War Thunder Wiki - User contributions [en]

User talk:U119723727

2021-09-02T14:42:19Z

U119723727: /* Spelling */

== Spelling ==
It's spelled manoeuvrability: see the [https://dictionary.cambridge.org/dictionary/english/manoeuvrability Cambridge dictionary].
So please write it correctly next time, thank you. --[[User:U44629479|U44629479]] ([[User talk:U44629479|talk]]) 09:06, 24 August 2021 (UTC)
:It's a regional difference (inc. to Cambridge), not incorrect spelling, like armor v. armour. Anyway, yeah, didn't know the Wiki was specifically a British thing... I suppose? --[[User:U119723727|U119723727]] ([[User talk:U119723727|talk]]) 04:46, 25 August 2021 (UTC)
:: Yes, we use British spelling but I'm not talking about regional differences in spelling. You wrote it "manvouerabiltiy", it's wrong spelling. And you wrote it 11 times that way so please proofread what you submit to the wiki or use a spellchecker, thank you. --[[User:U44629479|U44629479]] ([[User talk:U44629479|talk]]) 05:31, 25 August 2021 (UTC)

::I know now that the wiki only allows British spelling (yes, you are talking about regional differences). Also, in the U.S, auto-correctors will suggest a correction to U.S preference, and vice versa for the U.K. I tested this using a VPN. Neat, ain't it? --[[User:U119723727|U119723727]] ([[User talk:U119723727|talk]]) 04:18, 29 August 2021 (UTC)
:::Once again, I'm not talking about regional differences in spelling. The word "manvouerabiltiy" does not exist, it's wrong spelling.--[[User:U44629479|U44629479]] ([[User talk:U44629479|talk]]) 13:07, 29 August 2021 (UTC)

It does indeed exist, the word I used, at least. You linked me the Cambridge Dictionary, and the Cambridge dictionary cites the disparity between U.S and U.K. Do you think Grammarly, and Google's spell check would both simultaneously be misinformed?

User talk:U119723727

2021-09-02T14:39:51Z

U119723727: /* Spelling */

== Spelling ==
It's spelled manoeuvrability: see the [https://dictionary.cambridge.org/dictionary/english/manoeuvrability Cambridge dictionary].
So please write it correctly next time, thank you. --[[User:U44629479|U44629479]] ([[User talk:U44629479|talk]]) 09:06, 24 August 2021 (UTC)
:It's a regional difference (inc. to Cambridge), not incorrect spelling, like armor v. armour. Anyway, yeah, didn't know the Wiki was specifically a British thing... I suppose? --[[User:U119723727|U119723727]] ([[User talk:U119723727|talk]]) 04:46, 25 August 2021 (UTC)
:: Yes, we use British spelling but I'm not talking about regional differences in spelling. You wrote it "manvouerabiltiy", it's wrong spelling. And you wrote it 11 times that way so please proofread what you submit to the wiki or use a spellchecker, thank you. --[[User:U44629479|U44629479]] ([[User talk:U44629479|talk]]) 05:31, 25 August 2021 (UTC)

::I know now that the wiki only allows British spelling (yes, you are talking about regional differences). Also, in the U.S, auto-correctors will suggest a correction to U.S preference, and vice versa for the U.K. I tested this using a VPN. Neat, ain't it? --[[User:U119723727|U119723727]] ([[User talk:U119723727|talk]]) 04:18, 29 August 2021 (UTC)
:::Once again, I'm not talking about regional differences in spelling. The word "manvouerabiltiy" does not exist, it's wrong spelling.--[[User:U44629479|U44629479]] ([[User talk:U44629479|talk]]) 13:07, 29 August 2021 (UTC)

It does indeed exist. You linked me the Cambridge Dictionary, and the Cambridge dictionary cites the disparity between U.S and U.K. Do you think Grammarly, and Google's spell check would both simultaneously be misinformed?

User talk:U119723727

2021-08-29T04:18:07Z

U119723727: /* Spelling */

User talk:U119723727

2021-08-29T04:17:50Z

U119723727: /* Spelling */

User talk:U119723727

2021-08-25T04:46:51Z

U119723727: /* Spelling */

User talk:U119723727

2021-08-25T04:44:54Z

U119723727: /* Spelling */

Shenyang F-5

2021-08-24T03:59:43Z

U119723727: Rewrote the usage in battles because it didn't really tell you how to specifically use the Shenyang F-5. Corrected some cons and pros which mistook the advantages and disadvantages of the Shenyang F-5 manvouerabiltiy wise,

{{About
| about = Chinese license-built jet fighter '''{{PAGENAME}}'''
| usage = other versions
| link = MiG-17 (Family)
}}
{{Specs-Card
|code=mig-17_f5
|images={{Specs-Card-Image|GarageImage_{{PAGENAME}}.jpg}}
|store=7004
}}

== Description ==

The '''{{Specs|name}}''' is a gift rank {{Specs|rank}} Chinese jet fighter {{Battle-rating}}. It was introduced in [[Update 1.91 "Night Vision"]].

== General info ==
[[File:CockpitImage_MiG-15.jpg|thumbnail|right|The '''Shenyang F-5''''s instrument panel.]]

=== Flight performance ===
{{Specs-Avia-Flight}}

The MiG-17 was the solution to upgrading the MiG-15 and naturally with it being a successful fighter which was mass-produced, variants eventually became available for other nations to purchase. China was one of the countries which sought to acquire the later versions of the MiG-17 which utilized the VK-1F style afterburning engines. With its sleek frame, swept-back wings and tailplane, the F-5 though a bit heavier than the typical MiG-17 is a powerhouse in the sky. Compared to many other aircraft, using the afterburner will allow the F-5 to outclimb many of its contemporaries including the F-86 variants. Many pilots who hope to catch an F-5 in a climb will be disappointed when they stall out only to see the F-5 dropping in on them from above for an easy shot.

Though not built for fast turns, at the top of a climbing arc, the F-5 can make a relatively quick reversal as they nose over and begin to descend, pulling back on the throttle, extending flaps and air brakes, the F-5 can set themselves up for a shot at a stalled out fighter or can manoeuvre to end up as the hunter in chase of its prey.

When diving in this fighter, it is crucial to watch the aircraft's speed, as it is possible to go slightly supersonic and at that point the control stiffening becomes excessive, making it extremely difficult to execute any finite movements.

As an air-to-air fighter, it is possible to include two PL-2 air-to-air missiles in conjunction with the guns, or you can eliminate the missiles and entirely rely on the 37 mm and 2 x 23 mm autocannons. The gun placement on the underside of the fuselage is ideal for not needing to worry about convergence; however, the pilot will need to compensate for the different drop rates of the 37 and 23 mm cannons to ensure both will impact the enemy fighter without one or the other over-shooting or under-shooting.

With this fighter sporting an afterburner, it is essential to either watch the fuel level or take more into battle. The afterburner will consume fuel much faster than the aircraft without it. One advantage of this fighter as it consumes its fuel is that the plane becomes lighter and can eke out a bit more speed.

{| class="wikitable" style="text-align:center" width="70%"
! rowspan="2" | Characteristics
! colspan="2" | Max Speed (km/h at 2,000 m)
! rowspan="2" | Max altitude (metres)
! colspan="2" | Turn time (seconds)
! colspan="2" | Rate of climb (metres/second)
! rowspan="2" | Take-off run (metres)
|-
! AB !! RB !! AB !! RB !! AB !! RB
|-
! Stock
| 1,101 || 1,094 || rowspan="2" | {{Specs|ceiling}} || 21.8 || 23.0 || 39.1 || 36.1 || rowspan="2" | 475
|-
! Upgraded
| 1,126 || 1,114 || 21.2 || 21.5 || 61.9 || 50.0
|-
|}

==== Details ====
{| class="wikitable" style="text-align:center" width="50%"
|-
! colspan="6" | Features
|-
! Combat flaps !! Take-off flaps !! Landing flaps !! Air brakes !! Arrestor gear !! Drogue chute
|-
| X || ✓ || ✓ || ✓ || X || X 
|-
|}

{| class="wikitable" style="text-align:center" width="50%"
|-
! colspan="7" | Limits
|-
! rowspan="2" | Wings (km/h)
! rowspan="2" | Gear (km/h)
! colspan="3" | Flaps (km/h)
! colspan="2" | Max Static G
|-
! Combat !! Take-off !! Landing !! + !! -
|-
| {{Specs|destruction|body}} || {{Specs|destruction|gear}} || N/A || 598 || 450 || ~12 || ~5
|-
|}

{| class="wikitable" style="text-align:center"
|-
! colspan="4" | Optimal velocities (km/h)
|-
! Ailerons !! Rudder !! Elevators !! Radiator
|-
| < 600 || < 700 || < 750 || N/A
|-
|}

==== Engine performance ====
{| class="wikitable" style="text-align:center"
|-
! colspan="3" | Engine
! colspan="4" | Aircraft mass
|-
! colspan="2" | Engine name || Number
! colspan="2" | Empty mass || colspan="2" | Wing loading (full fuel)
|-
| colspan="2" | Shenyang Liming WP-5 || 1
| colspan="2" | 3,868 kg || colspan="2" | 230 kg/m2
|-
! colspan="3" | Engine characteristics
! colspan="3" | Mass with fuel (no weapons load) || rowspan="2" | Max Takeoff Weight
|-
! Weight (each) || colspan="2" | Type
! 8m fuel || 20m fuel || 27m fuel
|-
| 892 kg || colspan="2" | Afterburning centrifugal-flow turbojet
| 4,369 kg || 4,889 kg || 5,192 kg || 5,485 kg
|-
! colspan="3" | {{Annotation|Maximum engine thrust @ 0 m (RB / SB)|The maximum thrust produced by each engine, while mounted in the aircraft. NOTE: Thrust varies significantly depending on speed & altitude.}}
! colspan="4" | Thrust to weight ratio @ 0 m (WEP)
|-
! Condition || 100% || WEP
! 8m fuel || 20m fuel || 27m fuel || MTOW
|-
| ''Stationary'' || 2,380 kgf || 2,932 kgf
| 0.67 || 0.60 || 0.56 || 0.53
|-
| ''Optimal'' || 2,380 kgf (0 km/h) || 2,932 kgf (0 km/h)
| 0.67 || 0.60 || 0.56 || 0.53
|-
|}

=== Survivability and armour ===
{{Specs-Avia-Armour}}


* 60 mm Bulletproof glass - Front canopy windshield
* 16 mm Steel plate - Pilot's seat back
* 25 mm Steel plate - Pilot's headrest
* 10 mm Steel plate - in the nose of the aircraft before the cockpit

The F-5 has just enough armour protection to protect the pilot from machine-gun fire, smaller cannon fire and even some more substantial indirect cannon hits. Though not a guarantee of the pilot's survivability, the 10 mm steel plate in conjunction with the 60 mm bulletproof glass will aid in protecting the pilot in the event, he happens upon a bomber with defensive turrets or ends up in a head-on attack against another fighter. The 16 mm steel plates in the seat back and headrest will provide minimal protection as if ammunition fire from the rear penetrates that far, it is likely that the aircraft will already be experiencing catastrophic engine or structural failure.

=== Modifications and economy ===
{{Specs-Economy}}

== Armaments ==
{{Specs-Avia-Armaments}}
=== Offensive armament ===
{{Specs-Avia-Offensive}}

{{main|N-37D (37 mm)|NR-23 (23 mm)}}

The '''''{{PAGENAME}}''''' is armed with:

* 1 x 37 mm N-37D cannon, chin-mounted (40 rpg)
* 2 x 23 mm NR-23 cannons, chin-mounted (80 rpg = 160 total)

Just like Shenyang F5's old brother [[MiG-17]], the different caliber armaments on both sides of the plane will balance each other out. Despite the F-5 holding the largest caliber among the its fighter peers, the 37 mm N-37D cannon needs experience to ace. Though the two "smaller" 23 mm NR-23 cannons are deadly and easier to master than the 37 mm N-37D. Due to the low ammo rounds per gun, all cannons are not of the "spray and pray" type. These guns rarely overheat, though this is mostly since the magazine will be empty after only five seconds of shooting. It is necessary to fire in bursts only if confidence is high enough that the shots can hit the targets. For ammo selection, one should use "Air targets" belt on all cannons since it contains the most high-explosive and incendiary shells that have great effect against air targets. Launching ground strikes using "Armored targets" belts is not a good option due to the slightly inaccurate and unpredictable trajectory.

=== Suspended armament ===
{{Specs-Avia-Suspended}}

{{main|OFAB-250-270 (250 kg)|PL-2}}

The '''''{{PAGENAME}}''''' can be outfitted with the following ordnance:

* Without load
* 2 x 250 kg OFAB-250-270 bombs (500 kg total)
* 2 x PL-2 missiles

Players also have access to PL-2 air-to-air missiles, which are the Chinese version of the Soviet [[R-3S|K-13 AAM]], which is similar to NATO [[AIM-9B Sidewinder|AIM-9B Sidewinder AAM]]. The missiles are not great at this battle rating, but still usable. Players can choose not to carry them if they prefer using the gun to fight. To use these missiles, player have to spool up the tracker first. Spooling up the tracker will take around 5 seconds so it is better to plan ahead. Just like AIM-9B or any other first generation AAM, PL-2 does not have any off-axis angle to lock the target. To increase the chance of hitting, aim at the opponent's tail while they are flying in a straight line and fire at a distance less than 2 km. Any maneuver the opponent performs will prevent the missile from hitting its target.

Players also have access to two 250 kg bombs. Two 250 kg bombs are not enough to bomb a base so they are only useful in the ground attack role in ground realistic battles. Keep aware of the tactical situation at hand to bring the most optimal weapons loadout to the battlefield.

== Usage in battles ==


The Shenyang F-5 can be summarized into an energy-specialized variant to the Soviet MiG-17. The Shenyang F-5 is heavier, thus it'll turn moderately worse than the MiG-15s and the MiG-17s, however, when faced against these aircraft, you take advantage of your afterburner. You should not turn-fight these opponents in most circumstances, instead, you should keep the fight strictly, and I mean strictly vertical. You have far more climb rate; far more thrust than any MiG-15, or MiG-17 -- you can dictate the fight with relative ease. While you try to attain your energy advantage, be aware of the Angle-Of-Attack which the MiG-15 and 17 can pull, you must dodge 1-2 firing solutions, then you will be home-free, given you don't make a critical mistake. Use this energy to dictate your engagements, and deny angles.

At high-speed, the Sabre is much more maneuverable than you are. The Sabre will pull much harder, roll much better, and his guns are a lot easier to use. You must not try to roll around the Sabre's guns and reverse him often, because while this can work, the accessibility of his guns paired with his superior high-speed manvouerabiltiy leaves you at a very high chance of severe damage, or death. Under the circumstance a Sabre is on your six-o'clock, and you two are at near equal speed, and obviously he's not extremely close: you should pitch up, throw your afterburner on, and climb. Not a single Sabre in-game can even rival your climb-rate, thus, he will watch you takeoff as if you are Apollo-11, and there is nothing he can do besides contemplate his upcoming death.

Under the alternative circumstance you are behind a Sabre and you cannot land shots, be aware. If he starts rolling, rapidly losing speed, and you start rapidly closing the distance, drop your throttle a tad, and pop your airbrakes. This is called "pre-airbraking", and it prevents you from overshooting, because once you start overshooting in the Shenyang F-5, you are in a lot of danger. Take your time with defensive Sabres, do not let them bait you into an overshoot. If the worst-case scenario arises and you overshoot, put yourself into a vertical corkscrew by utilizing your stellar thrust and maneuvering energy retention to stall out your opponent. Be careful not to fly straight over their nose.

Up-tiers in this plane are tough. Supersonics out-run, and out-climb you, so while you are more maneuverable, you are relatively slow. Fighters such as the F-5C pull a lot of AoA at high-speed, and you compress, so if you want to reliably dodge these aircraft, you need to actually slow yourself down to ~950kmh, where you have optimal elevator, aileron, and rudder responsiveness. High-speed manvouerabiltiy is the only con of this plane, but you should only keep yourself slow when it's appropriate to do so.

=== Pros and cons ===


'''Pros:'''

* Hard-hitting, concentrated armament
* Almost impossible to directly out-dogfight
* Excellent low-medium speed manvouerabiltiy
* Great stall characteristics
* Powerful flaps, so powerful in fact, you may "float" on landing.
* Access to anti-aircraft missiles
* Quite fast in any sort of down-tier
* Difficult to break wings in turns
* Effective airbrakes
* Premium bonuses
* Can completely change the tide of a game in the hands of a skilled pilot
* Has a gyro gunsight that helps leading shots to some extent in simulator

'''Cons:'''

* Flaps break at speeds above 530 km/h (330 mph)
* Afterburner chews through fuel
* Poor high-speed manvouerabiltiy, suffers from extreme elevator, rudder, and alerion compression
* Guns have low velocity and different shell arcs which requires pilot practice to learn to use effectively
* Very low ammo count for both types of guns
* Will have to deal with Phantoms and other supersonic aircraft with better weapons and speed
* PL-2 missiles have very narrow locking arc and low G-force tolerance when launching
* Needs a skilled pilot to compete in up-tiers
* Frontal-upward vision is entirely blocked out by the large cockpit frame, which disadvantages the pilot in simulator
* The 250 kg high-drag bombs are very challenging to drop accurately due to their curved trajectory and slow speed

== History ==


The Soviet [[MiG-17]] was [[J-4|used quite extensively]] by the PLAAF in the early Cold War era. A production license for the more advanced MiG-17F model, which featured an afterburner, was obtained in the mid-1950s, and the result was the domestic Shenyang J-5, which made its first flight in 1956. In 1961, plans were obtained for the license production of the radar-equipped MiG-17PF model, but the ongoing Sino-Soviet split led to issues with the Chinese industry that delayed the first flight of the "J-5A" to 1964. At this point, the aircraft was rather obsolete, with the supersonic age being well underway, and production only continued for a few more years. Fewer J-5s were produced than the later [[J-6A|J-6]].

A unique trainer variant called the JJ-5 was produced by combining the cockpit of the MiG-15UTI with J-5 airframe elements and reduced armament; there was no trainer version of the MiG-17 since the Soviet Union saw no issue with using the MiG-15UTI for training new MiG-17 pilots.

The J-5 was exported under the designation of '''F-5''' (not to be confused with the American F-5 Freedom Fighter) to numerous countries, including Albania, North Korea, Bangladesh, and Pakistan. The majority of these operators have retired the F-5 at the time of writing, with the lone exception being North Korea. J-5s remaining in the PLAAF inventory have been converted to target drones.

The vehicle represented in War Thunder is painted in the livery of the North Korean Air Force and has apparently been modified to use PL-2 air-to-air missiles.

== Media ==


;Skins

* [https://live.warthunder.com/feed/camouflages/?vehicle=mig-17_f5 Skins and camouflages for the {{PAGENAME}} from live.warthunder.com.]

;Videos
{{Youtube-gallery|ioO9_5Sxtc8|'''Shenyang F-5 -It's a Long Way To The Top''' - ''Napalmratte''|33fqmccr64w|'''Is the Shenyang F-5 Worth Your Money?''' - ''DEFYN''}}

== See also ==


;[[MiG-17 (Family)|Related development]]

* [[J-4]]
* [[MiG-17]]
* [[MiG-17AS]]

;Aircraft of comparable role, configuration and era

* [[F-86 Sabre (Family)|F-86 Family]]
* [[J29 (Family)|J29 Family]]
* [[Hunter (Family)|Hunter Family]]

== External links ==


* [[wikipedia:Shenyang_J-5|[Wikipedia] Shenyang J-5]]

{{AirManufacturer Shenyang}}
{{China jet aircraft}}
{{China premium aircraft}}

F2G-1

2021-08-20T01:50:25Z

U119723727: Corrected what you may face in up-tiers since the F2G-1's down-tier to 6.0. Rewrote the pros and cons list to be more comprehensive. Extend "usage in battles" to the actual types of tactics you should utilize, and what not to do in some circumstances.

{{Specs-Card
|code=f2g-1
|images={{Specs-Card-Image|GarageImage_{{PAGENAME}}.jpg}}
|market=items_F2G-1 Super Corsair (USA)
}}

== Description ==

The '''{{Specs|name}}''' "Super Corsair" is a premium gift rank {{Specs|rank}} American fighter {{Battle-rating}}. It was introduced during [[Update "New Power"]] as a reward for [[Battle Pass: Season I]]. The Super Corsair was a development made by Goodyear, a licensed manufacturer of the Vought F4U Corsair. The Super Corsair was intended by Goodyear as a low altitude fighter.<ref name=":0">https://www.militaryfactory.com/aircraft/detail.asp?aircraft_id=1394</ref> Powered by the Pratt & Whitney 28 cylinder R-4360 Wasp Major engine, nicknamed the "Corncob," the Super Corsair made 3,000 hp. By the time the Super Corsairs was ready for production the [[F8F-1|Grumman F8F "Bearcat"]] was already being built and had similar performance. Partially due to this, only 10 Super Corsairs were ever completed, 5 of which were the F2G-1 land variant found in game.<ref name=":0" />

== General info ==
=== Flight performance ===
{{Specs-Avia-Flight}}


{| class="wikitable" style="text-align:center" width="70%"
! rowspan="2" | Characteristics
! colspan="2" | Max Speed (km/h at 5,000 m)
! rowspan="2" | Max altitude (metres)
! colspan="2" | Turn time (seconds)
! colspan="2" | Rate of climb (metres/second)
! rowspan="2" | Take-off run (metres)
|-
! AB !! RB !! AB !! RB !! AB !! RB
|-
! Stock
| 675 || 654 || rowspan="2" | {{Specs|ceiling}} || 22.0 || 22.7 || 14.9 || 14.9 || rowspan="2" | 180
|-
! Upgraded
| 739 || 706 || 20.7 || 21.0 || 27.0 || 20.0
|-
|}

==== Details ====
{| class="wikitable" style="text-align:center" width="50%"
|-
! colspan="5" | Features
|-
! Combat flaps !! Take-off flaps !! Landing flaps !! Air brakes !! Arrestor gear
|-
| ✓ || ✓ || ✓ || X || X 
|-
|}

{| class="wikitable" style="text-align:center" width="50%"
|-
! colspan="7" | Limits
|-
! rowspan="2" | Wings (km/h)
! rowspan="2" | Gear (km/h)
! colspan="3" | Flaps (km/h)
! colspan="2" | Max Static G
|-
! Combat !! Take-off !! Landing !! + !! -
|-
| {{Specs|destruction|body}} || {{Specs|destruction|gear}} || 382 || 293 || 248 || ~10 || ~4
|-
|}

{| class="wikitable" style="text-align:center"
|-
! colspan="4" | Optimal velocities (km/h)
|-
! Ailerons !! Rudder !! Elevators !! Radiator
|-
| < 540 || < 250 || < 450 || > 460
|-
|}

=== Survivability and armour ===
{{Specs-Avia-Armour}}


* 38 mm bulletproof glass - Windscreen
* 12.7 mm steel - Pilot's headrest
* 8 mm steel - Pilot's seat
* 3 mm steel in front of the pilot

=== Modifications and economy ===
{{Specs-Economy}}

== Armaments ==
{{Specs-Avia-Armaments}}
=== Offensive armament ===
{{Specs-Avia-Offensive}}

{{main|M2 Browning (12.7 mm)}}

The '''''{{PAGENAME}}''''' is armed with:

* 6 x 12.7 mm M2 Browning machine guns, wing-mounted (300 rpg = 1,800 total)

=== Suspended armament ===
{{Specs-Avia-Suspended}}

{{main|AN-M57 (250 lb)|AN-M64A1 (500 lb)|AN-M65A1 (1,000 lb)|HVAR|Tiny Tim}}

The '''''{{PAGENAME}}''''' can be outfitted with the following ordnance:

* Without load
* 2 x 250 lb AN-M57 bombs (500 lb total)
* 2 x 500 lb AN-M64A1 bombs (1,000 lb total)
* 2 x 1,000 lb AN-M65A1 bombs (2,000 lb total)
* 8 x HVAR rockets
* 2 x Tiny Tim rockets

== Usage in battles ==

Generally, this aircraft is best suited to the in-game American doctrine of boom-and-zooming. In composition with stellar dive speed, engine performance, and long-range weaponry: you have great capability to dance around other propeller planes with relative impunity. However, there are almost no circumstances where you should turn-fight in this plane. Any dogfight you wish to initiate should be prioritized energy-wise. Keep fights low, keep them vertical. In the circumstance you are below another propeller plane, you should extend the other direction and increase your IAS. Bf109 K4s, Ta-152Hs, G.56s, and so on, will not catch you; thus, you can equalize the energy and begin to gain an advantage, be that of altitude, or speed. Alternatively, you may shoot for a reversal, but a persistent and patient enemy will be very, very difficult to kill without a teammate.

On the other end, a fully up-tiered F2G will be faced with early 7.0 jets. Any attempts to outperform them in straight lines, be they flat runs or shallow climbs/dives, may often result in failure -- although, you do have a chance to catch most jets by surprising them with steep dive. You should take advantage of the F2G's superior low speed acceleration and handling. Be quick and decisive in punishing jet players who attempt to turn with you, as a maneuvering Super Corsair tends to quickly grab attention from other enemies. However, express caution when attempting to engage Kikkas, J21Rs, F-80s, and so on. Many early jets have comparable maneuverability to you, while still boasting solid top speed and horizontal energy retention. To your benefit, their acceleration is still lacking, so it is still possible to successfully counter them in a maneuvering fight. Try to fight under 3km (2.5 miles), as your engine's high altitude performance is nothing to write home about.

If you are being boom-and-zoomed by a jet, there is not much you can do. Your guns are long-range, high-velocity, and cover a large area, so spraying down the engines of your enemy is a valid tactic, just watch your ammo. Ultimately, you must continue dodging their BnZ passes until they become impatient and make a mistake. Do not try and pitch up for too long after they zoom, the superior top speed of all jets will allow them to easily stall you out, despite your impressive engine. On the bright side, you very rarely face jets in the Super Corsair.

=== Manual Engine Control ===
{| class="wikitable" style="text-align:center"
|-
! colspan="7" | MEC elements
|-
! rowspan="2" | Mixer
! rowspan="2" | Pitch
! colspan="3" | Radiator
! rowspan="2" | Supercharger
! rowspan="2" | Turbocharger
|-
! Oil !! Water !! Type
|-
| Not controllable || Controllable Auto control available || Controllable Auto control available || Controllable Auto control available || Separate || Not controllable 1 gear || Not controllable
|-
|}
As of writing, the F2G-1 does not have meaningful overheating problems, in the case you do, however; It is recommended to utilize 85% prop-pitch, and to optimize your oil radiators to ~100%, given they have almost no drag.

=== Pros and cons ===


'''Pros:'''

* Fantastic roll-rate.
* Brilliant flaps, although watch your rip speeds.
* Favorable matchmaking, full up-tiers are quite rare.
* Absolutely stellar engine performance below 3000m.
* Excellent straight-line speed against props at all altitudes.
* Excellent reward modifiers, often aliased as "An SL Printer".
* Landing gear may serve as a quasi-airbrake, surviving speeds upwards of 700km/h.
* Acceptable manvouerabiltiy, although an overwhelming majority of aircraft you face can out-turn you.
* Despite your lackluster manvouerabiltiy, your low-altitude energy performance allows you to stall fight quite well.

'''Cons:'''

* Lackluster manvouerabiltiy.
* Low landing-flap rip speeds.
* Less ground-pounding capability than earlier Corsairs.
* Reduced ammunition load compared to the earlier Corsairs.
* Moderate engine performance above 3km, and weak above 5km.
* Front-heavy, be careful applying brakes while landing, as you may prop-flip.
* Elevator & rudder compression upwards of 700kmh becomes quite erroneous.
* Slow stall recovery. It's suggested you flip your plane horizontally with your rudder prior to a stall.
* Six .50s are solid guns, but they don't usually kill quickly. You need long firing solutions, so deflection shots are unreliable.
* While your straight-line speed is always very fast -- even against high-altitude fighters -- your acceleration declines strongly above 4km.

== History ==


{{Notice
|The F2G Corsair is often referred to as "Super Corsair", though that was never an official designation.
}}

=== Genesis ===
Pratt & Whitney fitted an F4U-1 Corsair (Bu.No. 02460) - donated to them by the Navy - with their R-4360-4 Wasp Major engine in March 1943. The P&W R-4360-4 Wasp Major engine put out approximately 50% more power than the original P&W R-2800-1 Double Wasp used in other Corsairs; the 28-cylinder R-4360-4 was able to produce 3,000 horsepower. The F4U-1 fitted with the R-4360-4 was designated as F4U-1WM, and it was proven as a success after testing. As such, development of a production Corsair fitted with the R-4360 was given to Goodyear on 22 March 1944, when the Navy ordered 418 F2G-1 Corsairs and 10 F2G-2 Corsairs (a navalized variant with carrier capability).

=== Development ===
[[File:XF2G-1 Bu.No. 14692 NH 87959.jpeg|thumb|XF2G-1 Bu.No. 14692 at NAS Patuxent River, Maryland, 21 July 1945.]]
Seven prototypes were built and designated as XF2G-1, being modified production FG-1 Corsairs (a Goodyear-produced, fixed wing "de-navalized" version of the Corsair). The first XF2G-1 (Bu.No. 13471) was fitted with the R-4360 engine but retained many characteristics of the standard Corsair, including the canopy and cockpit, though the engine cowling was extended and an air scoop was added on top of the fuselage right behind the engine cowling. It began ground testing on 31 May 1944, and first flew on 26 August of the same year. The second XF2G-1 (Bu.No. 13472) was used to test new aspects including oil coolers and propellers, which would be used on later XF2G-1s.

The remaining five prototypes (Bu.Nos. 14691 through 14695) were modified much more extensively. They featured a new bubble canopy and a reduced spine, in order to provide better visibility to the pilot. Additionally, the cockpit was redesigned; it received a floor and new controls quite similar to those used on the Vought F4U-4 version of the Corsair. The XF2G-1 retained the six .50 cal (12.7 mm) machine guns of the FG-1 as well as the same ordnance carrying capability, but they were modified to allow the carrying of external, jettisonable fuel tanks for extended range.

Bu.No. 14691 used the engine taken from the first prototype, Bu.No. 13471, and it first flew on 15 October 1944. Bu.No. 14692 added wing-mounted fuel tanks and improved vertical control surfaces. Bu.No. 14693 was fitted with the R-4630-4W version of the R-4630 engine, which introduced water-ethanol injection for increased power, but the -4W version of the engine was not fitted to any other version of the F2G. The final XF2G-1, Bu.No. 14695, had its first flight on 4 December 1944. Both 14692 and 14695 were lost in separate accidents on December 12th 1945: 14692 lost hydraulics inflight which led to its undercarriage extending to a position in which a safe landing could not be made, so its pilot bailed out; while 14695 suffered a similar hydraulics failure but in its case the pilot was able to make a safe belly landing. However, on recovering the stricken aircraft, the crane used to salvage it failed and collapsed on top of the aircraft, effectively destroying it.

On 27 November 1944, the XF2G-1 was given to the U.S. Navy for testing. Some issues arose during testing, particularly that the engine torque of the engine would cause the aircraft to turn hard to the left in a carrier wave off (when increasing the throttle in the case that the landing had to be aborted). In the case of a wave off and the throttle being applied, the rudder was not able to prevent the nose swinging to the left. To prevent this effect, the rudder was heightened by twelve inches and an auxiliary rudder was installed beneath it which would automatically turn 12.5 degrees to the right when the landing gear was extended, in order to counteract the torque of the engine.

=== Production ===
The first production F2G-1 (Bu.No. 88454) was delivered to the Navy on 15 July 1945, but the contract for production had been cut down to only five F2G-1 and five F2G-2 two months earlier in May. Production therefore ended in August 1945 after only 5 F2G-1 (Bu.Nos. 88454 through 88458) and and 5 F2G-2 (Bu.Nos. 88459 through 88463) had been produced, for a total of eighteen F2G aircraft built of all variants, including the F4U-1WM. The Navy continued testing of the F2G series after production cancellation but dropped the F2G completely soon after.

Production of the F2G had been cancelled due in part to disappointing test results. The F2G-1 had an impressive climb rate of 4,400 feet per minute, but its top speed of 430 mph (692 km/h) was rather disappointing, and it also had some stability issues. Overall, its performance wasn't a large enough improvement over other aircraft in production, particularly the F4U-4 and F8F-1 Bearcat, which is why the production orders for the F2G were cancelled.

[[File:F2G-1 Bu.No. 88458 Race 57.jpg|thumb|F2G-1 Bu.No. 88458 "Race 57", 2005 AirVenture at Oshkosh, Wisconsin]]

=== Post-War Use - Racing ===
The F2G was much more successful post-war, many of the aircraft having served well as air racing aircraft, the most famous of which being the fifth production F2G-1 (Bu.No. 88458) known as "Race 57", famous for its bright red color scheme. Bu.No. 88463, the last F2G-2 produced, was also a racing aircraft known as "Race 74" and painted dark blue. Race 74 was destroyed in a crash in 2012 that also killed the pilot, Bob Odegaard. Only two F2G aircraft survive as of January 2021, which are the aforementioned Bu.No. 88458 "Race 57" and Bu.No. 88454, both F2G-1s.

=== List of F2G Aircraft ===
'''F4U-1WM'''

* Bu.No. 02460

'''XF2G-1'''

*[[File:NH 87958.jpeg|thumb|XF2G-1 Bu.No. 14692 at NAS Patuxent River, Maryland, 21 July 1945.]]
*Bu.No. 13471- engine test airframe and first flying prototype. Engine donated to 14691 after completion of trials.
* Bu.No. 13472 - scrapped April 30th 1946
* Bu.No. 14691 - scrapped June 30th 1947
* Bu.No. 14692 - destroyed in crash December 12th 1946, pilot bailed out with landing gear stuck in configuration unsafe for landing.
* Bu.No. 14693 - Sold to Cook Cleland in 1947 as NX5590N. "Race 94" at 1947, 1948 and 1949 National Air Races. Flown by Dick Becker at 1947 Thompson Trophy, 2nd place. Flown by Cook Cleland at 1948 Thompson Trophy, retired due to engine failure. Flown by Cook Cleland at 1949 Thompson Trophy, 1st place. Restored by Bob Odegaard in 2007 - destroyed in fatal accident in 2012.
* Bu.No. 14694 - Sold to Ron Puckett in 1947 as NX91092. "Race 18" in 1947 & 1949 National Air Races. Retired at 1947 Thompson Trophy due to engine failure. 2nd place at 1949 Thompson Trophy. Aircraft scrapped some time after 1949 National Air Races.
* Bu.No. 14695 - damaged in crash December 12th 1946, destroyed in subsequent recovery accident

'''F2G-1'''

* Bu.No. 88454 - N/A - Display, Museum of Flight, Seattle, Washington
* Bu.No. 88455 - scrapped August 31st 1946
* Bu.No. 88456 - scrapped May 31st 1947
* Bu.No. 88457 - Sold to Cook Cleland in 1947 as NX5588N. "Race 84" at 1947 National Air Races. Destroyed in fatal accident at 1947 Thompson Trophy while flown by Tony Janazzo.
* Bu.No. 88458 - scrapped in January of 1948, parts sold as spares to Cook Cleland. Rebuilt using the data plate of 88457, taking up the identity of N5588N. "Race 57" at 1949 National Air Races - flown by Ben McKillen at 1949 Thompson Trophy, 3rd place Restored by Bob Odegaard in 1999 - Airworthy, Louise M. Thaden Airfield, Bentonville, Arkansas (owned by Steuart Walton)

'''F2G-2'''

* Bu.No. 88459 - scrapped January 1948
* Bu.No. 88460 - scrapped May 31st 1948
* Bu.No. 88461 - scrapped January 1948
* Bu.No. 88462 - scrapped May 31st 1947
* Bu.No. 88463 - Sold to Cook Cleland in 1947 as NX5577. "Race 74" at the 1947, 1948 and 1949 National Air Races. Flown by Cook Cleland at 1947 Thompson Trophy, 1st place. Flown by Dick Becker at 1948 Thompson Trophy, retired due to engine failure. Flown by Dick Becker at 1949 Thompson Trophy, withdrawn due to engine failure. Aircraft scraped some time after 1949 National Air Races.
* Bu.No. 88464 - aircraft not completed by Goodyear, probably scrapped while still incomplete on the production line.
* Bu.No. 88465 - aircraft not completed by Goodyear, probably scrapped while still incomplete on the production line.
* Bu.No. 88466 - bounced on landing and broke in two, NAS Alameda, February 6th 1949.
* Bu.No. 88467 - aircraft noted marked as C51. Aircraft fate unknown.
* Bu.No.88468 - aircraft not completed by Goodyear, probably scrapped while still incomplete on the production line.

'''Note:''' There was an aircraft named Super Corsair and later "Race #1" , which despite the name was not an F2G. It was an F4U-1D fitted with the R-4360 engine, clipped wings, and a modified cockpit.

== Media ==


;Skins

* [https://live.warthunder.com/feed/camouflages/?vehicleCountry=usa&vehicleType=aircraft&vehicleClass=fighter&vehicle=f2g-1 Skins and camouflages for the {{PAGENAME}} from live.warthunder.com.]

;Images
<gallery mode="packed-hover" heights="150">
Image:F2G-1 Super Corsair Devblog Image 001.jpg|F2G-1 devblog image
</gallery>

;Videos
{{Youtube-gallery|hF4m-Y9ITgg|'''The Shooting Range #251''' - ''Pages of History'' section at 03:45 discusses the {{PAGENAME}}.|3uvrDYtS8n0|'''3000 Horsepower At 6.7! Pure POWER!: F2G-1''' - ''Spit_flyer''|PAUjLLiKLC4|'''Good Potential, but...- F2G-1 Gameplay''' - ''DEFYN''}}

== See also ==
''Links to the articles on the War Thunder Wiki that you think will be useful for the reader, for example:''

* ''reference to the series of the aircraft;''
* ''links to approximate analogues of other nations and research trees.''

== External links ==


* [https://forum.warthunder.com/index.php?/topic/504128-f2g-1/ Official data sheet - more details about the performance]
* [https://www.air-and-space.com/Goodyear%20F2G.htm Air and Space - Corsairs with Four-Bank Radials]

=== References ===
<references />

;Bibliography

* Air Racers - The Planes - In Focus - F2G Super Corsairs - Part 3: Corncob Corsair Racing Roots. (n.d.). Retrieved January 09, 2021, from http://www.pylon1.org/articles/publish/article_24.shtml
* F2G Super Corsairs - Part 2: "Kamikaze Killer". (n.d.). Retrieved January 09, 2021, from http://www.pylon1.org/articles/publish/printer_23.shtml
* Goodyear F2G super Corsair. (n.d.). Retrieved January 09, 2021, from https://www.jdsf4u.be/goodyear-f2-g-super-corsair
* Goodyear XF2G-1 Corsair. (n.d.). Retrieved January 09, 2021, from https://www.jdsf4u.be/kopie-van-goodyear-f2-g-super-corsa
* http://www.airrace.com/1947%20NAR%20.html
* http://www.airrace.com/1948%20NAR.htm
* http://www.airrace.com/1949%20NAR%20.htm

{{AirManufacturer Goodyear}}
{{USA fighters}}
{{USA premium aircraft}}

Lightning F.6

2021-08-20T01:05:33Z

U119723727: Fix some grammatical errors, re-specify the pros and cons into pros and cons of the plane; previously pros and cons of other wiki-covered weapons were specified. On the sly, also re-ordered the lists to look visually satisfying :).

{{Specs-Card
|code=lightning_f6
|images={{Specs-Card-Image|GarageImage_{{PAGENAME}}.jpg|Lightning Red Top Kill.jpg}}
|cockpit=cockpit_lightning_f6.jpg
}}

== Description ==

The '''{{Specs|name}}''' is a rank {{Specs|rank}} British jet fighter {{Battle-rating}}. It was introduced in [[Update 1.97 "Viking Fury"]].

The Lightning is a very distinctive aircraft, with its unique stacked engine design, highly swept wings, and large ventral fuel tank. It was designed as a high performance interceptor aircraft, to defend against Soviet bombers, sacrificing range and flexibility for raw performance. With most of the fuselage taken up by the two powerful Rolls-Royce Avon engines, fuel had to be put wherever it could fit inside the wings (including inside the flaps), and in a large ventral fuel tank fitted to the underside of the aircraft. Another factor adding to the Lightning's unique appearance is the fitment of two air-to-air missiles to the sides of the forward fuselage.

In-game, the Lightning has decent acceleration, climb rate, and top speed; and can carry two Firestreak or Red Top missiles. While its missiles are not the best in the game they are still powerful weapons, although the limited quantity does require you to chose your shots carefully.

== General info ==
=== Flight performance ===
{{Specs-Avia-Flight}}


The Lightning F.6 possesses good acceleration and climb performance, although arguably not as good as late model MiG-21s, and some [[F-4 Phantom II (Family)|Phantoms]]. The Lightning's two powerful Avon 302 engines do however give it the unique capability of being able to super-cruise (fly supersonic without afterburner) at all altitudes, something no other aircraft in the game can do. At sea level the Lightning can super-cruise at Mach 1.03, with this generally increasing with altitude (for example at 5,000 m it can super-cruise at Mach 1.07). The Lightning has a lower listed wing rip speed than other top tier jets such as MiG-21s and [[F-4 Phantom II (Family)|F-4 Phantoms]], however it due to its powerful engines it is capable of reaching (and exceeding) this speed in level flight, even with a full missile armament. This means that the Lightning is actually faster than many of its competitors in a low altitude chase situation, being able to reach Mach 1.08 safely at sea level and Mach 1.10 if you want to push it (structural failure tends to occur at this speed so be careful); Mach 1.14 can be safely reached at 1,000 m. Enemy aircraft can still catch you if they are coming out of a dive, but a surprising number will not be able to keep up in a prolonged chase with a Lightning. Super-cruise can be used to give the Lightning longer endurance than other top tier jets, without having to sacrifice speed.

In real life the Lightning's optimal climb profile was to accelerate to 450 knots (833 km/h) and then enter a climb, adjusting the climb angle to maintaining 450kts / Mach 0.87 (whichever is lower)<ref name="LightningF6ODM" />, and this method works well in game however a simpler approach can just be to accelerate to a reasonably high speed (around 1,000 km/h and enter a 30 degree climb). The Lightning is not a particularly manoeuvrable aircraft, however it can turn fairly well when at high subsonic speed and lower altitude, turning off the afterburner can also improve turning performance in some situations. The roll rate varies with speed and altitude, but is generally nothing special (bar a few speed / altitude combinations, where it rolls surprisingly well).

{| class="wikitable" style="text-align:center" width="70%"
! rowspan="2" | Characteristics
! colspan="2" | Max Speed (km/h at 12,192 m)
! rowspan="2" | Max altitude (metres)
! colspan="2" | Turn time (seconds)
! colspan="2" | Rate of climb (metres/second)
! rowspan="2" | Take-off run (metres)
|-
! AB !! RB !! AB !! RB !! AB !! RB
|-
! Stock
| 2,240 || 2,213 || rowspan="2" | {{Specs|ceiling}} || 22.8 || 28.0 || 124.6 || 115.4 || rowspan="2" | 850
|-
! Upgraded
| 2,353 || 2,290 || 24.4 || 26.0 || 177.8 || 150.0
|-
|}

==== Details ====
{| class="wikitable" style="text-align:center" width="50%"
|-
! colspan="6" | Features
|-
! Combat flaps !! Take-off flaps !! Landing flaps !! Air brakes !! Arrestor gear !! Drogue chute
|-
| X || ✓ || ✓ || ✓ || ✓ || ✓ 
|-
|}

{| class="wikitable" style="text-align:center" width="50%"
|-
! colspan="7" | Limits
|-
! rowspan="2" | Wings (km/h)
! rowspan="2" | Gear (km/h)
! colspan="3" | Flaps (km/h)
! colspan="2" | Max Static G
|-
! Combat !! Take-off !! Landing !! + !! -
|-
| {{Specs|destruction|body}} || {{Specs|destruction|gear}} || N/A || 654 || 463 || ~10 || ~6
|-
|}

{| class="wikitable" style="text-align:center"
|-
! colspan="4" | Optimal velocities (km/h)
|-
! Ailerons !! Rudder !! Elevators !! Radiator
|-
| < 850 || < 700 || < 700 || N/A
|-
|}

==== Engine performance ====
{| class="wikitable" style="text-align:center"
|-
! colspan="3" | Engine
! colspan="4" | Aircraft mass
|-
! colspan="2" | Engine name || Number
! colspan="2" | {{Annotation|Basic mass|Mass of the aircraft with pilot and engine oil, but no fuel or weapons load}} || colspan="2" | Wing loading (full fuel)
|-
| colspan="2" | Rolls-Royce Avon Mk.302 || 2
| colspan="2" | 14,020 kg || colspan="2" | 436 kg/m2
|-
! colspan="3" | Engine characteristics
! colspan="3" | Mass with fuel (no weapons load) || rowspan="2" | Max Takeoff Weight
|-
! Weight (each) || colspan="2" | Type
! 6m fuel || 20m fuel || 22m fuel
|-
| 1,310 kg || colspan="2" | Afterburning axial-flow turbojet
| 15,382 kg || 18,109 kg || 18,559 kg || 19,000 kg
|-
! colspan="3" | {{Annotation|Maximum engine thrust @ 0 m (RB/SB)|The maximum thrust produced by each engine, while mounted in the aircraft. NOTE: Thrust varies significantly depending on speed & altitude.}}
! colspan="4" | Thrust to weight ratio @ 0 m (WEP)
|-
! Condition || 100% || WEP
! 6m fuel || 20m fuel || 22m fuel || MTOW
|-
| ''Stationary'' || 5,616 kgf || 7,413 kgf
| 0.96 || 0.82 || 0.80 || 0.78
|-
| ''Optimal'' || 5,616 kgf (0 km/h) || 7,747 kgf (1,000 km/h)
| 1.01 || 0.86 || 0.83 || 0.82
|-
|}

=== Survivability and armour ===
{{Specs-Avia-Armour}}


In line with its role as a high-performance interceptor aircraft the Lightning F.6 has no armoured plating or bulletproof glass, such additions would have increased the weight of the aircraft, while offering no real benefit for it's intended role.

Most of the inside of the wings (including the flaps) consists of fuel tanks, fuel is also stored in the ventral tank. The top engine is mounted above and to the rear of the bottom engine, this leaves it exposed to enemy fire; on the flip side the bottom engine is shielded from enemy fire by the top engine and wing fuel tanks, this makes is surprisingly resilient to damage, it is not uncommon for it to even continue functioning after the aircraft has been hit by a missile (although the rest of the aircraft will be well and truly broken afterwards).

The large belly tank and high wings of the Lightning mean it is able to survive belly landings very well.

=== Modifications and economy ===
{{Specs-Economy}}

The Lightning is a difficult aircraft to use when stock. If you particularly dislike the stock ADEN cannons then you may wish to priorities the cannon upgrades, however generally it is advisable to focus on flight performance and missile upgrades. Once you gain the ability to unlock tier 2 modifications you should prioritize the Red Tops, they are far from the best missiles in the game, but they can be useful; after that the new boosters modification is worth getting to improve the general handling of the aircraft. For tier 3 modifications you should get the wings repair and engine upgrades (unless you really want the ADEN upgrades). After this you can research the rest of the upgrades according to personal preference.

== Armaments ==
{{Specs-Avia-Armaments}}
=== Offensive armament ===
{{Specs-Avia-Offensive}}

{{main|ADEN (30 mm)}}

The '''''{{PAGENAME}}''''' is armed with:

* 2 x 30 mm ADEN cannons, mounted in belly tank (120 rpg = 240 total)

=== Suspended armament ===
{{Specs-Avia-Suspended}}

{{main|Firestreak|Red Top}}

The '''''{{PAGENAME}}''''' can be outfitted with the following ordnance:

* Without load
* 2 x Firestreak missiles
* 2 x Red Top missiles

== Usage in battles ==


In combined battles, pilots of the {{PAGENAME}} may find themselves unable to deal much damage against ground vehicles, especially without the use of rockets, anti-tank missiles, or bombs. As such, this fighter is better suited to dealing with enemy air targets such as helicopters, which are plentiful at the Lightning's battle rating.

Although it faces challenges there, air realistic battles are where the Lightning truly belongs. The F.6 is able to use its Red Top missiles to dispatch enemies from a distance. Best practice with the missiles is to fire when there is about a 1.5 km gap between the F.6 and the enemy aircraft. This gap gives the missile time to lock on its target and track the enemy. One downside to the Red Tops is that they are not particularly fast compared to other missiles at its tier and may have trouble maneuvering to catch an enemy aircraft travelling at top speed.

The {{PAGENAME}} handles well at subsonic speeds, although dogfights at those speeds are not common at this battle rating. Flying slowly leaves the pilot vulnerable to nearby enemies. Among those enemies may be the [[MiG-21 F-13]], which the Lightning can often out-dogfight and the [[F-4 Phantom II (Family)|F-4C]], which the Lightning has an extremely difficult time trying to out-dogfight. The Lightning just doesn't have the energy retention that the Phantom does.

Keeping this in mind, it is advised that pilots use this plane as part of a team, rather than as an attempted solo carry. It is recommended that they climb to higher altitude early on in the match and by gaining as much energy as possible before dumping it in dogfight manoeuvres.

Enemy planes that the Lightning F.6 is well-suited to take on in a fight are the [[Mitsubishi T-2]], the [[F-100D]], and the [[MiG-19 (Family)|Mig-19s]] of all variants.

===Radars===
The Lightning F.6 is equipped with an AI.23 search and tracking radar. The radar is mounted in the nose of the aircraft.

{| class="wikitable" style="text-align:center"
! colspan="4" | AI.23 - Target Detection Radar
|-
! {{Annotation|Maximum Detection Range|The maximum possible range at which a target can be detected}}
! {{Annotation|Guaranteed Detection Range|The range, below which, detection of a target is practically guaranteed}}
! {{Annotation|Max Azimuth Scan Angle|How far to each side the radar can scan (widest search mode)}}
! {{Annotation|Max Elevation Scan Angle|How far up and down the radar can scan (widest search mode)}}
|-
| 100,000 m (theoretical) || 50,000 m || ±50.0° || ±8.0°
|-
! colspan="4" | AI.23 - Target Tracking Radar
|-
! {{Annotation|Maximum Tracking Range|The maximum range at which a target can be tracked}}
! {{Annotation|Minimum Tracking Range|The range below which targets cannot be tracked by the radar}}
! {{Annotation|Azimuth Tracking Angle|How far to each side the radar can track a target}}
! {{Annotation|Elevation Tracking Angle|How far up and down the radar can track a target}}
|-
| 100,000 m || 300 m || ±50.0° || ±30.0°
|-
|}

=== Pros and cons ===


'''Pros:'''

* Good climb rate and acceleration.
* Formidable Angle-Of-Attack above low speeds.
* Very powerful cannons, and quite good missiles.
* Surprisingly good turn rate between 800 and 1,000 km/h IAS.

'''Cons:'''

* Below average roll rate.
* Quite poor energy retention.
* Large target for enemy aircraft.
* Poor low-speed manvouerabiltiy.
* Poor under-belly cannon placement.
* Relatively low top speed (1,280 km/h IAS at sea level).
* Limited armament selection, shoehorned more into an air-to-air combat role.
* Volatile match-making; up-tiers are a struggle, struggles against other supersonic 9.7s.
* Game style forces the Lightning into situations where its status as interceptor cannot be truly exploited.

== History ==

===Background===
In February 1946 the British government cancelled the Miles M.52 programme, only a few months before the first prototype was due to fly. The M.52 was a supersonic research aircraft, designed to reach speeds in excess of 1,000 mph (1,600 km/h) and potentially become the first aircraft to achieve supersonic speeds in level flight.<ref name="LightningStrikesTwice">Bowman 2009</ref> The cancellation sent a message to the aviation industry that the British Government had little interest in the development of supersonic aircraft. This did not deter English Electric Company engineer W. E. W. Petter; from his work designing the Canberra bomber he could tell that current fighters would be incapable of intercepting such an aircraft, and so began sketching designs for a new supersonic fighter.<ref name="IconsLightningStory">Chorlton 2012</ref>

Petter lobbied the government to pursue supersonic aircraft development and in early 1947 presented his proposed design to the Ministry of Supply (MoS), to his surprise this lead to the MoS issuing specification ER.103 calling for companies to produce designs for a supersonic research aircraft capable of Mach 1.5 at 36,000 ft.<ref name="IconsLightningStory" /> English Electric set to work on their proposal, which would later be known as the P.1.

===Development===
By the middle of 1948 most of the P.1's key design features were in place, the aircraft would have two engines stacked one on top of the other (this allowed for 2x increase in thrust while only increasing frontal area by 1.5x) and highly swept wings. English Electric was given a contract to develop the design further through 1949; wind tunnel testing indicated that the tailplane should be moved from the top of the vertical stabiliser to the bottom of the fuselage, and the wing sweep increased from 40° to 60°.<ref name="EnglishElectricAircraft">Ransom and Fairclough 1987</ref> By the end of 1949 most of the P.1's design had been finalised.

In September 1949, the MoS released the first draft of specification F.23/49 laying out the requirements for a supersonic fighter aircraft. English Electric decided they could modify the P.1 design to meet the new F.23/49 specification. In April 1950, they received a contract to produce three prototype P.1 aircraft (two for flight testing and one for static testing).<ref name="EnglishElectricAircraft" /> Engineers at the Royal Aircraft Establishment (RAE) doubted English Electric's design for the P.1, believing that the aircraft should have had a 50° swept wing and kept the original high-mounted tailplane; this would lead to a second contract being handed to Short Brothers to produce an aircraft known as the SB.5. The SB.5 was a low-speed research aircraft (resembling the P.1) which facilitated the wings and tail being mounted in different configurations, with the aim being to find out whether English Electric or the RAE were correct. Later during testing it would be found that 60° was the optimal wing sweep and the high tail design would prove to be unstable in flight; proving English Electric correct in their design choices.<ref name="IconsLightningStory" />

In July 1952, while English Electric was working on building the P.1 prototypes, they were notified that the government intended to order a number of prototype fighters built to the F.23/49 specification, and so detailed design on the modified P.1 began. To avoid confusion, the two original P.1 aircraft would be known as P.1 and P.1A with the new fighter version known as the P.1B.<ref name="EnglishElectricAircraft" /> The official order for 3 P.1B prototypes was placed in August 1953 and was followed in February 1954 by an order for 20 P.1B development aircraft. The P.1 / P.1A were visually similar to the Lightning but had distinct differences; most notable were its use of non-afterburning Armstrong Siddeley Sapphire SA.5 engines and a significantly different cockpit and forward fuselage. The P.1 lacked the Lightning's distinctive shock cone intake, instead having a pear-shaped intake in the nose and also initially lacked the ventral fuel tank of production Lightnings. The P.1B was much closer to the production Lightning F.1 aircraft, being visually very similar, and incorporating most of the features of the production aircraft.<ref name="BurkeLightning">Burke 2016</ref>

The first P.1 was finished in May 1954 and taken to Boscombe Down, where it spent the next couple of months carrying out ground tests and fast taxi runs.<ref name="EnglishElectricAircraft" /> With tests progressing well, the first flight for the P.1 was set to be the 3rd August 1954. However, as test pilot Roland Beamont climbed into the cockpit for the first flight, he accidentally triggered the engine bay fire extinguishers; with the rest of the day spent cleaning up the fire retardant the flight had to be postponed until the next day.<ref name="IconsLightningStory" /> The P.1 first flew on 4th August 1954, and shortly afterwards on its third flight it went supersonic, supercruising at Mach 1.02; in subsequent flights super-cruise at Mach 1.08 in level flight would be achieved and in one flight the aircraft would eventually reach a speed of Mach 1.22.<ref name="EnglishElectricAircraft" /> The second P.1 prototype, known as P.1A, flew on 18th July 1955, featuring a ventral tank, twin 30 mm ADEN cannons mounted above the intake, and redesigned flaps.<ref name="LightningMk1_6">Darling 2008</ref> While the P.1A was undergoing testing, the original P.1 prototype was modified with Sapphire SA.5R engines which produced less dry thrust than the SA.5's but featured reheat (afterburner) which gave them much greater thrust than the SA.5 when engaged. With the new engines the P.1 could reach Mach 1.56; the P.1A was never fitted with the new engines. During testing of the P.1, problems with the cockpit canopy became apparent, on one test flight in August 1955 while the aircraft was flying at Mach 0.95 the canopy broke away from the aircraft. The test pilot was able to land without further incident, and the canopy locking mechanism was adjusted; however a few weeks later the canopy broke loose again. After further modifications English Electric believed the problem was resolved; until once more the canopy came away from the aircraft, this time while the aircraft was flying at supersonic speed.<ref name="EnglishElectricAircraft" /> Following this incident, English Electric decided to completely redesign the canopy locking mechanism, finally fixing the issue, luckily none of the pilots were seriously injured in any of the incidents.<ref name="LightningMk1_6" />

The P.1B first flew on the 4th April 1957 and was successfully taken to Mach 1.2 on its first flight.<ref name="EnglishElectricAircraft" /> On the same day the P.1B first flew, the Government published the now infamous 1957 Defence White Paper, which cancelled most of Britain's advanced aircraft programmes under the (now known to be incorrect) belief that missile technology would make manned aircraft irrelevant; the P.1 was one of the few aircraft programmes not cancelled.<ref name="LightningStrikesTwice" /> On the 23rd of October 1958 the P.1B was officially renamed to the Lightning.<ref name="EnglishElectricAircraft" /> Development of the P.1B continued with no major problems and on 25th November 1958 the P.1B became the first British aircraft to achieve Mach 2, sustaining it in level flight and with engines on the lowest of their four reheat settings.<ref name="EnglishElectricAircraft" /> Development continued with the last of the 20 P.1B pre-production aircraft taking to the air in September 1959;<ref name="LightningMk1_6" /> this was followed by the first P.1B Lightnings being delivered to RAF service in December 1959.

===RAF Service===
The first production version of the Lightning to enter RAF service was the Lightning F.1, which differed only slightly from the pre-production P.1Bs, it entered service with 74 squadron at Coltishall in 1960.<ref name="BurkeLightning" /> The F.1 was powered by two Avon 200R engines each producing 11,200 lb of dry thrust or 14,400 lb of thrust with maximum reheat (afterburner).<ref name="LightningF1PilotsNotes">Pilot's Notes, Lightning F.Mk 1 & F.Mk 1A</ref><ref name="IconsLightningStory" /> In terms of armament, the F.1 had two 30 mm ADEN cannons mounted above the air intake and provision for three different interchangeable weapon packs to be fitted in the weapons bay. The most common weapons pack (and the only one most people are aware of) was the Firestreak pack; the internals of the pack contained electronic and cooling systems, while pylons protruding from either side of the pack allowed the lightning to carry two Firestreak air-to-air missiles, one on either side of the fuselage. The other two packs were less well known, one allowed the fitment of two additional 30 mm ADEN cannons (bringing the total to four), and the other allowed the cartridge of 48 x 2" unguided air-to-air rockets.<ref name="LightningF1PilotsNotes" /> During normal flight the rockets would be stored internally, when the rockets were to be fired two launchers (each containing 24 rockets) would fold outwards from the weapon pack.<ref name="LightningMk1_6" />

A total of 22 production standard Lightning F.1s were built before production was switched to the improved F.1A standard. The F.1A was only slightly different to the F.1, featuring provision for an in-flight refueling probe, some re-routed cabling from inside the engine bay to external cable ducts on the side of the fuselage, and Avon 210R engines; the engines had modifications to the reheat control system, but preformed the same as the Avon 200R engines of the F.1.<ref name="IconsLightningStory" /><ref name="EngineDatabaseHandbook">Roux 2007</ref> The F.1A entered service in December 1960 serving alongside the Lightning F.1s. The first two-seat Lightning trainers, known as T.4s were also delivered in 1960; the T.4 was based on the F.1A and featured two pilots sat side by side in the cockpit.<ref name="IconsLightningStory" /> By 1965 the F.1s and F.1As had been withdrawn from front-line service, joining the T.4s in being used for pilot training and other duties into the 1970s.<ref name="IconsLightningStory" />

The next version of the Lightning to enter service was the F.2, planned as an interim version to enter service while the more advanced F.3 was still being developed. Externally it looked almost identical to the F.1A, with the only difference being the addition of a small air scoop on the "spine" of the aircraft. Internally however there were more changes; the engines were upgraded with fully variable reheat (instead of the 4 position reheat on earlier models), a significantly lighter and more compact oxygen system for the pilot, and an improved navigation system.<ref name="LightningMk1_6" /> The F.2 entered service with two squadrons in 1961, and became the first Lighting variant to serve outside of the UK, being based at RAF bases in West Germany.<ref name="IconsLightningStory" />

After the Lightning F.2 came the Lightning F.3; which was a major upgrade over all previous models of the Lightning. The most obvious external feature of the F.3 was a new, larger, squared-off tail; this was necessary to allow the F.3 to safely carry the new Red Top missile. The Red Top was a major improvement over the Firestreak, having improved range, a more destructive warhead, and a new seeker giving the missile limited all-aspect capability. Internally, the F.3 featured a more advanced AI.23B radar, new navigation equipment, and most significantly new Avon 301R engines.<ref name="EnglishElectricAircraft" /> The Avon 301s produced significantly more thrust than previous Avon engines with 12,600lb of dry thrust and 16,300lb of thrust each on full reheat. The Lightning F.3 entered RAF service in January 1964.<ref name="LightningStrikesTwice" />

The F.3 was followed into service by the F.3A and the T.5 (a two-seat trainer variant of the F.3) in 1965. The F.3A was an interim version which designed to address the Lightning's limited range before the planned F.6 version was ready. The F.3A significantly increased the size of the ventral fuel tank, in addition it was fitted with a new wing featuring a kinked and cambered leading edge; this wing reduced subsonic drag leading to a 20% increase in cruising range. The new wing also improved the handling characteristics of the Lightning; it did however come at the cost of reducing supersonic acceleration.<ref name="EnglishElectricAircraft" />

The final production model of Lightning to enter RAF service was the F.6. The Lightning F.6 had been intended to fix some of the shortfalls of the F.3; it included the enlarged ventral tank and new wing design of the F.3A, and returned the cannon armament with two 30 mm ADEN cannons mounted in the front of the ventral fuel tank. The F.6 also included support for a pair of over-wing fuel tanks, further improving the aircraft's range. The F.6 entered service in December 1965, serving alongside the F.3s; the superior range of the F.6 led to them being used for long-range interception missions, while the higher performance F.3 lent itself to being used for shorter range missions.<ref name="EnglishElectricAircraft" /> Although originally retaining the Avon 301 engines of the F.3 and F.3A, the F.6 would later be upgraded with Avon 302 engines; these engines provided better high altitude flight performance and reduced fuel consumption.<ref name="LightningF6ODM">Lightning F.Mk 6, Operating Data Manual</ref>

The improved range of the Lightning F.6 proved popular with the RAF and so it was decided to rebuild 31 of the Lightning F.2s stationed in Germany to near F.6 standard.<ref name="LightningStrikesTwice" /> These aircraft were known as F.2As and began entering service in 1968, they featured the enlarged ventral tank and new wings of the F.6, but retained the less powerful Avon 211 engines as well as the 30 mm cannons mounted in their original location above the intake.<ref name="LightningF2AAircrewManual">Lightning F Mk 2A, Aircrew Manual</ref> As the F.2A also lacked the updated avionics of later models it was incapable of carrying Red Top missiles, instead carrying either Firestreaks or a gun pack containing two additional ADEN cannons.<ref name="LightningF2AAircrewManual" /> The F.2A was well-liked by its pilots, the fitment of ADEN cannons above the intake allowed the entire ventral tank to be filled with fuel (instead of partly being taken up by cannons); coupled with less fuel-hungry engines this gave it the best endurance of any Lightning variant. The F.2A spent most of its service life carrying out low-level interceptions missions in Germany, where the increased endurance was greatly appreciated.<ref name="LightningBoys">Pike 2011</ref>

The English Electric Lightning was the RAF's primary front-line interceptor from its introduction in 1959 up until the mid-1970s when it began to be replaced by the Phantom FGR.2. Even so, the Lightning would continue to serve in the interceptor role with the RAF until 1988, leaving RAF service less than two years before the first Phantoms began to be retired from service. Although the Lightning was primary used to intercept Soviet bombers entering UK airspace it was also stationed outside of the UK, most notably in Germany; the Lightning did also see service at RAF Tengah in Singapore and RAF Akrotiri in Cyprus.<ref name="LightningBoys" /> Despite serving in the RAF for 29 years the Lightning never once shot down a hostile aircraft. Officially the only aircraft ever shot down by a Lightning was a pilotless Harrier; the pilot had ejected however the Harrier kept flying, it was decided to shoot it down rather than risk it entering Soviet territory.

===Export Service===
As well as RAF service, the Lightning did also see some export service with the Kuwait Air Force and Royal Saudi Air Force. The first Lightnings delivered to the Royal Saudi Air Force arrived in 1966; they came in the form of five Lightning F.52s and two T.54s. These aircraft were simply ex-RAF Lightning F.2s and T.4s.<ref name="DerryLightning">Derry 2016</ref> Through 1968 - 1969 the Royal Saudi Air Force took delivery of more advanced Lightning F.53s and T.55s; the Kuwait Air Force would also receive its F.53s and T.55s in the same time span.<ref name="DerryLightning" />

The Lightning F.53 was effectively a Lightning F.6 upgraded to become a multi-role fighter. The most notable change was the addition of underwing hardpoints capable of carrying 1,000lb bombs and SNEB rocket pods. In addition, the 2" rocket pack from the Lightning F.1 was returned to carry air-to-air or air-to-ground rockets, and a new photo-reconnaissance pack was made available, in addition to the Firestreak and Red Top weapon packs.<ref name="LightningF53PilotsNotes">Lightning F Mk. 53, Pilots Notes</ref> Various improvements were proposed for the F.53 including adapters to allow two bombs or rocket pods to be fitted to each underwing pylon, and dual rocket pods to be carried on the over-wing pylons (originally used for the fuel tanks on the F.6). While the dual underwing adapter would be approved for use on Saudi Lightnings the over-wing rocket pods never made it past mock-up stage.<ref name="EnglishElectricAircraft" /> The T.55 was a T.5 upgraded to better reflect the Lightning F.53; it received the enlarged ventral tank and new wings of the Lightning F.6 and F.53.<ref name="DerryLightning" />

===Lightning F.6 compared to other variants===
With the Lightning F.6 being the ultimate version of the Lightning in RAF service some may find it surprising to hear that it lags behind most other Lightning models in terms of raw flight performance. With the F.6 it had chosen to sacrifice the raw performance of previous Lightnings in order to improve the aircraft's range and return the cannon armament. As an example, a Lightning F.1 could accelerate from stationary to 450 kts (833 km/h) within 36 seconds of brake release; while an F.6 would take 42 seconds to achieve the same.<ref name="LightningF1ODM">Lightning F.Mks 1,1A,2 &T.MK.4, Operating Data Manual</ref><ref name="LightningF6ODM" /> Likewise, from brake release to 36,000 ft would take 2 minutes 18 seconds in a Lightning F.1; while a Lightning F.6 would take 2 minutes 42 seconds.<ref name="LightningF1ODM" /><ref name="LightningF6ODM" /> By far the best performing Lightning variant was the F.3; it mated the much more powerful engines of the F.6 with the significantly lighter airframe of earlier Lightnings.

=== [[wt:en/news/6615-development-lightning-f-6-saddled-to-a-skyrocket-en|Devblog]] ===
Development of the Lightning began in 1947, after the Ministry of Supply issued a requirement for the development of an experimental supersonic aircraft, in order to gain insights on supersonic flight and aircraft design. By 1949 however, the requirements were changed to incorporate fighter levels of maneuverability, thus kicking off the development process which would eventually result in the Lightning.

While the first prototypes of the Lightning (P.1A) were designed to reach speeds of around Mach 1.5, in 1952, the decision was made to further develop a second batch of prototypes (P.1B), capable of reaching speeds of Mach 2. In August 1954, the P.1A prototype first took to the skies for its maiden flight, while the P.1B conducted its first flight in April 1957 and as the first British aircraft, reached speeds of Mach 2 in November.

Following a successful test phase, the Lightning was ordered into production and subsequently entered service with the RAF in 1959. The aircraft served throughout the Cold War period - until 1988 - with many variants being created which improved the Lightning's performance further, most notably increasing its originally very limited range.

With the advent of far more capable aircraft in the late stages of the Cold War, the over 330 Lightnings built were phased out of service in the late 1980s. Apart from its service with the UK, the Lightning also served with the armed forces of Kuwait and Saudi Arabia, the latter two being its only foreign operators.

== Media ==


;Skins

* [https://live.warthunder.com/feed/camouflages/?vehicle=lightning_f6 Skins and camouflages for the {{PAGENAME}} from live.warthunder.com.]

;Images
<gallery mode="packed-hover" caption="Lightning F.6 Devblog Images" heights="150px">
File:Lightning F.6 WTWallpaper 001.jpg|
File:Lightning F.6 WTWallpaper 002.jpg|
File:Lightning F.6 WTWallpaper 003.jpg|
File:Lightning F.6 WTWallpaper 004.jpg|
File:Lightning F.6 WTWallpaper 005.jpg|
File:Lightning F.6 WTWallpaper 006.jpg|
</gallery>

;Videos
{{Youtube-gallery|TJNmzteLOk8|'''The Shooting Range #223''' - ''Metal Beasts'' section at 00:28 discusses the {{PAGENAME}}.|CDl68kOR9ig|'''The Shooting Range #191''' - ''Pages of History'' section at 04:56 discusses the {{PAGENAME}}.}}

== See also ==


* [[Phantom FG. Mk1|Phantom FG.1]]
* [[Phantom FGR.2]]
* [[MiG-21MF (Germany)|MiG-21MF]]
* [[MiG-21SMT]]

== External links ==


* [[wt:en/news/6615-development-lightning-f-6-saddled-to-a-skyrocket-en|[Devblog] Lightning F.6: Saddled to a Skyrocket!]]
* [https://forum.warthunder.com/index.php?/topic/479190-lightning-f6/ [Forums<nowiki>]</nowiki> Aircraft Data Sheets: Lightning F.6]

===References===

;Citations
<references />

;Bibliography

* Bowman, M. (2009). Lightning Strikes Twice: The Story of the English Electric Lightning. Stroud: Amberley Publishing.
* Burke, D. (2016). English Electric Lightning. Retrieved from [https://www.thunder-and-lightnings.co.uk/lightning/history.php Thunder and Lightnings]
* Chorlton, M. (2012). The Lightning story - from P.1 to F.6. Aeroplane Icons, pp. 6-16.
* Darling, K. (2008). English Electric / British Aircraft Corporation Lightning Mks 1-6. Lulu.com.
* Derry, M. (2016). English Electric Lightning. Barnsley: Pen and Sword Aviation.
* Lightning F Mk 2A, Aircrew Manual. (1968). Warton Aerodrome, UK: English Electric Technical Services.
* Lightning F Mk. 53, Pilots Notes. (1983). Warton Aerodrome, UK: British Aircraft Corporation Ltd.
* Lightning F.Mk 6, Operating Data Manual. (1977). Warton Aerodrome, UK: English Electric Technical Services.
* Lightning F.Mks 1,1A,2 &T.MK.4, Operating Data Manual. (1975). Warton Aerodrome, UK: English Electric Technical Services.
* Pike, R. (2011). The Lightning Boys. London: Grub Street.
* Pilot's Notes, Lightning F.Mk 1 & F.Mk 1A. (1962). Warton Aerodrome, UK: English Electric Technical Services.
* Ransom, S., & Fairclough, R. (1987). English Electric Aircraft and their Predecessors. London: Putnam.
* Roux, E. (2007). Turbofan and Turbojet Engines Database Handbook. Lulu.com.

{{AirManufacturer EEC}}
{{Britain jet aircraft}}