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The cockpit of Lightning Mk.6 XR728 was comfortingly familiar. With seat height
adjusted for good forward view, the comfort level was relaxed with all controls
and switches within easy reach. The Avons hummed smoothly at idle/fast idle
and the engine panel showed all normal readings. With cabin auto-temperature
controller set in the normal range the airflow was fresh, comfortable and uncontaminated
by fuel or other odours.
Taxying out with the sadly now outmoded stick-lever brakes had been a smooth and undemanding operation, and now the Lightning was on the runway 'numbers' and ready to go.
Throttles up to max. dry and the Avons' thunder replaces the 'idling' hum. JPT's checked and within limits. Final checks of the engine panel, cabin pressure, oxygen and flaps. Air brakes closed. Release the brakes. Light the blue touch-paper (alright-engage reheat). Down the centre-line straight as a die; 0-140 knots in 10 seconds-rather better than the traffic-light Grand Prix-then ease the stick back at Vr. Nosewheel off, and then quickly put it down again!
This was not one of a thousand exhilarating Lightning take-offs on test from Warton, but a 'taxi-run' at Bruntingthorpe nearly 20 years after my last Lightning test flight. The temptation to continue the rotation into a smooth lift-off, clean up undercarriage and then flaps quickly to avoid embarrassment with the flap blow-up valve at 250 kts, and then rocket to the tropopause was (almost) as great as any temptation in life.
But Bruntingthorpe's three thousand yards felt more like three hundred yards in a rejected Lightning take-off; so out of reheat to idle, pull brake 'chute handle and-thank God for that as the 'chute develops, giving a strong impression of running into a haystack. Then wheel-brakes; how much easier than the now universal American-style individual rudder-pedal brake motors. And so to jettison the 'chute, and later have a chap say: "Why couldn't you delay the drag 'chute so that I could get it on camera?" You couldn't please everyone at a Farnborough Display either!
It had been sheer nostalgia all the way-except for the last part; I'd only aborted take-off once at Warton in 14 years of Lightning testing, when a canopy self-jettisoned on the T.4 prototype.
It was a tremendous privilege and pleasure to drive the 'Bruntingthorpe Lightning' and to experience the enormous enthusiasm of the Bruntingthorpe Group and their skilled professionalism. I wish them all continued success and good luck for the future.
Has any other jet aircraft in history ever generated so much enthusiasm and devotion?
Roland Beamont
February 1996
