.
The EE Lightning was never designed to be a fighter (although it didn't do to bad at it) it was designed purely as an interceptor
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i think the intake came off too.
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I`ve been in touch with the LPG historian The F3A were known as F6`s in Sqn service. I didn't think I'd heard F3A whilst I was at Binbrook.
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16 minutes ago, Airbusboy said:
Great info to read, so many thanks to all for posting. I found the above point particularly interesting given that the a/c in my photo link was wearing the late air superiority grey scheme and yet, still had the markings.
Regards
The Lightings were used as trials aircraft for the A/S grey schemes that`s why they are so many variations.
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1 hour ago, bentwaters81tfw said:
I have footage somewhere of our Jaguar tied down on engine reheat runs. Even though relatively underpowered, we only ever run one engine at a time in reheat.
It's interesting to see the grass blown flat for a considerable distance, if the back end is pointed over the vegetation. Even at the runway's edge, we get shot blasted on a fast taxi run, as the blacktop has not been properly swept in a while.
Way back in 84 we had a Lighting have a flash fire between the centre ventral and the skin to fix this we had to drop the no1 engine and pull both the No 1 reheat and inter pipe. On the Ground runs post refit we set fire to a good 70mtrs of scrub !!!
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14 hours ago, Pete in Lincs said:
A tied down Aircraft on ground runs is a safe Aircraft, I've walked around checking for air leaks on the back of running Tornado's.
Climbed up the sides of running Wessex and opened the Maintenance platform to check the main gearbox for leaks too.
Look for video's of ground running Spitfires etc. Two people lying on the taliplanes! A certain WAAF went flying too!
You take great care, but get used to it, Just part of the job that must get done.
The Tornado was a dream to work on compared to the Lightning the only job on Tornado that I can remember being in the Lightning terms of difficulty was Pyro clean on the L/H Donk (Engine). As for leak checks on Ground runs give me the Tornado engine doors any day.
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Errr pardon !!! I never had to used the Tie down it had been binned well before my time on the Beasts. Ear defenders helped.
The worst thing was sitting on the tail plane with a torch (flashlight for those over the pond) tied to your wrist, waiting to leak check the the reheat fuel supply when reheat was selected, this was a flexy type hose that went solid when the fuel flowed. All this within three feet of the back of the jet. When reheat was selected and running full reheat there was a small vacuum created this is why tools were tied to your wrists. the best bucking bronco ever.
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8 hours ago, Giorgio N said:
They indicate the position of the rear fuselage frame
Its actually the trestling point for the rear of the aircraft used when the No 1 engine is removed also when the radar bullet is removed.
The reason it extends up rear fuselage is, when Ground running the engine on the Reheat pan there was a tie-down point that used a metal band that was to be placed within the lines this band was attached to the ground the main reason to stop the jet kicking and jumping the spiked chocks. There was some concern that with the power of the reheat it could bend/stress the rear of the aircraft so the practice was stopped but the marking never changed. We were only allowed to to run one engine in reheat at a time so if it was a double reheat run the aircraft would be subjected to twice the stresses if the tie-down was used.
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On 2/29/2024 at 11:34 PM, Billy54 said:
@Duncan B @Mark V @Ben Brown Thank you for your responses! It does beg the question "What were the speed brakes used for?"
bleeding speed off mainly during a fight.
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Most combat aircraft bases in the UK and abroad would have been equipped RHAG and barrier.
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2 hours ago, PLC1966 said:
Also job as LAC scrote in the Section.
Not mine first job on arrival tool stores for a fortnight then brake chute fitting.
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A some of those "Intakes" were designed to suck fluid form the Engine, inter pipe and Reheat bays dumping the fluid overboard.
The two Naca ducts on each side just ahead of the tail planes is reheat cooling.
The one at the base of the fin is for cooling the ATGB (Air Turbine Gear Box).
The one on the Port side (many people mistake as the APU exhaust) is the exhaust for the ATGB.
The on on the underside front of the Mk F2a and the F6 ventral tank is No1 engine bay drain.
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1 hour ago, Work In Progress said:
The missile can only move down the launcher because it is no longer anchored there. There is no pull force exerted by the missile upon the airframe, so any notion that it will drag the aircraft around, even into a spin, is obviously incorrect. If it WERE the case that the missile, when burning, were still restrained by the airframe then for every second it hung there it would be losing a huge proportion of its available performance. Sidewinders have a very short motor burn, only between two and five seconds according to model. And, fairly obviously, if a Sidewinder pulled on its host airframe then it would never be mounted on the wingtips of anything, because a a shock yaw load in combat would be a Very Bad Thing
The missile must be anchored to the launcher otherwise it on take off and landing (because they do land with these Regularly) the missile would move. @Selwynas an ex plumber yourself, how is a Winder secured to the launcher?
As for pulling I was thinking more on the winders rocket motor pushing (yaw). are you familiar with Newtons laws ? "To every action, there is always opposed an equal reaction; or, the mutual actions of two bodies upon each other are always equal, and directed to contrary parts."
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On 2/12/2024 at 4:04 PM, Work In Progress said:
Why? It's not attached to the aeroplane when the motor fires
I think it is, its not dropped like a Skyflash the rocket motor fires then the Missile move down the launcher.
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i would imagine firing a single winder might make the jet spin
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At Binbrook the codes would therefore be: Ax = 5Sqn; Bx = 11Sqn; Cx (not allocated but there was rumour of a third squadron being formed, which might have been 74Sqn but that ultimately went to the F-4J(UK) unit); Dx = LTF.
The twin tail codes didn't come in to being at Binbrook until late 1980 there was rumor's that the station commander was due to fly with one of the sqns and jumped into the wrong aircraft and took it flying, the confusion came when the two jets marked "A" were parked next to each other. The third Binbrook biased lightning Sqn was going to ne 74 Sqn but that died a death not long after I got to Binbrook Late 1980.
Serial no XR754 for example was on 5 sqn during the 84 as AE and stayed with us till the Sqn folded, She then it became BC and the mount of Ian Black
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KC135 and the Awacs must be close.
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Two white lights came one when the power was applied one for AC and one for DC.
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They had an angle offset built in to so on ejection they didn't occupy the same part of sky.
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1/72 BAC/EE Lightning F3
in Ready for Inspection - Aircraft
Posted
5 Years on 5F Sqn some things stick in the mind.