Lightning T.5 XS449 - photo via Peter O'Callaghan
Tony Cook
MY LIGHTNING TRIP
In February 1965 I was fortunate enough to get an exchange posting to RAF Coltishall, the best station in the Uk. Fortunate because I had been trained as a Lightning engine specialist; an “Aircraft Technician Propulsion Lightning”, and there was only a few of us.
I had started my career at Halton as an apprentice engine fitter which was renamed later as Aircraft Technician Propulsion. There was another basic requirement for Lightning fitters which was to be able to squeeze past the radar “bullet” into the air intake for inspections.
Initially I worked on Mk1As and T4s but with the arrival of Mk5s I was moved in December 1965 to the next hangar to be Servicing Controller and senior engines nco. for Lighting Mk 5s. Contrary to popular opinion, I dont believe that Lightnings were much more difficult to work on than most other jet aircraft. Try replacing a “cracker box” (HT ignition unit) on a Hunter without removing the engine for instance!
I was lucky again when I flew with Flt Lt Jim Reynolds in T5 XS 449 on February 21st 1966. I was a bit nervous during preparation for the flight with full immersion suit,etc.but Jim, who is a lovely chap, put me at ease. I had previously flown in a Meteor T7 in Egypt and a Vampire T11 in Jordan, but the shove in the back when Jim released the brakes to take off was something different! In no time we were climbing almost vertically with the altimeter needle spinning around the dial until we broke through into sunshine at 40,000 ft.
Jim pointed out an airliner ahead of us and tried to lock on to it but the AI 23B radar failed, which I believe was fairly normal. The radar boys seemed to change them quite often.
We clocked Mach 1.63 at 40,000 ft. so I qualified for the Ten Ton Club and still treasure my neck tie. After about 30 minutes we had to come down and I asked Jim if we could do it gently because I had suffered severe ear pain as a result of a dive from 40,000 ft. in the Vampire. Jim solved that when he told me to take it down in a spiral descent which I managed to do until he took control for the landing approach. Jim brought dropped us on to the runway perfectly and popped the brake chute.
I had time whilst we headed for the line dispersal to reflect on my last hour. We had been airborne for 40 minutes and apart from the take-off and climb out, I must say that I was impressed with how hard Jim was working on the approach. I decided that Lightning pilots certainly earned their salary!
I will never forget Jim and that wonderful experience.
Footnote - It is interesting to see that Jim Reynolds name also appears in - Wing Commander C Bidie's logbook on this page - Logbook
In February 1965 I was fortunate enough to get an exchange posting to RAF Coltishall, the best station in the Uk. Fortunate because I had been trained as a Lightning engine specialist; an “Aircraft Technician Propulsion Lightning”, and there was only a few of us.
I had started my career at Halton as an apprentice engine fitter which was renamed later as Aircraft Technician Propulsion. There was another basic requirement for Lightning fitters which was to be able to squeeze past the radar “bullet” into the air intake for inspections.
Initially I worked on Mk1As and T4s but with the arrival of Mk5s I was moved in December 1965 to the next hangar to be Servicing Controller and senior engines nco. for Lighting Mk 5s. Contrary to popular opinion, I dont believe that Lightnings were much more difficult to work on than most other jet aircraft. Try replacing a “cracker box” (HT ignition unit) on a Hunter without removing the engine for instance!
I was lucky again when I flew with Flt Lt Jim Reynolds in T5 XS 449 on February 21st 1966. I was a bit nervous during preparation for the flight with full immersion suit,etc.but Jim, who is a lovely chap, put me at ease. I had previously flown in a Meteor T7 in Egypt and a Vampire T11 in Jordan, but the shove in the back when Jim released the brakes to take off was something different! In no time we were climbing almost vertically with the altimeter needle spinning around the dial until we broke through into sunshine at 40,000 ft.
Jim pointed out an airliner ahead of us and tried to lock on to it but the AI 23B radar failed, which I believe was fairly normal. The radar boys seemed to change them quite often.
We clocked Mach 1.63 at 40,000 ft. so I qualified for the Ten Ton Club and still treasure my neck tie. After about 30 minutes we had to come down and I asked Jim if we could do it gently because I had suffered severe ear pain as a result of a dive from 40,000 ft. in the Vampire. Jim solved that when he told me to take it down in a spiral descent which I managed to do until he took control for the landing approach. Jim brought dropped us on to the runway perfectly and popped the brake chute.
I had time whilst we headed for the line dispersal to reflect on my last hour. We had been airborne for 40 minutes and apart from the take-off and climb out, I must say that I was impressed with how hard Jim was working on the approach. I decided that Lightning pilots certainly earned their salary!
I will never forget Jim and that wonderful experience.
Footnote - It is interesting to see that Jim Reynolds name also appears in - Wing Commander C Bidie's logbook on this page - Logbook