at RAF Binbrook, Lincolnshire, during the Cold
War in the late 1970s – but the first simulated
scramble held on July 22, 2012 by the Lightning
Preservation Group (LPG) on a ‘QRA Day’ at
Bruntingthorpe Aerodrome in Leicestershire.
For added authenticity the dialogue was
provided by former Buchan Master Controller
Dave Lowry, played over speakers for visitors to
soak up the atmosphere.THE END – AND A BEGINNING
This future could scarcely have been
envisaged back in 1987, when the nascent
LPG (including the author) coalesced
around RAF Binbrook’s Crash Gate 3 –
contemplating the depressing prospect of no
more Binbrook and no more Lightnings.The Lightning was ‘down-declared’ from
NATO at the end of April 1988 and so the
LPG, comprising 12 members, submitted
a bid for a surplus airframe. To their
astonishment and joy, the bid was successful
and they were allocated the ‘flagship of the
fleet’, Lightning F.6 XR728 – base commander
Gp Capt (later Air Cdre) John Spencer’s
personalised aircraft coded ‘JS’.
The Walton family gave the ‘green light’ for
the aircraft to land at their company-owned
Bruntingthorpe Aerodrome and Proving
Ground, with a 10,000ft (3,048m) runway
available. Now, as then, the LPG would not
exist without the Walton family’s continued
support.
To the amusement of 11 Sqn’s Flt Lt
Chris Berners-Price, tasked with the delivery
flight, air traffic control would be provided
via the radio of a light aircraft parked on the
airfield. Fire cover was also in place. Chris
then pored over his maps to find this quaintly
named location, Upper Bruntingthorpe.
It was Friday, June 24, 1988 and a shout
from LPG member Geri Jackson of “She’s
here!” pierced the air, signalling the arrival
of the fighter. The distant grey form of the
Lightning F.6 could be discerned curving into
the airfield for a low fly-by, as Flt Lt Berners-Price inspected the runway. Forbidden to
display the aircraft, several low passes and
breaks over the (inactive) tower, raised
excitement levels still further. All too soon,
’728 touched down on Bruntingthorpe’s
runway, the brake parachute was streamed
and the aircraft taxied behind the ‘Follow
Me’ vehicle. The engines shut down and the
turbine blades clattered to a stop after their
final flight. A happy moment, tinged with
sadness.A large selection of aircraft publication
manuals was collected from Binbrook and in
the process several experienced Lightning
engineers encountered, many keen to supply
advice and assistance; they included Ray
Nightingale – believed to be a former RAF
Corporal – and Chief Technicians Roly Elliott
and Pete O’Callaghan (all ret’d). The original
intention had been simply to store the aircraft,
ideally in a hangar, and to clean, polish and
love it! The engineers held a different view.
“The best way to preserve the aircraft is to run
the engines, exercise the systems and stop
the seals drying out.” “Are we allowed to do
that?” “Yes, of course...”
Some weeks later, when exiting the nose
intake after checking the turbine blades, Ray
Nightingale exclaimed, “If someone had told
me a few months ago I’d be spending my spare
time working on Lightnings I’d have said they
were mad!” Taxiing the aircraft would exercise
other systems including the brakes...44 Aviation News incorporating Jets April 2018Above: Reheat runs are regularly performed
at Bruntingthorpe.
Left: A gathering of Lightning pilots on the
tenth anniversary celebrations of the LPG
in 1998. Left to right: Brian Carroll, John
Spencer and Jimmy Dell (who have since
died) with Dennis Brooks and Keith Hartley,
beside XR728. Jimmy Dell’s total of more
than 1,500 Lightning sorties (1,000-plus
flown at supersonic speeds) exceeded that
of any other test pilot; the other four men
regularly fast-taxied the LPG’s aircraft.Lightnings have always been maintenance intensive. LPG engineer Pete O’Callaghan gives the
signal to lift XS904’s No.2 engine in 2003.42-47_lightning_lpgDC.mfDC.mfDC.indd 44 02/03/2018 17:16