A single-seat sailplane designed to have a laminar-flow wing section. It was designed by Hawkridge Aircraft Ltd.
Although this glider was featured in Hawkridge advertisements in ‘Sailplane and Gliding’, if construction commenced it was not completed. BGA C of A No. 574 was allocated to a sailplane with the name of ‘T.M.2’ in 1948, but it is presumed this was a reservation only.
The Slingsby T.15 Gull 3 was purchased by Hawkridge after the war as a wreck. The fuselage was in two pieces and both wings had had their spars broken. The Gull 3 was, at that time, finished in the standard pre-war finish of clear varnish but RAF roundals had been applied, and the name ‘Kittiwake’ had been stencilled on the fuselage underneath the cockpit. No RAF serial was allocated to the Gull, and the open cockpit was of the same shape as the Slingsby T.12 Gull 1.
Hawkridge repaired and rebuilt the Gull using the name Kittiwake, and incorporated many modifications including the fitting of a bubble-type canopy.
C of A No. BGA 643 was issued in November 1949, using the name Kittiwake, and it was owned by Prince Bira in the late forties/early fifties. It was later based at Weston-on-the-Green with members of the Oxford Gliding Club where it was generally referred to as the ‘Cantilever Gull’.
A primary glider built by Hawkridge Aircraft Co. post-WW2. A version of the R.F.D. Dagling and the Slingsby T.3 Primary.
Formed by E.P. Zander and H.E. Bolton in 1945, the company initially took office space at 68 Victoia St, London. A small workshop was established at Bolton’s home in Denham, Buckinghamshire, and a factory was later acquired in High St, Dunstable, to build and service gliders.
A two-seat side by side training sailplane known as the venture was designed and built by the company, also, a small batch of primary gliders and two Grunau Baby gliders. Repair and service work was carried out on a wide variety of gliders, including the Slingsby Gull 3. This sailplane was extensively modified and repaired, and was, for sometime afterwards, referred to the Hawkridge Kittiwake in company advertisements. Only one example was produced, and another new type, known as T.M.2, apparently only reached the project stage.
Zander left the company in 1947 and emigrated to Canada, but the firm continued under Bolton. By early 1950 the Dunstable factory had been closed and all the work was carried out at Denham. The last company advertisement appeared in ‘Sailplane and Gliding’ in March 1952 after which the company dissolved. Bolton emigrated to America, and in the meantime Zander travelled to Argentine then retired near Christchurch on the South coast of England.
The Hawk GafHawk (“General Aviation Freighter”) was a small, turboprop-powered freighter aircraft developed in the United States in the 1980s but which only flew in prototype form. The first flight was on 19 August 1982.
The GAF-125 was developed by Hawk Industries Inc. from Yucca Valley, CA. This company specialised in equipment and tools for the off-shore oil industry, and was looking for a more efficient way to transport their products all over the country. Road transport was too slow most of the time, and loading their large and unusually-shaped products onto conventional aircraft often posed many expensive and time-consuming problems.
And so in July 1977, the president of the company, Ernest “Ernie” Hauk (not Hawk!), together with designer Larry Stewart, initiated the development of a freighter aircraft that was to overcome these problems. The design was named the GAF-125 GAFHawk, with GAF meaning General Aviation Freighter. The name later changed to GAFHawk 125. The design would have to meet many demands: rear loading door for easy on/off loading, STOL capability for remote airstrips, square-section fuselage for maximum loading efficiency, single engine to lower maintenance time and cost, single-pilot operation etc.
It was designed to be simple, rugged, and have good STOL and rough-field performance. The resulting design was a boxy aircraft with a rectangular-section fuselage with a high-set tail and rear loading ramp. The high aspect-ratio wings were high-set and braced with stuts. The landing gear was fixed and of tricycle configuration, with the main units having dual wheels.
The company obtained 1956-built Piper PA-22-150 Tri-Pacer N6911B (msn 22-4186), which was almost completely disassembled in the workshops of Hawk Industries’ Aircraft Division on Aviation Drive, at the small airport in Yucca Valley, California. The little aircraft was then rebuilt, but in an extensively modified form. It was made to look like a miniature version of the GAFHawk design, to serve as a small scale flying testbed for the GAFHawk’s development. The aircraft was appropriately named the MiniHawk, and first flew in 1978.
Looking like a miniature version of the actual GAFHawk, this little aircraft served as a flying testbed for the GAFHawk’s development. It is now preserved at Roy Williams Airport in Joshua Tree, CA. Photo taken by AirNikon in May 2004.
Based on the lessons learned from the Minihawk, an actual GAF-125 prototype was built, and registered as N101GH on 9 December 1981. This much larger aircraft made a successful first flight on 19 August 1982, powered by a Pratt & Whitney PT6A-45R turboprop engine.
The aircraft division of Hawk Industries was later renamed to Hawk International. Initially they were fairly successful in selling the GAFHawk, but by 1983 the certification process had become exceedingly difficult. Some suggest foul play by certain parties. By 1989 the prototype still hadn’t been fully certificated, although by then 20 firm orders had already been received, as well as options for another 93 aircraft once certification would have been obtained. And despite grave competition from the Cessna 208, there were even plans to develop larger as well as smaller versions of the aircraft. But in 1990 Hawk Industries gave up. Full certification was never obtained, and production was never started. Prototype N101GH remained the only GAFHawk 125 in existence.
Development of the GAFHawk prototype initially stalled by late 1983. Flight testing had been completed, but Hawk Industries continued to have serious problems with certification by the FAA. The deal was that the FAA started requiring testing far beyond what would have been considered normal.
Finally Ernie Hauk started to work with PZL in Poland to build the aircraft there, for the eastern European market. PZL was interested, but negotiations fell apart after they had developed the mount to put their ASz-62IR radial engine on the airframe. PZL did produce one such mount, which was shipped to Yucca Valley, but eventually Ernie Hauk never used it. Negotiations stalled and PZL lost interest. In 1990 the cost estimate to complete certification and preproduction exceeded 20 million dollars, and Ernie gave up completely on certifying and producing the GAFHawk. The PT6 turbine engine was sold and the aircraft was parked engineless at Yucca Valley.
In 1991 Bill Michel lost a DHC-3 Otter (N338D msn 338) in a forced landing, following an engine failure. When he was looking for a replacement aircraft he found the GAFHawk. Bill immediately saw its cargo- and short-field capabilities as a really good answer to the type of flying he did, and in January 1992 he struck a deal with Ernie Hauk to buy the plane, reportedly for “the price of an Otter” without an engine. The deal included that Bill would buy a new PZL engine, complete the install, and he would own the aircraft. Hawk maintained the manufacturing rights. Bill worked the aircraft for about four years with the legality of commercial operation being questionable. Work was started at Yucca Valley to get it ready for flight, and Wild Bill personally installed a brand new PZL radial engine, using the mount that PZL had built for Hawk Industries years earlier and that had not seen any use yet. The first engine Bill used was a factory-new 1,000 hp PZL power plant, bought from MELEX in the USA.
The GAFHawk was originally powered by the 893kW (1,198shp) PT6A-45R turboprop, but in 1992 this was replaced by a Polish-built 853 kW (1,145hp) PZL-Kalisz ASz-62IR-M18/K9-BB radial engine, fitted with a big four-bladed prop.
With most of the work done, Ernie and Bill signed the bill of sale on 5 June 1992. N101GH however remained registered to Hawk Industries Inc. for practical reasons.
A few weeks later, on 28 June 1992, Bill was due to depart Yucca Valley for Sterling, Alaska, which was his home base at the time. The GAFHawk was parked out in front of the hangar, all ready and loaded heavy for the long flight to Alaska, when early that morning, at 04:57 local time, the very powerful 1992 Landers Earthquake struck almost exactly below Yucca Valley. The quake was a hefty 7.3 on the Richter scale, and its epicenter was only 14 km (8.5 miles) due east of Yucca Valley airport. Seismic waves rippled the ground vertically for several long seconds, as if the ground were water, causing the heavy GAFHawk’s left main gear to collapse. The damage took three days to repair, and Bill finally left Yucca Valley for home on 2 July 1992.
During Bill’s operations in Alaska, his original PZL engine was giving him some problems. To solve this he went to the PZL-Kalisz factory in Poland in 1993, and bought a brand-new 1,145 hp PZL ASz-62IR-M18 engine. He had it crated and shipped to Alaska, where it replaced the less powerful radial he had bought from MELEX the year before.
Bill flew the GAFHawk for only a few years. By 1996 he had run into difficulties with the FAA and the aircraft was grounded and placed in storage at Sterling, with less than 270 hours total time on the airframe, and only about 90 hours on its new engine. Bill incorporated his company All West Freight Inc. in August 1997 (but the GAFHawk remained his personal property), and he eventually moved his business from Sterling to his new All West Airport near Delta Junction. He received a permit for his GAFHawk for one ferry flight only, and on 6 October 2002 he flew his rare aircraft out of Sterling to Delta Junction, where it was again placed in storage.
In 2006, N101GH was still registered to Hawk Industries Inc., Yucca Valley, CA, despite having been owned by Bill Michel for 14 years already. However, its registry status was “Undel Tri” (Undeliverable Triennial), which at that time meant that an Aircraft Registration Report, sent by the FAA once every three years, was returned by the Post Office as undeliverable.
The FAA finally grounded the airplane in a unique fashion. The airplane is ok to fly, but Bill can not fly it himself, nor direct its operation by court order. The penalty for noncompliance is forfiture. That is why, in 2007, it was sitting.
Bill ground-ran it in 2004 and 2008, but other than that the aircraft saw no activity at all during these years.
By late 2009 Bill Michel hadn’t been able to make use of his airworthy GAFHawk in any way for about 13 years. It was then that he finally decided to part from it. He agreed to sell it to Jon Anderson, and the purchase agreement was signed on 9 December 2009. The aircraft hadn’t flown since its ferry flight in 2002, and needed quite a bit of work to get it back in the air again. Jon reported:
I serviced the engine, cleaned the spark plugs and magnetos, greased everything, changed out all the windows, did some sheet metal work on some storage damage, rebuilt the brakes, cleaned many components. Had to buy tires, rebuild the landing gear, address prop issues, and buy a new oil cooler. Some of the control cables had stretched and their tension was gone. Still have some work to do, the fiberglass fuel tank needs attention, there are little squawks here and there, as well as the extensive avionics need a massage.
And then, on 27 March 2010, the unique GAFHawk took to the air again, for the aircraft’s first flight in almost 8 years. It was a single short test flight, with “Wild” Bill Michel at the helm and Jon in the right seat as an observer.
On 30 December 2010 the GAFHawk 125 N101GH was officially registered to Jon’s name.
Variants:
GafHawk 125 – prototype and intended production version (1 built)
GafHawk 950 – enlarged version (not built)
TurboHawk 85 – twin-engine version (not built)
Specifications
Powerplant: 1 × Pratt & Whitney Canada PT6A-65B/R, 1,173 hp (875 kW) continuous
Prop: Hartzell 5 blade w/reverse
Length: 46 ft 11 in (14.30 m)
Wingspan: 71 ft 6 in (21.79 m)
Height: 18 ft 0 in (5.49 m)
Wing area: 493 sq.ft (45.8 m2)
Empty weight: 6,800 lb (3,085 kg)
Gross weight: 14,500 lb (6,577 kg)
Fuel capacity: 360 USG
Cruise speed: 138 mph (222 km/h)
Range: 824 miles (1,326 km)
Service ceiling: 18,000 ft (5,500 m)
Rate of climb: 920 ft/min (4.7 m/s)
Crew: Two pilots
Direct flight controls
Flaps: electric
The GAF-125 was developed by Hawk Industries Inc. from Yucca Valley, CA. This company specialised in equipment and tools for the off-shore oil industry, and was looking for a more efficient way to transport their products all over the country. Road transport was too slow most of the time, and loading their large and unusually-shaped products onto conventional aircraft often posed many expensive and time-consuming problems.
And so in July 1977, the president of the company, Ernest “Ernie” Hauk, together with designer Larry Stewart, initiated the development of a freighter aircraft that was to overcome these problems. The design was named the GAF-125 GAFHawk, with GAF meaning General Aviation Freighter. The name later changed to GAFHawk 125. The design would have to meet many demands: rear loading door for easy on/off loading, STOL capability for remote airstrips, square-section fuselage for maximum loading efficiency, single engine to lower maintenance time and cost, single-pilot operation etc.
The company obtained 1956-built Piper PA-22-150 Tri-Pacer N6911B (msn 22-4186), which was almost completely disassembled in the workshops of Hawk Industries’ Aircraft Division on Aviation Drive, at the small airport in Yucca Valley, California. The little aircraft was then rebuilt, but in an extensively modified form. It was made to look like a miniature version of the GAFHawk design, to serve as a small scale flying testbed for the GAFHawk’s development. The aircraft was appropriately named the MiniHawk, and first flew in 1978.
Looking like a miniature version of the actual GAFHawk, this little aircraft served as a flying testbed for the GAFHawk’s development. It is now preserved at Roy Williams Airport in Joshua Tree, CA. Photo taken by AirNikon in May 2004.
In 2006 the MiniHawk testbed N6911B was also still registered, with its status quoted as “In Question”, and no registered owner. It just says “Sold to Hawk International”, which was the new name for Hawk Industries’ aircraft division.
The MiniHawk eventually went to Roy Williams Airport in Joshua Tree, only 15 km (9.5 miles) from Hawk Industries’ workshops in Yucca Valley. The little aircraft is now preserved there, swiveling freely on a short pole and acting as a big windsock.
The 1957 Defence White Paper was also a preface to the first major “rationalisation ‘, overhaul of the British industry, which took place in 1960 and caused the disappearance of so many pioneering aviation names. From this process, achieved by a simple, Govern¬ment ruling that with one or two exceptions (such as the Westland Helicopter Company), official contracts would only be placed with rationalized companies, nearly all the historic organizations in British aviation were swal¬lowed by two large aerospace groups. The British Aircraft Corporation combined Bris¬tol, English Electric, Hunting and Vickers-Armstrong/Supermarine, while Hawker Siddeley absorbed com¬panies as Avro, Armstrong Whitworth, Black¬burn, de Havilland, Folland, Gloster and Hawker.
In mid-1963 the Hawker Siddeley Group incorporated the Hawker, de Havilland, Avro, Armstrong Whitworth, Folland and Blackburn companies into Hawker Siddeley Aviation, the aircraft products of each company becoming known as Hawker Siddeley aircraft.
In 1962, the Hawker Siddeley Group formally dissolved A.V. Roe Canada and transferred all A.V. Roe Canada assets to its newly-formed subsidiary Hawker Siddeley Canada. Avro Aircraft was closed.
Final products under its own name were the HS 125 corporate jet (first flown August 1962); HS 748 turboprop airliner (first flown June 1960), Trident short/medium-range airliner first flown January 1962), Harrier and Sea Harrier, Buccaneer, Nimrod maritime patrol jet (first flown May 1967), and Hawk jet trainer.
Merged into British Aerospace in April 1977.
A pre-production derivative of the P.1127 was built as the Kestrel, and the full production type as the Harrier, with a turbofan of 21,500 pounds nominal thrust. Installed thrust is around 18,000 to 18,900 pounds, but if the Harrier’s weight is kept fractionally below that figure, it will be able to take off and land vertically and hover in between. In practice, however, vertical takeoff is seldom employed, since a forward roll of only a few hundred feet adds several thousand pounds to the permissible weight and payload by the addition of wing lift. Since the Harrier is designed to operate from any reasonably firm and smooth surface away from airfields, STO invariably presents no problems. Having used up most of its 5,000 pounds of internal fuel and dropped up to 7,000 pounds or more of external ordnance, the Harrier can then return for a standard vertical landing into a clearing or onto a pad only a few feet bigger than its 25 foot three inch span and 45 foot six inch fuselage.
The first of six development Harriers was flown on 31 August 1966 and the first production aircraft flew in December 1967. The type entered service with the Royal Air Force with 1 Squadron at Wittering in July 1969.
Hawker HS.1127 Harrier Article
The two seat Harrier is more than 10 feet longer, not only because of the extra cockpit section, which adds 47 inches to the forward fuselage, but also because of the 33 inch rearward extension of the vertical tail for aerodynamic balance. The remaining extra length results from the need to move the tail reaction control valve (RCV) farther aft to maintain its effectiveness without draining the Pegasus of excessive amounts of bleed air. Since the Harrier can go on flying at speeds down to zero, or even backward, its aerodynamic control surfaces have to be supplemented by reaction controls or jet thrusters. Linked to the stick and rudder pedals, these use bleed air from the Pegasus compressor to RCVs at each wingtip and in the nose and tail, producing the correct aircraft response in pitch, roll and yaw. They automatically come into operation when the engine nozzles are deflected downward through 20 degrees or more and are designed to maintain a progressive feel and response from wingborne to jetborne flight without too much of a power loss from the Pegasus.
All Harriers have a sideslip vane just in front of the cockpit that (in addition to providing a visual reminder of the aircraft’s attitude) is linked to the rudder pedals. When critical combinations of sideslip and airspeed (between 30 and 100 knots) are approached, the appropriate rudder pedal starts vibrating as a reminder that it might be a good idea to apply some boot to it if you want to remain right side up. The autostabilizer also helps in this respect.
For ground maneuvering, the nosewheel of the Harrier’s bicycle landing gear steers hydraulically via the rudder pedals from a flip of a trigger on the stick. With this system, and with the nozzles at 45 degrees to reduce its high idling thrust, the Harrier will turn almost in its own length, kept steady by its wingtip outrigger legs.
There seems to be no real reason why the Harrier should accidentally spin during combat, since it can go on flying with jet deflection below normal wingborne stalling speeds. It can instantly halve its turning radius by the use of vectoring in forward flight.
First flown on 28 December 1967, the GR.1 is the single-seat close-support and reconnaissance version for the RAF, which has also ordered the two-seat T.2 for operational training.
The Harrier GR Mk.1 was the first production model taken from the Kestrel and entered service with the RAF on April 1, 1969. Construction took place at factories in Kingston-upon-Thames in southwest London and at Dunsfold, Surrey. The latter adjoined an airfield used for flight testing; both factories have since closed.
The Harrier’s max low level speed is not greatly reduced by the carriage of external stores, since the main limitation on its speed is the drag from its huge intakes. These are required to enable the engine to obtain the necessary mass flow of air in the hover with no forward speed, or even flying backwards.
Normal attack speed is 450 kts or 480 kts depending on configuration. Weapons include 30mm cannon, 1000 lb free-fall or retard bombs, CBU (cluster bomb unit carrying 247 armour-piercing bomblets), SNEB (pod with 19 x 68mm rockets), and laser-guided bombs. The Sea Harrier can also carry anti-shipping missiles of the Harpoon/ Martel type. Sidewinder AAM (9L) may be carried for air combat.
The avionics carried includes INAS (Inertial Navigation Attack System), which provides weapon aiming information through the Head-up Display (HUD); navigation via computer and moving-map display; and instrument flying information via HUD. Other equipment includes Laser ranger and marked-target seeker, radar warning receiver, reconnaissance camera, voice recorder, IFF/SSR, Tacan, and, Martin Baker Mk 10 ejection seat. This rocket-assisted seat has a zero-zero capability.
The GR.Mk 1A was an upgraded version of the GR.Mk 1, the main difference being the uprated Pegasus Mk 102. 58 GR.Mk 1As entered RAF service, 17 GR.Mk 1As were produced and a further 41 GR.Mk 1s were upgraded.
The Harrier GR3 was a development of the Harrier GR1, being fitted with improved attack sensors, electronic countermeasures and a more powerful Pegasus Mk 103 engine over the GR1.
The Harrier GR3 was utilised by the Royal Air Force as a ground attack and reconnaissance aircraft in the Close Air Support role (CAS). RAF Harriers were deployed to the Royal Navy aircraft carrier HMS Hermes, as part of the Task Force sent to recapture the Falklands Islands. The Harrier GR3 performed attack sorties from the aircraft carrier, and later from basic landing strips on the islands, often in conditions that would have grounded conventional aircraft. Ten Harrier GR.3s from this 1 Squadron operated with Royal Navy Sea Harriers in the Falklands Conflict in 1982, flying 150 missions. Three of these aircraft were lost.
In addition to operations with RAF Germany, the Harrier GR3 has also seen service with the Royal Air Force in Norway and Belize.
The GR.5 features a new nose shape housing a Hughes angle rate bomb set greatly improving target acquisition and weapon aiming capabilities, a McDonnell-Douglas manufacture carbon fibre wing 20% larger than the GR.3, leading edge root extensions which provide a better turn rate, retractable refueling probes and a new wrap-around front windscreen panel.
The first Harrier GR.7, a converted GR.5, first flew on 26 November 1989.
The Royal Navy version of the Harrier, the Sea Harrier, is basically the same airframe fitted with dif-ferent equipment. British Aerospace handed over XZ451, the Royal Navy’s first Sea Harrier, at BAe Dunsfold on 18 June, 1979. The cockpit has been raised to improve rearward visibility, and to accommodate the Blue Fox radar. The cockpit radar display is a TV-tube conveying flight information as well as air-air and air-surface radar. The navigation system is based on an attitude reference platform with a radar input. The Sea Harrier provides the RN with an air defence, recce and strike/attack capability. As an air defence fighter, it’s effectiveness is partly in its quick reaction time. There is no necessity to turn the carrier into wind as with conventional aircraft, and no need for time-consuming catapult launches. This, plus the Harrier’s built-in starting system, means a scramble take-off within 2 minutes of an alarm. Once airborne the high-altitude intercept radius is 400 nm, with 3 minutes full throttle combat, and vertical landing recovery on the ship. In the reconnaissance role, the Sea Harrier can carry out electronic and visual surveillance, covering approx 20,000 sq miles in one hour at low level.
The ski-jump technique for STOL use by Harriers launched from Royal Navy aircraft carriers was tested at the Royal Navy’s airfield at Yeovilton, Somerset. Their flight decks were designed with an upward curve to the bow following the successful conclusion of those tests. The ski-jump on the carriers provides an improvement in take-off performance. Launched off the end of the ski-jump, with the nozzles deflected to approx 50 degrees at the moment of departure, the Harrier flies a partly ballistic trajectory for some seconds, during which time it is jet-borne while accelerating as the nozzles are gradually moved aft again. This reduces the take-off distance required. Additionally if the ship is pitching in bad weather, it ensures the aircraft never leaves the carrier pointing at the water. The ski-jump enables 1500 lb more load to be carried, or 200 feet less ground roll to be used, than flat-deck equivalents.
The Indian Sea Harrier FRS.51s (plus two T.60s) differ from standard RN Sea Harriers only in using gaseous rather than liquid oxygen, modified radar and avionics, and provision for Matra Magic AAMs rather than AIM-9 Sidewinders. The T Mk 60 two-seaters are more extensively modified, with Sea Harrier-type cockpits and most of the Ferranti NAVHARS nav-attack system.
Export versions, which have the more powerful Pegasus II engine, are desig¬nated Mk 50 (single seat) and Mk 51 (2 seat). US Marine Corps designation is AV 8A.
The first Hawker Siddeley AV 8A Harrier for the Spanish navy was flown at Dunsfold, Surrey, on 18 September 1975. Known as the Matador in Spanish service, these aircraft were shipped to the USA for pilot training before embarkation in the carrier Dedalo. All 11 (plus two two seat TAV 11As) had been handed over by November 1975.
McDonnell Douglas / BAe AV-8 Harrier II
The marine corps first Harriers were Hawker Siddeley-built AV-8As delivered between 1970 and 1976. The AV-8A and the RAF’s Harrier GR.I had much in common, including the RAF camouflage colors and pattern. The upper surfaces were a disruptive pattern of RAF Dark Green (641) and Dark Sea Grey (638) with undersurfaces in Light Aircraft Grey (627). For repainting, the Marines chose dark olive green FS 34064 and dark gray FS 36099 for the uppersurface camouflage, with Light Gull Gray FS 36440 underneath.
The prototype AV-8B, converted from an AV-8A, first flew on November 9, 1978, and the first of four full-scale development aircraft followed on November 5, 1981. Production deliveries to the USMC began in October 1983, and the first unit became operational in January 1985. USMC deliveries will continue into the 1990s, against a requirement for 300 AV-8Bs and 28 TAV-8Bs.
The No 2 VAV 8B, modified by McDonnell Douglas from a British built AV 8A Harrier, was fitted with leading edge root extensions (LERX) of the type already test¬ flown on a Harrier GR Mk 3 under MoD contract. The LERX serve to increase the turn rates of the AV 8B from a figure of about 14 deg/sec to at least 16 deg/sec.
The improved AV-8B Harrier II is a MeDonnell Douglas design, produced in the U.S. Two YAV-8Bs (modified from AV-8A airframes) were painted in red, white, black, and gold high-visibility schemes. The first of four Full-Scale Development airframes came in standard RAF camouflage; the second came in another, high-visibility scheme. The third FSD AV-8B was painted in the RAF pattern, but with Marine Field Green FS 34095 and Blue Gray FS 35237 uppersurface colors with FS 36440 undersides. This color change was evidently an attempt to economize by using standard Navy/ Marine colors.
The fourth development Harrier II received a counter-shaded hree-tone gray camouflage similar to the Navy’s other TPS schemes. Its colors were FS 36375 Light Ghost Gray on top, FS 36440 on the sides, and FS 36495 light gray on the bottom. The Marines applied the FS 34064/36099/36440 scheme to the first 25 production Harrier IIs. After reviewing the AV-8B’s tactics, the Corps adopted a wraparound scheme beginning with the 26th airframe, serial number 162081. The camouflage pattern was continued on the undersurfaces, and FS 36440 was eliminated.
Spain has ordered 12 EAV-8Bs to supplement its fleet of AV-8A Matadors from late 1987. British Aerospace manufactures some 40 per cent of the AV-8B airframe.
Two Harrier GR.5 development aircraft, the first of which flew on April 30, 1985, will be followed by 60 production aircraft. Deliveries to the RAF began in July 1987, and long-lead authorisation has already been approved for up to a further 27 aircraft. British Aerospace manufactures 50 per cent of each GR.5 airframe.
The cockpit of the AV-8B is similar to that of the Harrier GR.5, but has a second multi-function didplay instead of the moving map display.
The decision to put the much improved Harrier II into production was taken in August 1981; initial plans calling for 257 American and 60 British aircraft. Since then the requirements have increa¬sed to 328 and 96 aircraft respectively, the American total including 28 TAV-8B two-seat conversion and proficiency trainers. An initial 27 of these aircraft were ordered in 1984. The first of them flew in October 1986, and the type’s service debut came in March 1987.
A two-seat operational trainer version of the Harrier II, designated TAV-8B for the USMC, flew on October 21, 1986, and deliveries began on schedule in March 1987. The TAV-8B has a forward fuselage lengthened by 4 ft (1.22 m) by comparison with that of the AV-8B to allow the incorporation of a second seat in the standard vertically staggered arrangement. This increases structure weight by 1,325 lb (601 kg), but the TAV-8B still possesses full combat capability in the form of an underfuselage cannon and six underwing hardpoints for dispo¬sable ordnance. In 1990 the British decided to procure 10 similar two-seater conversion trainers with the designation Harrier T.Mk 10. The TAV-8B also has a taller fin than the single-seat AV-8B. The development of a night attack capability for USMC AV-8Bs continues, and a prototype flew in June 1987, with deliveries following in 1989. Night attack equipment includes a Flir system, night vision goggles for the pilot, and a modified headup display.
For the 1991 ‘First Flights’ television series, Neil Armstrong flew the Harrier.
GR.1
Engine: One 19,000 lb (8,618 kg) st Rolls Royce Bristol Pegasus Mk 101 vectored thrust turbofan
Wing span: 25 ft 3 in (7.70 m)
Length: 45 ft 8 in (13.92 m)
Height: 11.253 ft / 3.43 m
Gross weight: over 22,000 lb (9,979 kg)
Max. speed: over 720 mph (1,159 km/h)
Service ceiling: 49213 ft / 15000 m
Crew: 1
Armament: Two 30 mm Aden gun pods / max 2268kg
Max. endurance: over 7 hr with in flight refuelling.
GR-3
Engine: Bristol Siddeley Pegasus II Mk.103, 21,500 lb / 9752 kg thrust.
Wing span: 25 ft 3 in / 7.70 m ( 29 ft 8 in / 9.04 m w/ferry tips)
Length: 46 ft 10 in / 14.27 m
Height: 11 ft 4 in / 3.45 m
Wing area: 201.1 sq.ft / 18.68 sq.m (216.0 sq.ft / 20.075 sq.m w/ferry tips)
Empty wt: 13,535 lb / 6139 kg
MAUW: 25,200+ lb / 11,431+ kg
Max speed: M1.2; at low level approx 600 kts. / 737+ mph / 1186+ kph
Ceiling: 50,000+ ft / 15,240+ m
Time to climb brakes off to 40,000 ft: 2 min 20 sec.
Initial ROC: 30,000 fpm.
Range: 828 mi / 1316 km
External store load 8,000 lb / 3269 kg
Armament: 2 x 30mm Aden cannon pods.
GR-5
Armament: 2 x 30 mm cannon
Sea Harrier FRS.51
T.60
British Aerospace Sea Harrier FRS.1
Engine: Rolls-Royce Pegasus II Mk.104, 9752 kg / 21,500 lb
Wingspan: 7.7m / 25 ft 3 in
Length: 14.5 m / 47 ft 7 in
Height: 12 ft 2 in / 3.71 m
Wing area: 201.1 sq.ft / 18.68 sq.m
Empty weight: 13,100 lb / 5942 kg
MTOW: 26,190 lb / 11,880 kg
Max speed: 1191 kph / 740 mph
Range: 920 mi / 1480 km
Ceiling: 50,000+ ft / 15,240+ m
Armament: 2 x 30 mm Aden / 150 rds
Max external load: 8000 lb / 3630 kg
Seats: 1
AV-8A
McDonnell Douglas / Bae AV-8B Harrier II
Engine: Rolls-Royce F402-406 (Pegasus 11-21 / Pegasus 105) vectored turbofan, 22,000 lb / 95.8 kN
Wingspan: 30 ft 4 in / 9.25 m
Length: 46 ft 3 in / 14.12 m
Height: 11.483 ft / 3.5 m
Wing area: 230.35 sq.ft / 21.4 sq.m
MTOW: 29,750 lb / 13,495 kg
Weight empty: 13986.3 lb / 6343.0 kg
Max. payload weight: 17016.0 lb / 7717.0 kg
Wing loading: 134.69 lb/sq.ft / 657.0 kg/sq.m
Max speed: 673 mph / 1083 kph
Cruising speed: 470 kts / 870 kph
Initial climb rate: 14763.78 ft/min / 75.0 m/s
Service ceiling: 43307 ft / 13200 m
Fuel internal: 4260 lt
Range: 961 nm / 1780 km
Air refuel: Yes
Ferry range: 3310 sm / 5327 km
Armament: 1 x 25 mm cannon (300 rds)
Hard points: 7
External load: 17,000 lb / 7711 kg
Crew: 1
TAV-8B Harrier II
Engine: one 21,550-lb (9,775-kg) thrust Rolls-Royce F402-RR-406 (Pegasus 11- 21) vectored-thrust turbofan.
Maximum speed 647 mph (1,041 km/h) at sea level
Service ceiling 50,000+ ft (15,240+ m)
Radius 553 miles (890 km) with no loiter
Empty weight 14,075 lb (6,384 kg)
Maximum take-off weight about 29,750 lb (13,494 kg)
Wing span 30 ft 4 in (9.25 m)
Length 50 ft 5 in (15.37 m)
Height 13 ft 5 in (4.09 m)
Wing area 230.0 sq ft (21.37 sq.m).
Armament: one 25-mm multi-barrel cannon, and up to about 15,500 lb (7,031 kg) of disposable stores.
Seats: 2
A design by Sir Sydney Camm starting in 1957, the P.1127 incorporated vectored thrust, which enabled one engine to lift and pro¬pel the aircraft by means of rotatable exhaust nozzles. The airframe of the P.1127 was designed round the unique character of its Bristol Pegasus engine, which had four nozz1es (the forward pair exhausting cold air from the engine’s fan stage and the aft pair exhausting hot gases from the engine’s turbine stage) arranged two on each side fore and aft of the centre of gravity.
Hovering trials with the first P.1127 (XP831) began on October 21st, 1960, over a specially prepared hovering platform with the aircraft tethered. Free vertical hovers on the vectored thrust of an 5126kg Pegasus 2 engine were made in November and the first conventional take off was made on March 13th, 1961. For low speed con¬trol, the aircraft has jet reaction nozzles at each wing tip and at the nose and tail.
The second P.1127 (XP836) flew on July 7th, 1961, and continued conventional flight trials while the first reverted to hovering trials in September. This aircraft made the first complete transition from hovering to horizontal flight and back on September 12th, 1961. The third P.1127 (XP972) flew on April 5th, 1962.
Such was the promise of the type that a pre-production derivative was built as the Kestrel. The P.1127 was renamed Kestrel after Hawker Siddeley Aviation was created.
Three examples were ordered in 1962 by the U.S. Department of Defense, with the U.S. Army financing 50 per cent of the programme and the USAF and Navy sharing the remainder. Compared with these aircraft and three sub¬sequent prototypes, the three XV 6As have a 9 in longer fuselage, anhedral on the tailplane and more powerful versions of the Bristol Pegasus.
Of the six prototypes built in total, one of which was lost at an air display.
The Kestrel had fully swept wings and a larger tail than the P.1127, and the fuselage was modified to take the larger 15,000 lbf (85 kN) Pegasus 5 engine. The first of these flew on 7 March 1964.
Due to interest from the US and Germany the Tri-partite Evaluation Squadron was formed, staffed by military test pilots from Britain, the US and West Germany. A Tripartite Trials Squadron existed from 15 October 1964 until 30 November 1965, after which six of the Kestrels were transferred to the USA where they were designated XV-6As. After testing at RAF West Raynham, the eight surviving Kestrel FGA Mk 1s evaluation aircraft were transferred to the USA for evaluation by the Army, Air Force and Navy (including USMC). After Tri-Service evaluation they were passed to the USAF for further evaluation at Edwards AFB.
The Kestrel featured two wing hardpoints each capable of lifting gun pods or stores of up to 450kg.
The Kestrel FGA Mk 1 ground attack fighter was an operational evaluation derivative of the P.1127 V/STOL.
An order for 60 aircraft was received from the RAF in 1966, and the first pre-production Harriers were flying by mid-1967.
Engine: Bristol Siddeley Pegasus, 12,000 lb thrust.
Max take-off weight: 5625-7031 kg / 12401 – 15501 lb
Empty weight: 4445 kg / 9800 lb
Wingspan: 6.96 m / 22 ft 10 in
Length: 12.95 m / 42 ft 6 in
Height: 3.28 m / 10 ft 9 in
Wing area: 17.28 sq.m / 186.00 sq ft
Max. speed: 1067 km/h / 663 mph
Hawkers worked on a number of designs for jet fighters after the war and the Hunter would follow on from the Sea Hawk via another design, the P.1052. Basically a swept-wing Sea Hawk, the P.1052 looked promising enough to be considered as a Meteor replacement but other designs looked to be even better. One such was one born from Air Ministry specification F.3/48, the Hawker P.1067. Designed by Sir Sydney Camm, designer of the Hurricane and Sea Hawk, the P.1067 was his attempt to meet the earlier F.43/46 specification, which was then discarded and replaced with F.3/48, which was written to match the P.1067. To be armed with four 30mm cannon and powered by the then-new axial flow turbojet, three prototypes were to be built, two using the Rolls Royce AJ.65 (Avon) and one using the Metrovick F.9 (later known as the Armstrong-Siddeley Sapphire), in case the AJ.65 development ran into problems. The cannon were to be in a single unit complete with ammo, enabling quick re-arming by simply winching the pack down and replacing it with another.
Detailed design began in late 1948 but it was not until early 1950 that Hawkers were ready to proceed with constructing a prototype. Receiving an order for 400, split equally between Sapphire and Avon powered aircraft, construction of the prototype began and by early 1951 the aircraft was ready for ground tests. Neville Duke, Hawker’s chief test pilot, began taxiing trials at Boscombe Down and the first flight of the P.1067, serialled WB188, was on the 20th of July, 1951. After a number of flights out of Boscombe, the prototype returned to Hawker’s home airfield at Dunsfold where development flying began in earnest. September saw the aircraft’s appearance at the 1951 Farnborough SBAC show, and in April 1952 Duke took the aircraft through the much publicised ‘sound barrier’ for the first time.
With two more prototypes joining WB188, the project became a ‘super priority’ one with production accordingly accelerated.
The British Government, said Mr. Jefferson, general manager of Hawker Aircraft (Blackpool), Ltd., ordered the Hunter for the R.A.F. “off the board.” The “instruction to proceed” was placed in October 1950 and the contract followed six months later. The first production aeroplane flew in May 1953. Thus, from the date that Hawker Aircraft first knew they were going to receive an order to the time when the first production Hunter was flying, only two years and seven months elapsed.
The Hunter was a new aircraft and the company had to start from zero and build up a completely new production set-up. A serious aspect was the finding of firms to make large jigs and tools in the numbers required. The Hunter required some 3,250 tool designs, and about 40,000 jigs, tools and fixtures had to be provided for. To break the bottleneck the British Government introduced the “super-priority” scheme. This only partially produced the required results, since priority had to be allocated to so many items that suppliers and sub-contractors were often unable to give any measure of preference. In addition, every effort was being made to maintain exports.
Eventually, tool-making difficulties were overcome by a combination of two methods. The first took care of initial detail and sub-assembly work and involved a compromise – the development and use of “rough tools,” prepared not by the virtually unobtainable toolmakers but by skilled fitters. Although capable of manufacturing several hundred parts these tools were intended as a temporary measure. For major assembly jigs, eventually a large number of jigs were obtained from such Italian firms as Macchi, Breda and Fiat.
To facilitate manufacture, the Hunter was broken down into main assembly units, e.g. front fuselage, centre fuselage, rear fuselage, wings. This was common practice, but with the Hunter it was carried a stage farther. Each major component was not only built as a separate structural unit but was complete in itself, containing all ancillary equipment, services, pipes and runs, as in the finished aircraft. Thus for final assembly it was necessary only to connect the structural members and plug the pipes and leads together.
During the early days the resources of the entire Hawker Siddeley Group were pooled for difficult items. Hawker Aircraft itself was far from being housed all under one roof. Production plans, therefore, called for the detail parts and main assemblies to be made in several places, with Kingston-upon-Thames as headquarters. There were two other factories in the South of England and assemblies were fed to the final-assembly plant and airfield about 50 miles from Kingston. Certain specialized components were sent 250 miles from Hawker Aircraft (Blackpool), Ltd.
The first production F.Mk.1 powered by the 3425-kg (7,550-lb) thrust Avon 113 flew on the 16th of May, 1953, but this and a further 22 early production aircraft were used for development purposes. Like Supermarine’s troublesome Swift, problems began to arise. The use of the flaps as airbrakes turned out to cause a severe nose-down pitching at high speeds, and after much work a simple hinged brake was fitted to the fuselage underside. However even this was troublesome and had to be disabled when the landing gear was down. Cannon firing was restricted to low altitudes because exhaust gas from them could cause the engine to flame out. The Sapphire engined variant, the F.2, did not suffer from this.
Another cannon problem was that of spent links being ejected and tumbling along the lower fuselage causing much damage. Bulbous link collectors were fitted from the F.4 onwards, being added to earlier marks too. These were known as Sabrinas after a well-endowed pin-up girl of the time.
The Hunter F.1 entered RAF service with 43 Squadron in July 1954, replacing their Meteor F.8s. The Armstrong¬ Whitworth built Hunter F.Mk 2, with the 3629-kg (8,000-lb) thrust Sapphire 101 engine, followed in November, equipping 257 Squadron. The F.2 arrived at Dunsfold during the middle of November 1952, bearing the RAF roundels, not painted pale green like the F.1 but finished in its aluminium service colour. On November 29th everything was set to take it up for the first time; directors arrived at Dunsfold and a number of people. But the weather clamped down and snow fell. Everybody had to go away disappointed. The Sapphire-engined F.2 order was cut back, despite it not having the flame-out problem. Both variants were also short on fuel, something Hawkers were looking at with some concern.
The early Hunters were basically employed as short-range day interceptors, radius of action limitations being overcome to some degree by the Hunter F.Mk 4 and Hunter F.Mk 5 variants which benefited from in¬creased internal fuel capacity and the ability to carry two 455-litre (100-Imp gal) external drop tanks. These two models both flew for the first time during October 1952 and were quickly introduced to service, the Hunter F. Mk 4 also becoming the first sub-type to secure export orders when the air arms of Belgium and the Netherlands acquired substantial numbers (most of them built under licences) whilst Sweden, Denmark and Peru also received some as the Hunter F.Mk 50, Hunter F.Mk 51 and Hunter F.Mk 52 respectively.
Work on the Hunter for the R.A.F. was proceeding at a satisfactory rate when the U.S.A. off-shore procurement order was placed with the British Government early last summer. So far as Hawker Siddeley were concerned, the new contract called for some 450 Hunters to be delivered by June 1956.
The order was being met from the existing organization by continuing production at the peak rate which had been planned to meet as quickly as possible R.A.F. requirements. Thus the offshore order assured a longer run of peak production and promised a level of capacity not otherwise possible. As the aircraft were completed, the M.o.S. and NATO representatives would decide between themselves which would go to the RA.F. and which to other NATO countries.
Off-shore orders were also placed with Holland and Belgium; thus eventually Hunters would also be built by three companies in Holland-Fokker (who are to undertake the majority of manufacture in that country), Aviolanda and de Schelde-and by two in Belgium-S.A.B.C.A. and Avions Fairey. There were the normal array of sub-contractors to each one company. The Netherlands and Belgium would between them manufacture some 100 off-shore Hunters by the summer of 1956, and thereafter would produce further Hunters for their Governments.
Since the war Holland had made Meteors from raw materials; in Belgium, however, the manufacturing side barely existed, except for Avions Fairey. But the country had an industrial tradition and her machine-tool industry was capable of undertaking any work entrusted to it. A large number of jigs and tools had been ordered through Hawker Aircraft in the United Kingdom for both countries, but Belgium had ordered these items in her own territory as well; S.A.B.C.A. had erected a new factory and were in process of receiving special plant from the U.S.A.
Broadly speaking, each of the companies engaged had certain responsibilities, each making various detail parts and subassemblies. Some factories would then incorporate these into main assemblies and finally the main units would be brought together-by S.A.B.C.A. in Belgium and by Fokker in Holland. In Belgium, Avions Fairey would make only detail parts and subassemblies and would be provided with some finished parts, and with main assemblies, by Hawker Aircraft-and, later, by Holland. Thus the pattern previously worked out of necessity in Great Britain would virtually be reproduced on the Continent. And such was the degree of standardization that components made anywhere in the three countries would be interchangeable.
Hawker teams were constantly going to both countries to advise and assist, and technicians and operatives were continually coming to England to be trained.
Much information and material had been supplied, including complete sets of master aircraft drawings and schedules, pre-production manufacturing information, jig and tool drawings, details of manufacturing processes, and master part schedules.
Hawker Aircraft were sending teams to Holland to install the major jigs. To get work started they were supplying 50 initial sets of raw materials and complete sets of master templates, tooling aids and interchangeability media. Holland and Belgium were being provided with sample components-including two complete aircraft, one for each country, and a whole set of specimen detail parts so that engineers would see the standards which they would be required to work. Sets of all pipe runs were being sent, as the forms of such parts were difficult to visualize accurately from drawings. The complete aircraft would help both countries to get accustomed to all that was involved in the construction of a complicated fighter, and to develop the flying, servicing and ground-handling techniques it would necessitate.
In addition, Hawker Aircraft were providing components, skeleton components and sub-assemblies.
Many special machine tools for the Hunter, both on the Continent and in Britain, had been obtained from the U.S.A. Certain machined components for the wing and fuselage attachments were made from forgings of high-tensile steel. In their manufacture a large amount of profile and contour milling was involved and for this work American duplex milling machines and Hydro-Tels had been found invaluable. The company also used Hufford and Sheridan stretch-forming machines, Onsrud spar-millers, Farnham rolls, Verson brake-presses and, for pipe manipulation, Pines benders. The great deal of formed sheet metal work called for at Hawker Aircraft was done on Cecostamps, employing light-alloy dies, which could be altered easily and economically in the event of modifications.
In an emergency, the long lines of production jigs in the Hawker factories could quickly be dispersed to safe areas. All main jigs were erected on rafts made of a structure of rising steel joists, welded together and provided with jacking points for levelling up. This was useful even in peace, for the jigs could be moved to any part of the country where labour was available. The method would also prove invaluable in setting up production on the Continent.
The F.4 entered service with 54 Squadron in March 1955, replacing their F.1s. The F.4 had more fuel and strengthened wings, enabling carriage of various air to ground stores including bombs and rockets. With the increased fuel load, the pilots of 54 Squadron began competing with each other to see how long a Hunter could stay airborne, and the record got to 1 hour and 25 minutes before the CO stopped the competition – that particular pilot having landed with dry fuel tanks. The previous year a pilot had been killed after running out of fuel in an F.1. Despite the poor fuel load of the Hunter, no inflight refuelling capability was ever added.
The F.5 also entered service, a month earlier than the F.4, with 263 Squadron. The F.5 was similar to the F.4 but Sapphire-powered and was the first variant to see active service, being deployed against ground targets in Egypt during the Suez campaign. None were lost on missions but two were destroyed on the ground at Cyprus by EOKA terrorists.
The first Swedish Hunter F.4 was flown from Dunsfold to Stockholm with a refuelling stop at Jever, Germany, on 26 August 1955. The Hunters were designatred J 34 in Swedish Service.
Hunter deployment accelerated, with the aircraft replacing the Sabres, Vampires and Venoms of Fighter Command and RAF Germany. No less than 19 squadrons operated the Hunter in 1957, by which time the F.6 was beginning to replace the F.4s and F.5s.
The last single-seat version to attain quantity production was the Hunter F.Mk 6, first flown in prototype form on 22 January 1954 and incorporating the more powerful Avon 203 turbojet engine, rated at 4559-kg (10,050-lb) thrust. The Hunter was stressed to +7 & -3.75g. One of the problems was a pitch-up at high speeds, not unlike the Swift. This was cured by extending the leading edges of the outer portion of the wing, giving the dog-toothed look of later variants. F.6s could also scramble more quickly as they used an AVPIN starter system, enabling quicker engine spool-up than the cartridge-started early variants.
Manufacture of this variant was undertaken in the UK, Belgium and the Netherlands, and it eventually became the most widely used Hunter of all, providing the basis for aircraft exported to India Hunter F.Mk 56, Switzerland Hunter F.Mk 58 and Iraq Hunter F.Mk 59 amongst many others.
In addition, a substantial number of RAF aircraft were later updated to Hunter FGA.Mk 9 and Hunter FR.Mk 10 configuration for ground-attack and reconnaissance tasks respectively. The specially developed ground attack FGA.Mk 9 was fitted with one 10,000 lb thrust Rolls Royce Avon Mk 207 turbojet engine. Supplied to the air forces of Abu Dhabi, Chile, India, Iraq, Kenya, Oman, Qatar, Rhodesia, Singapore, and the United Kingdom, this ground-attack version carries fuel drop tanks, was provided with a tail parachute to simplify operation into small airfields, and with special underwing attachments for bombs and rockets: they also retain the standard armament of four 30 mm cannon in the nose.
A two-seat trainer variant, designed as a private venture, was based on the F.4 despite the F.6 with its more powerful engine being available. The first T.7 protoype flew on 8 July 1955 and appeared at the 1955 Farnborough show two months later. While generally similar to the single seaters, these aircraft differed from the fighter by having a lengthened nose and ‘side by side’ seating, and the cannon pack was deleted and replaced with a single 30mm cannon fitted to the starboard side. The T.7 had a troubled gestation, with speed being limited to mach 0.88 until the canopy fairing was redesigned. A brake parachute was first fitted to the T.7, in an extended fairing over the top of the jetpipe. From 1957, a total of 45 Hunter T.7s were built at Kingston for the Royal Air Force. In addition, 6 Hunter F.4 airframes were converted to T.7 specification in 1958 and 1959.
The first T.7s entered service with 229 OCU in July 1958. Some twin-seat Hunters entered service with the Fleet Air Arm, being fitted with arrestor hooks (for airfield use only) and designated as T.8s. The T.8B and T.8C followed, with improved navigational equipment, guns deleted and Harley lights added in the nosecone.
Another variant known as the Hunter GA.Mk 11 was delivered to the Fleet Air Arm for training purposes.
A new version of the Hawker Hunter, the T.Mk.8C (XL604), flew for the first time on Septem¬ber 2, 1963, this differing from previous T.Mk.8s in equipment installed. Two ex Belgian Hun¬ter F.Mk.6s were converted as a private venture by Hawker Siddeley to two seat configuration against possible future orders.
By 1970 the FGA.9 and FR.10 were leaving service, being replaced by a mixture of Buccaneers, Phantoms and Harriers. In 1979, the T.8M variant arrived. This was a T.8 given a Sea Harrier’s nose and was used to train pilots for the then-new Sea Harrier FRS.1, particularly the use of the Blue Fox radar. A small number of T.8Cs had transferred to RAF service with the loss of the RN’s carrier-borne Buccaneers in 1978, and these continued in use with RAF Buccaneer squadrons until that aircraft’s retirement in 1994. A T.12 variant had been on the cards, to train TSR.2 crews, but with that aircraft’s cancellation the T.12 was dropped, the single example produced being used for a variety of purposes by the RAE, including fly-by-wire developments and aerial surveys.
A number of aerobatic teams operated the Hunter, most famously 111 Squadron’s ‘Black Arrows’ and 92 Squadron’s ‘Blue Diamonds’. In 1958 by The Black Arrows looped 22 Hunters in formation at Farnborough.
In July 1959, several T.7s were entered in the Daily Mail London-Paris race, one of them achieving the fastest time. All Buccaneer pilots were trained in the Hunter T.7 or T.8, one set of pilot’s instruments being removed and replaced with Buccaneer instruments.
The Hunter settled in for the next five years as the RAF’s foremost air defence and ground attack aircraft, and Hawker completed their F.3 variant. This was actually the original prototype with a new sharp nose, canopy, Avon RA.7R with reheat and airbrakes either side of the rear fuselage. Painted in a brilliant red colour scheme, Neville Duke then used the aircraft to set a number of records, including the World Absolute Speed Record on 7th September 1953 – achieving a speed of 727.6 mph off the Sussex coast. No further work was carried out on producing a production version of the F.3.
However, by 1963, the fully supersonic missile-armed Lightning was entering service and the Hunter’s RAF day fighter role was at an end. The Blue Diamonds briefly teamed up with the Lightnings of 74 Squadron to put on a performance at the 1961 Farnborough show. From now on the Hunter’s job would primarily be that of ground attack, and the next variant was the FGA.9.
In 1958 the Royal Air Force held a competition to find a suitable type to replace its Middle East-based Venom ground attack fighters. Hawkers won with a proposal for a modified Hunter F6 and an order was placed for the conversion of a number of airframes. The new version was designated FGA9 to show its new role and the first flew in July 1959.
With further strengthened wings, provision for greater external fuel carriage (first tested by Hawkers back on the F.4 but only now accepted by the Air Staff) and increased oxygen supply, the variant also included the T.7’s brake parachute. The FGA.9 entered service with 8 Squadron in January 1960 and soon equipped a number of squadrons. Further action for the Hunter came in attacks against dissident tribes and rebels in Aden, and attacks against Indonesian terrorists in Borneo.
In 1968 it was the RAF’s 50th birthday, yet the top brass did not se fit to mark this with any flypast, choosing instead for mere parades on the ground. Many RAF personnel were less than impressed and one Flt Lt Alan Pollock of 1(F) Squadron decided to mark the occasion in style – first with toilet-roll bombing missions against rival squadrons, and then on April 5th, while suffering from the beginnings of pneumonia, he flew his Hunter over London and at the last second decided to fly under the top span of Tower Bridge. Knowing of the consequences of his unauthorised trip, he proceeded to beat up several airfields and landed to meet his fate. It would be the end of his RAF career (he went on to run a successful exporting company), with political influences making sure he was thrown out of the RAF with no right to appeal, no court martial at which he could present his case, medical evidence ignored, unable to meet with his superiors, etc. It took until 1982 for his case to be fully heard, and only then was he exonerated. Coincidentally, that same year the Hunter he had flown (XF442, which had been sold to the Chilean Air Force) was written off in an accident.
The last operational Hunter FGA9s were flown by No.8 Squadron which disbanded in December 1971 although the type continued to be used in training units for a little longer.
Some F.6 models were also upgraded by Hawker Siddeley to FR.74As, then FR.74Bs models. The last converted aircraft (for Kuwait) was delivered in 1975.
The FR.10, a reconnaissance version used largely in RAF Germany, replacing the Swift FR.5s. The FR.10 had also been used in the Far East, using cannon only in many attacks. The Fleet Air Arm extended their use of the Hunter to acquiring a number of single seaters, these being the GA.11 (with Harley light in the nose) and PR.11A (with cameras in the nose), though these were mostly operated by the civilian Fleet Requirements and Air Direction Unit (FRADU). The GA.11s were used for mock attacks against RN warships, the light in the nose being used to initially train gunners in how to track high speed aircraft.
The Dutch operated F.4s, F.6s and T.7s, beginning in 1956 and retiring them in 1968. Belgium also operated F.4s and F.6s from 1956 onward, but had no trainers – instead they used Dutch ones in a cooperative effort. Belgium retired the Hunter in 1963, though many were retired in 1957. Replaced by the F-104 in Dutch and Belgian service, as many of the Belgian examples had retired very early, they were in excellent condition and Hawker bought many back to sell once more. Sweden operated the Sidewinder-equipped F.50 (designated the J-34) from 1955 to 1966, replacing it with the SAAB Draken. Denmark operated the F.51 and a small number of T.53s (similar to the T.7 but with F.4-style wings rather than the F.6 ones) from 1955 to 1974. Switzerland operated their F.58s and T.68s from 1958 until 1995. The F.58 was essentially an FGA.9, but with Sidewinders and enlarged Sabrinas holding chaff and flare dispensers. Most famous of the Swiss Hunters were those of the national aerobatic team, the Patrouille de Suisse.
India made extensive use of the Hunter F.56(A) and T.66(D/E) from 1957 to the early 1980s, being the first export customer of the type, and continued to operate a small number for target towing duty until 2000. Participating in the 1965 and 1971 conflicts with Pakistan, the Hunter took a toll of Pakistani armour. However in combat with Pakistani Sabres, 8 were lost in the 1965 war compared to 6 Sabres being shot down by Hunters.
In the 1971 war six Hunters were lost, eight (possibly nine) Sabres were claimed by Indian Hunters (Pakistani sources accepting fewer losses but not by any great margin). A further three Hunters were lost to MiG-19s and four to Mirages.
Singapore employed the Hunter from 1970 – FGA.74s, FR.74A/Bs and T.75(A)s, forming the newly independent island’s Air Defence Command.
In the Middle East, Hunters were operated by a number of air forces. Abu Dhabi had the FGA.76, FR.76A and T.77 from 1970, being replaced by Mirage 5s. Qatar had the FGA.79 and T.79 from 1969, being replaced by Alpha Jets in the mid 1980s. Saudi Arabia operated a small number of F.6s and T.7s from 1966 to the mid 1970s as conversion trainers for students transitioning from the Jet Provost to the Lightning. Kuwait had the FGA.57 and T.67 from 1965, initially being replaced by the Lightning but soon coming back into use when the Kuwaitis had problems with the Lightning. By 1977 the FGA.57s had been replaced by A-4KU Skyhawks, but the T.67s continued in service for a few years after that point. Lebanon operated the F.6, FGA.70(A) and T.66C for a short time, all ending up being destroyed, mostly by Israeli strikes. Jordan operated F.6s, FGA.9s, FR.73Bs and T.66Bs from 1958 until 1974, and their Hunters were the first Arab aircraft to attack Israeli territory in the Six Day War. They were outclassed by Israeli Mirages in the air and most were destroyed in airstrikes on their bases. The few survivors of Israeli attacks were finally replaced by F-5s. Oman ended up with around 30 Hunters, ex-RAF, ex-Kuwaiti and ex-Omani examples among those operated from 1975 to the mid 1980s, being replaced by Jaguars. Iraq also operated the Hunter, F.6s, FGA.59(A/B)s and T.69s were used from 1958 to the mid to late 1980s, being replaced by Su-7Bs and Su-20s.
Peru operated F.52 and T.62 Hunters from 1956 to 1980 (replaced by Su-22s) and Chile (FGA.71, FR.71A and T.72) from 1966 to 1996. In Africa the Hunter was operated by Kenya (FGA.9 and T.81) from 1974 to 1979 and Rhodesia/Zimbabwe (FGA.9 and T.80) from 1963, being replaced by F-5s in Kenya and partially replaced by Hawks in Zimbabwe. Zimbabwe’s Air Force’s remaining Hunters were grounded by lack of spares. The Hunter was operated by the UK’s Defence Research Agency and the Empire Test Pilots School until 1999 and India retired hers in 2000. In 2007, the Hunter came back into UK military use when a pair were returned to the military register for defence simulation and trials work.
A total of 1972 were built including 445 manufactured under licence in Belgium and the Netherlands, until production ceased in 1960.
Principle users;
Abu Dhabi
Chile
Denmark
Great Britain
India
Iraq
Jordan
Kenya
Kuwait
Lebanon
Oman
Peru
Qatar
Singapore
Sweden
Switzerland
Zimbabwe
F.1
Engine: 3425-kg (7,550-lb) thrust Avon 113
Length: 45 ft. 3 in.
Seats: 1
Load factor: +7 / -3.75G
F.2
Engine: 3629-kg (8,000-lb) thrust Sapphire 101
Span 33 ft 8 in
Length: 45 ft. 9 in.
Seats: 1
Load factor: +7 / -3.75G
F.3
F. 4
Engine: 1 x Rolls-Royce AJ65 Avon RA7 Mk.113 or 114 turbojet, later Avon 115.
Span: 33 ft 8 in
Length: 45 ft 3 in
MTOW: 17,100 lbs.
Max speed: 715 mph @ SL / M0.95 @ 36,000ft.
Service ceiling: 48,500 ft.
Time to 45,000 ft: 9.8 min.
External fuel: two 455-litre (100-Imp gal) drop tanks
Seats: 1
Load factor: +7 / -3.75G
Armament: 4 x 30 mm cannon & 2 x 1000 lb bomb.
F.Mk 5
Engine: 3629-kg (8,000-lb) thrust Sapphire 101
Span 33 ft 8 in
Length 45 ft 3 in
External fuel: two 455-litre (100-Imp gal) drop tanks
Seats: 1
Load factor: +7 / -3.75G
F.Mk 50 / J-34
Seats: 1
Load factor: +7 / -3.75G
Armament: Sidewinder AAM
F.Mk 51
Seats: 1
Load factor: +7 / -3.75G
F.Mk 52
Seats: 1
Load factor: +7 / -3.75G
T.53
F.Mk 56
Seats: 1
F.56A
FGA.57
F.Mk 58
Seats: 1
Armament: Sidewinder AAM
F.Mk 59
Seats: 1
FGA.59A
FGA.59B
F.Mk 6
Engine: Avon 203 turbojet, 4559-kg (10,050-lb) thrust
Seats: 1
Load factor: +7 / -3.
F.6
Engine: 1 x Rolls-Royce Avon 207, 10,145 lb.
Wing span: 33 ft 8 in (10.26 m).
Length: 45 ft 10.5 in (13.98 m).
Height: 13 ft 2 in (4.01 m).
Max TO wt: 24,000 lb (10,900 kg).
Max level speed: 715 mph.
Ceiling: 50,000 ft
Range: 1,900 miles (ferry)
Seats: 1
Armament: 4 x 30mm Aden cannon
F.6A
Engine: 1 x Rolls-Royce Avon 203, 10050 lb.
Height: 13 ft 4 in / 4.01 m
Length: 45 ft 10.5 in / 13.98 m
Wing span: 33 ft 8 in / 10.26 m
Wing area: 348.969 sq.ft / 32.42 sq.m
MTOW: 24,100 lb.
Weight empty: 13891.5 lb / 6300.0 kg
Max. weight carried: 9834.3 lb / 4460.0 kg
Wing loading: 68.06 lb/sq.ft / 332.0 kg/sq.m
Max Ldg wt: 17,000 lb.
Initial climb rate: 5905.51 ft/min / 30.0 m/s
Service ceiling : 51509 ft / 15700 m
Max level speed: 620 kt.
Range: 540 nm / 1000 km
Endurance: 1 h
Armament: 4 x 30 mm Aden cannon plus up to 2000 lb bomb.
Crew: 1
T.62
T.66B
T.66C
T.66D
T.66E
T.67
T.68
T.69
T.7
Engine: Rolls-Royce Avon 207 turbojet, 10,145 lbf (45.13 kN)
Wingspan: 33 ft 8 in (10.26m)
Length: 48 ft 10.5 in
Maximum speed: 1,900 mph (1150 kph)
Maximum range: 808 miles (3,060 km) with external tanks
Service Ceiling: 50,000 ft (15,240 m)
Seats: 2
Armament: one 30 mm cannon
T.7B
FGA.70A
FGA.71
FR.71A
FR.73B
T.72
FGA.74
FR.74
Engine: Rolls-Royce Avon 207 turbojet, 10,145 lbf (45.13 kN)
Wingspan: 33 ft 8 in (10.26m)
Length: 45 ft 11 in (14m)
Maximum speed: 1,900 mph (1150 kph)
Maximum range: 808 miles (3,060 km) with external tanks
Service Ceiling: 50,000 ft (15,240 m)
FR.74A
FR.74B
Engine: 1 x RR Avon 207, 10,150 lb thrust.
Best climb speed: 430 kts.
Seats: 1
T.75A
FGA.76
FR.76A
T.77
FGA.78
Engine: Rolls-Royce Avon 207 turbojet, 10,050 lb thrust.
Rate of climb: 17,200 fpm
Ceiling: 53,400 ft
Maximum speed: 710 mph at sea level.
Seats: 1
Armament: four 30mm cannon, plus bombs or rockets
FGA.79
T.79
T.8
Seats: 2
T.8B
Seats: 2
T.8C
Seats: 2
T.8M
Seats: 2
T.80
T.81
FGA.Mk 9
Engine: 10,000 lb / 4559-kg thrust Rolls Royce Avon Mk 207 turbojet
Wingspan 10.25 m (33 ft 8 in)
Length 13.98 m (45 ft 10½ in)
Height 4.02 m (13 ft 2 in)
Wing area 32.42 sq.m (349 sq ft).
Empty wt: 6532 kg (14,400 lb)
Maximum take-off 11159 kg (24,600 lb)
Maximum speed: 1144 km/h (710 mph) at sea level
Initial climb rate 5245 m (17,200 ft) per minute
Service ceiling 16275 m (53,400 ft)
Range, clean 787 km (489 miles)
Ferry range 2965 km (1,840 miles)
Armament: four 30-mm Aden cannon, plus four 227-kg (500-lb) or 454-kg (1,000-lb) bombs, or four 455-litre (100-Imp gal) napalm tanks, or 2476-mm (3-in) rockets, or four 51-mm (2-in) rocket pods.
FR.10
GA.11
Seats: 1
PR.11A
Seats: 1
T.12
Engine: 1 x Rolls-Royce “Avon” RA 28, 44.1kN
Max take-off weight: 10885 kg / 23997 lb
Empty weight: 6020 kg / 13272 lb
Wingspan: 10.2 m / 33 ft 6 in
Length: 14.9 m / 48 ft 11 in
Height: 4.3 m / 14 ft 1 in
Wing area: 32.4 sq.m / 348.75 sq ft
Max. speed: 1150 km/h / 715 mph
Ceiling: 16760 m / 55000 ft
Range w/max.fuel: 2900 km / 1802 miles
Range w/max.payload: 900 km / 559 miles
Armament: 4 x 30mm cannons, ext. stores
Crew: 1-2
