Squadron undertook ab-initio training and
conversion to type, 2 Squadron gave basic radar
training on the AI23 whilst 3 Squadron with its
T.5s gave advanced training on the radar and ran
courses for Intercept Weapons Instructors.
With the RAF now operating three different
marks of frontline Lightnings – F.2s (in RAF
Germany), F.3s and F.6s the OCU course was
tailored to individual pilots postings. Pilots who
were selected to go to West Germany only ew the
F.1s and T.4s as the F.2 bore no resemblance to
the T.5 and its upgraded cockpit layout. Perhaps
the most unusual period of the OCUs existence
was during 1968 and 1969 when it adopted four
Royal Saudi Air Force (RSAF) T.55s under the
guise of 3 Squadron. The OCU trained the initial
cadre of RSAF pilots for some months until the
aircraft deployed to the Middle East.
In the latter part of 1971 it was decided that 145
Sqn would disband and the OCU took on the title
of 65 Sqn, with a full reserve war role. This was
an unpopular move as the OCU was now split in
two. The older F.1As and T.4s of 65 Sqn had a
reserve war role whilst the far superior T.5s and a
handful of F.3s were kept as 2 (Training) Squadron
with no war role.
During the 1970s the RAF was in a period of
transition with the SEPECAT Jaguar entering
service and the McDonnell Douglas F-4 Phantom(the FG.1 and FGR.2 in RAF speak), set to replace
the Lightning. Indeed, with attrition rates so high
at RAF Wattisham in the mid-1970s, there was
great concern over whether the RAF could sustain
a Lightning force. When the Jaguar took over at
RAF Coltishall and the Lightning force drew back
from Singapore, Cyprus and RAF Germany, RAF
Binbrook became the last home of the Lightning.
In perhaps a hasty decision, most of the short-
range F.3s were scrapped and a large number of
T.5s were put out to grass. An ever-dwindling forcemeant the future for the Lightning was not bright.
The OCU at Coltishall was then closed down.
Towards the end it was operating a mix of F.1A and
F.3 single-seaters and T.4 and T.5 two-seaters.
With such a supposed limited lifespan for
the Lightning force, 11 Sqn at Binbrook simply
expanded into three ights and ‘C’ Flight took on
the role of training Lightning pilots using a mix
of T.5s and F.3s. ‘C’ Flight eventually became
the Lightning Training Flight (LTF) and was
commanded by a squadron leader. Initially, itdimension. Targets were generally benign
on the LTF, but could be from low level to
high level, fast or slow – what would come
later would be target evasion in height,
heading and speed. Non-evading targets
would be taxing enough amid still getting
to grips with the aircraft. During the initial
phase of formation ying or instrument
ying it was pretty straightforward to keep
a mental plot of position and therefore
fuel states but intercepts added a new
dimension. You were generally over the sea
with no features and relying on GCI (ground-
controlled intercept) or limited navigation
equipment (TACAN or radar). With capacity
at a maximum and speeds nudging 10 miles
per minute, it was very easy to nd yourself
150 miles off the coast heading the wrong
way. It was quickly instilled into studentsthat the fuel gauge was the most important
instrument in the cockpit.
Lightning pilots could have done with
three hands as the weapons system pre-
dated the HOTAS (Hands On Throttle And
Stick) principle of placing vital switches onthe throttles and stick. The Lightning had a
separate radar hand controller mounted aft
of the twin throttles, which meant the student
pilot needed to set a power and then use the
hand controller as an independent device- it is not a particularly natural response
for ghter pilots to remove their hands from
the throttles. This was a demanding skill,
especially during the ‘high yer’ phase where
targets could be up at 50,000ft-plus and
the aircraft would need to be pitched up
in a steep climb to reach a similar altitude
as the target. As a xed rule, prior to each
intercept exercise in the air the student had
a requirement to y and pass the sortie in
the simulator.
Having mastered the radar, I use the
term loosely, the art of air combat in the
Lightning was touched on by the LTF, again
48 Aviation News incorporating Jets March 2017were selected to go to West Germany only ew the“It was quickly
instilled into students
that the fuel gauge
was the most
important instrument
in the cockpit”
The LTF shared a ightline at RAF Binbrook
with 5 Sqn. The rst three aircraft are from
the LTF, the pilot names outlined in blue indicate
that these aircraft are from the training unit.Above: A line-up of 226 OCU Lightnings wearing the unit markings of 65 Sqn replacing 145 Sqn
as the shadow unit number.42-49_lightning_learningDC.mfDC.indd 48 06/02/2017 10:18