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Hawker Hunter T. Mark 8
The Hawker Hunter T.Mark 8 was a dual-control trainer produced for the Royal Navy for use from land bases. It differed from the standard T.Mark 7 in having naval radio equipment and an arrestor hook under the rear fuselage. This was not stressed for carrier landings, but was intended for use with emergency gear fitted in Naval airfields.
The first T.8 was produced by modified a standard Hunter F.Mark 4 (WW664), giving it the two-seat nose of the T.7. This made its maiden flight on 3 March 1958, and was followed by ten newly built T.8s and seventeen converted F.4s (the order was for eighteen conversions to be carried out in 1958-59, but that included the prototype). The first new-built T.8 was delivered on 1 May 1958, and lost during a low-level roll only five days later.
In the mid 1960s the Navy began to introduce the Tactical Air Navigation (TACAN) system, and in 1963 placed an order for four T.Mark 8B aircraft, to be equipped with full TACAN equipment. The first of the four was produced by converting the original T.8 prototype, while the other three were converted F.4s). The first four aircraft were followed by eleven T.Mark 8Cs which were equipped with partial TACAN equipment. The first of these was a modified T.8, while the remaining ten were converted F.4s. This gave a total of 41 Hunter T.Mark 8s. All of the TACAN aircraft had the single Aden cannon and the gun range radar removed.
The standard T.8 was used to equip Nos.738, 759 and 764 Squadrons of the Fleet Air Arm. The TACAN equipped aircraft remained in service for the longest - three were still in use in 1980 when they were converted to a new T.8M standard and used to train Sea Harrier pilots in the use of the Blue Fox radar.
Engine: Rolls Royce Avon Mk.122 (R.A.21) turbojet
Power: 7,550lb thrust
Wing span: 33ft 8in
Length: 48ft 10.5in
Height: 13ft 2in
Empty Weight: 13,360lb
Maximum Weight: 17,200lb
Max Speed: 694mph at sea level; Mach 0.92 at 36,000ft;
Climb rate: 12.5 minutes to 45,000 feet
Service Ceiling: 47,000ft
Range: 1,900 miles with tanks
Armament: One 30mm Aden cannon
Bomb-load: Capable of carrying stores on four under-wing pylons
Hunter T.7 XL573 at St. Athan, 4th August 2019 Damien Burke
Built as a T.7, XL573 first flew on 17th April 1958 and entered service with the DFLS at RAF West Raynham in July 1958. She had a varied career, going through periods with AFDS, DFCS (coded L) and then 229 OCU at RAF Chivenor. After brief periods with variouso ther units in the 1970s, she was given red and white training colours and joined 4 FTS at RAF Valley.
In February 1980 she was given all over camouflage and joined 237 OCU, the Buccaneer OCU, at RAF Honington. 237 would be her final unit, staying with them through movements to RAFG Laarbruch and eventually RAF Lossiemouth. She was retired in 1991 and put up for disposal in 1993.
She was acquired by Barry Pover's Classic Jet Aircraft Co. and became G-BVGH (Barry's Very Good Hunter), and was a regular airshow performer some years ago. However, by 2007 she had been grounded. She spent some time at North Weald being maintained by The Jet Centre for a new owner but then went through a number of owners before being bought in March 2011 by Mark Stott who intended, with Hunter Flying at Exeter, to get her back in the air in time for the Hunter 60th Anniversary airshow at Kemble in 2011. Sadly it wasn't to be but she did get back into the air later in the year, then was resprayed in this dull overall silver scheme, and was operated until 2015 or so.
Then, in common with most of the UK's Hunters, she was grounded once more. Acquired by GJD, she spent a short time at Cosford to be part of the RAF 100 static display, but soon moved on to display at SWAM and appears unlikely to fly again.
Information on this page current as of 07/12/2020
Find other photos of XL573 on the following sites:
Site contents copyright © 2021
Damien Burke/Handmade by Machine Ltd.
This page last updated on Wednesday 4th April 2012
Shoreham air disaster pilot Andy Hill cleared of manslaughter
Andy Hill said he had no memory of the lead up to the crash in 2015 which killed 11 people and injured 16 others.
By Ian Woods, senior news correspondent
Friday 8 March 2019 15:54, UK
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The pilot of a plane which crashed during the Shoreham Airshow, killing 11 people, has been cleared of manslaughter.
Andy Hill was acquitted following an Old Bailey trial which lasted seven weeks.
Speaking outside court following the verdict, Mr Hill read out the names of the 11 men who died in the crash and said: "I'm truly sorry for the part I played in their deaths."
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Mr Hill said he had no memory of what happened on 22 August 2015, but believes he must have been cognitively impaired or disorientated to have made such a catastrophic mistake to crash his 1950s Hawker Hunter jet onto a busy dual carriageway.
Who were the Shoreham airshow crash victims?
Mr Hill's flying career began with the Royal Air Force. He was regarded as one of its best pilots, becoming an instructor, as well as taking part in enforcing the no-fly zone over northern Iraq before the overthrow of Saddam Hussein.
After leaving the RAF he became a commercial pilot with Virgin Atlantic and then British Airways. He and his wife Ellen, also a pilot, built their own plane from a kit, and flew it in air shows. It led to further invitations to fly fast jets in displays.
In 2014, he was at the controls of a vintage Jet Provost at an air show at Southport. But the organiser was forced to issue a rare "Stop Stop Stop" radio call because he felt Mr Hill had flown too close to spectators. The prosecution argued he was cavalier and a risk taker.
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But some of his fellow pilots defended his record.
George Bacon, from the British Air Display Association, said: "Andy has the most extraordinary record. He really is a very talented, hugely intelligent and bright guy.
"As a pilot he's probably up at least in the top 10% of aviators through his generation of training in the Royal Air Force. I've never known him take any risks.
"He, amongst many others including myself, will have made small errors during the course of our flying careers, but he was a very disciplined, a very focused individual, took a great deal of interest in the detail of every sortie."
At the display in Shoreham, Mr Hill was flying a vintage Hawker Hunter jet that once belonged to the RAF. He was attempting what he called a "bent loop" but the jet wasn't going fast enough, or high enough to complete the inverted circle.
The jet was travelling at 310 knots, without full power. It should have reached between 330 and 350 knots. Instead of reaching 4,200 feet above the ground, the apex of the loop was at 2,800 feet.
The plane continued its descent and despite a brief attempt to pull up just before it hit the ground, it crashed onto the busy A27. The fireball engulfed cars and people who'd gathered there to watch the display.
Eleven people were killed and a further 16 people were injured.
The crash partially triggered the ejector mechanism in the cockpit and Hill was thrown clear of the wreckage. He suffered extensive injuries including a collapsed lung, and fractured ribs and shoulder. He was in a coma for a week, but was well enough to be discharged from hospital three weeks later.
The Air Accident Investigation Board concluded that there was no mechanical problem with the jet, and after one of the biggest investigations in the history of Sussex Police, Hill was charged with manslaughter by gross negligence.
For experienced pilots, a loop is relatively straightforward and they should know what to do if they realise they are too low or too slow to complete it.
Mark Petrie, who flies a Strikemaster at air shows, demonstrated the escape manoeuvre to Sky News. At the top of the loop, the inverted plane simply "unloads" and rolls out in the opposite direction. A pilot should have three or four seconds to decide what to do.
Mr Petrie said: "Had Andy been fully conscious and aware I would have expected he would have spotted that the height at the top of manoeuvre was incorrect and he should then have easily been able to fly an escape manoeuvre and then carry on with his display or stop altogether."
Mr Hill's defence said the routine was so badly executed that the only explanation was that the experienced pilot was "cognitively impaired" possible due to gravitational forces or a lack of oxygen. In extremes, pilots can become unconscious, and it's believed to have caused the death of an RAF Red Arrows pilot who crashed in 2011.
"Blackout doesn't necessarily mean you've completely passed out. What it does mean is that you've lost all your sensory perception," said Mr Petrie.
Shoreham air crash survivors thought they were going to die in ɿireball'
During his evidence in the witness box, Mr Hill tried to explain his actions at Shoreham, and to defend his reputation. As well as videos of the crash, footage was shown of Mr Hill performing aerobatics in the Hawker Hunter at other air displays.
But he didn't apologise for the catastrophic consequences of the crash, which upset some of the bereaved families who were in court.
Caroline Schilt lost her son Jacob in the disaster and told Sky News: "We all felt that Andrew Hill had to take responsibility for what happened.
"They were very lengthy pieces of video footage that we sat through and it was almost like a masterclass in this is Andrew Hill and this is how he flies. And perhaps his lawyers had told him not to say anything about any sort of remorse, but it just seemed almost like he was lecturing us rather than, as I said, taking responsibility."
Her husband Bob questions why such fast jets are even flown at displays.
He said: "They weren't designed for looping the loop. They were designed for air defence. They were fighter bombers. I suppose it might be an entertainment to watch a juggernaut doing handbrake turns, I don't know. It just seemed a bit bizarre really."
Understandably the Shoreham disaster had a profound impact on air displays. Hundreds of thousands of spectators flock to see them all over the country, but the rules have been tightened, fast jets cannot perform aerobatics over populated areas, and Hawker Hunters are still banned from performing at all.
Oliver Wheeldon, from the Heritage Aircraft Trust, who owns and flies a Gnat jet which used to belong to the Red Arrows, defended the use of ex-military jets in displays.
He said: "Everyone displays to their own personal limits and if that means that people no longer feel comfortable displaying to their personal limit - that would normally include loops, barrel rolls and other what we consider to be high energy manoeuvres, I think that would be a shame for the public because part of the spectacle is to display these aircraft in the context of what they were designed for.
"And if all of a sudden we only feel inclined to, for personal risk and other reasons to fly them straight past the crowd, straight and level, I think the nation's lost something."
The display business argues that this was an isolated tragic incident, the first public fatalities an air display since 31 died at the Farnborough air show in 1952. But that's no comfort to the families of the 11 men who died in such a horrific way.
The nature of aviation requires it's practitioners to remain constantly on the right side of the learning curve. Consequently aviators (even long retired ones like this writer) can never ignore news of an air crash anywhere in the world. On August 22 this year, while in London on a visit, I caught the tail end of a TV news broadcast which described a plane crash at an air display to mark the 75th anniversary of ‘The Battle of Britain’. What drew my immediate attention was the announcement that the aircraft was a Hawker Hunter. This type is now nearly sixty years old and was also part of our own air force for forty years.
I had a special personal interest as I had flown the Hunter for ten consecutive years (1962-72) in peace and war. I was naturally interested in the cause factors for the crash of one of the safest, reliable and delightful aircraft ever designed and built. The UK Air Accident Investigation Board, in its interim report, stated that 'the aircraft was too low in a looping manoeuvre' and crashed killing eleven bystanders and injuring more on the A-27 motor way in one of Britain's worst air show disasters. Amazingly, the pilot was pulled out alive from the blazing wreckage in a critical condition.
The 51-year-old pilot had flown Harriers in the RAF, had over 14,000 flying hours with British Airways and had 40 hours of experience on the Hunter. He held a valid display authorization issued by the UK CAA to 'display the Hunter to a minimum of 500 feet agl (above ground level) during standard category aerobatic manoeuvres'. From the many amateur and professional pre-impact video footage repeatedly aired, I could immediately identify the unmistakable silhouette of the Hunter(trainer) in a near vertical attitude above the tree line. The pilot had an excellent professional reputation but apparently misjudged his height and got into an aerodynamic stall too low.
(Rich past A view of the supersonic Hawker Hunter interceptor fighter, the only single-engined British fighter to travel faster than sound Photo: The Hindu Archives)
While in the UK, I was in personal touch with some of the ex-IAF officers settled there. They included an ex-squadron commander, an ex-station commander, an old flying instructor, a fellow fighter pilot and a course mate, three of whom were also experienced Hunter pilots. Our conversation was therefore dominated by news of the Shoreham Air Show disaster and we recalled our own many 'errors of judgement' and lessons learnt including one in which this writer was lucky to survive sixty years ago in another aircraft type.
From 1957-97, our air force had seven Hunter equipped units and I had the privilege of raising and commanding the IAF's first Hunter Operational Training Unit (1966-69) and commanded No. 20 Squadron (1969-72). Though this aircraft type was phased out before the millennium, the last vintage IAF Hunter was scheduled to participate in the Air Force Day Flypast to mark its 69th anniversary on October 8, 2001. Unfortunately, owing to bad weather, that flypast (to which I had been invited) had to be cancelled. I was however destined to view on TV the dying shots of probably the last vintage RAF Hunter and be reminded once again that very rarely do aircraft cause accidents people do. The good news is that, on the day of our return, the pilot had recovered and been discharged from hospital.
Ode to the UMX Cirrus.
About a year and a half after this thread was started. and it's only on page 28. Why do I say that? Because, very simply, despite what the HH marketing folks say, YES. size does matter! And this thread. well, it's SMALL after a year and a half. seriously.
At least with respect to the average HH thread on RC Groups
So what gives? Well, pretty much what others have already voiced. extremely wonky front landing gear, very erratic take-off behavior (rolls along, then suddenly decides it wants to fly!), and on and on.
BUT. the happy ending is that I GAVE it to friend who lovingly restored it and is currently flying it on a 2 blade prop, and loves it !
It's a happy ending where everyone is glad: I got rid of it, and someone has it who enjoys it. WINNING !!
Even though Hawker Beechcraft no longer manufacturers aircraft, their planes are still sometimes involved in crashes and in other incidents. On June 13, 2018, a 58 Baron, a privately owned plane, crashed while in preparation for an Angle flight. There were two people on board, and both were declared dead after a crash about three minutes after takeoff.
On November 10, 2015, a Hawker 800 crashed in Akron, Ohio, landing in an apartment building on the way to the airport. There were nine people on the flight, and all were killed, including both of the pilots. The reported cause of the crash was pilot error, deficiencies in FAA oversight, and operational issues within the company.
Another crash occurred on July 31, 2008, in Minnesota. A Hawker Beechcraft BAE 125-800A crashed during a landing attempt. Both pilots and all six passengers were killed and the aircraft was completely destroyed.
Xtrakit 1/72 Hawker Hunter T 7 (XK72013) Build Review
May 06, 2011 #1 2011-05-06T11:36
I bought this from e-models as it was a bit cheaper than buying from Hannants and it arrived today.
Made by MPM its typical of their production, the parts having no location pins but are completely free of flash and comes with plenty of goodies :D.
Opening the box you get one bag of sprues, the instruction sheet and a bag containing the decals, instrument film and etch.
The decals for three aircraft
Which are a Camo 2 Sqn Hunter T7 RAFG 1970
A very smart 237OCU T7 1986 as depicted on the box and the version I shall be building - a RN Admiral's Barge T8
You get some film for the etch with the instruments pre painted on
As a cockpit bonus you get resin seats , HUDs and a resin tail pipe .
I don't know if its accurate but it looks like a Hunter to me and if it goes together well I'll get another one to build the 237OCU version.
There is no detail in the wheel wells or cockpit side walls. Perhaps we shall have to wait for the MPM boxing with the full detailing etch.
Finally the canopy which is split allowing to model it open.
May 06, 2011 #2 2011-05-06T11:40
There's a lot of comment elsewhere about the accuracy of this kit - the Hunter Tifosi don't appear to be very happy! To me it looks a lot better than the old Matchbox kit and that red/white scheme looks very tempting.
May 06, 2011 #3 2011-05-06T11:54
peebeep:327522 wrote: There's a lot of comment elsewhere about the accuracy of this kit - the Hunter Tifosi don't appear to be very happy!
May 06, 2011 #4 2011-05-06T12:05
Hunter kits not selling is one of the great mysteries of life. Everybody says they want one, but when they're there for the taking nobody seems to be bothered.
May 06, 2011 #5 2011-05-06T16:07
peebeep:327529 wrote: Hunter kits not selling is one of the great mysteries of life. Everybody says they want one, but when they're there for the taking nobody seems to be bothered.
Airfix Club Mem No:502611
IPMS Mem No 11836
For My Portfolio please click 'www' link.
May 06, 2011 #6 2011-05-06T17:41
After the Revell F6 and FGA9 I sat back and waited for the Twin Tub and waited . I was quite shocked to learn that the 6 and 9 didnt meet the sales target as nearly every RAF buff had been wanting a new tool Hunter.
Congrats to Xtrakit for releasing a twin seater that a lot of people expected Revell to do but didnt.
May 06, 2011 #7 2011-05-06T22:23
Apart from they aren't all that reasonable. Granted they aren't horendosly expensive but it's pushing £20 for a small single engine jet trainer. For that kind of money I'd want the kit to be well researched, have very little in the way of fit issues (another comon complaint of the MPM tools) and detail that jumped out and said wow. However much like some of the recent Trumpeter/HobbyBoss output these kits seem to be curate's eggs and a missed opportunity for subjects that are unlikely to be kitted again for a long time.
I understand these are short run kits by small companies so can never manage the value (or the R&D budgets) of the big players but I genuinly think that if they droped the resin/photoetch, put in a bit more research and extend the run (if possible I belive the molds are not as durable) then they would have a far larger market of modellers.
May 06, 2011 #8 2011-05-06T22:35
'If you aren't living on the edge, you're taking up too much room.'
May 06, 2011 #9 2011-05-06T22:55
But by dropping the price and extending the run they are still producing to the same limited market. Not many more customers will be acquired for these products. They get a reduced return for the investment and excess stock which nobody wants.
The big boys can do it but its still a risk. The Nimrod wasn't a good seller I'm not sure the 1/48 canberra's were either judging by the sale of excess stock and Revell's Hunters bombed as well in all scales.
With Revell's new 1/32 Hawk on the market which should be a good money spinner they have already said if it doesn't meet their sales targets there will be no TMK1 or 128 in 1/32. We shall see next year.
Nobody else is going to produce the obscure in 1/72 for mass market appeal. The best we can hope is the ltd editions that Airfix or Revell may bring out one day in a much larger scale (catering for the US market has its appeal).
10 Items Selection List
*Participants select 10 items from the following list.
*Participants are responsible for sourcing and purchasing their 10 items.
*No duplicate items can be taken from the following list.
- 12x12 ground cloth/tarp
- 8-mm climbing rope - 10M
- 550 Paracord - 80m
- 3-mm cotton cord - 40m (non waxed cord)
- 1 large pot
- 1 steel frying pan
- 1 flint or ferro rod set with standard-sized striker
- 1 enamel bowl for eating
- 1 spoon
- 1 canteen/water bottle
- 1 bar of soap
- 1 8-oz tube of toothpaste
- 1 face flannel
- 1 40-mm roll dental floss
- 1 small bottle bio shower soap
- 1 shaving razor (and 1 blade)
- 1 towel (30” x 60”)
- 1 comb
- 1 300-yd roll of a single-filament fishing line up to max of 20 lbs weight test + 35 assorted barbless hooks (no bigger than size 7/0, no lures.)
- 1 Primitive Bow Recurve or longbow + 9x Arrows
- 1 small-gauge gill net
- 1 slingshot/catapult + 30 steel ball bearings + 1 replacement band
- 1 net foraging bag
- 2 lbs of 20 or 21-gauge trapping (snare) wire
- 3 lbs of one solid block of salt
Food (2 items max)
- 2 lbs of beef jerky (protein)
- 2 lbs of dried pulses/legumes/lentils mix (starch and carbs)
- 2 lbs of biltong (protein)
- 2 lbs of hard tack military biscuits (carbs/sugars)
- 2 lbs of chocolate (simple/complex sugars)
- 2 lbs of pemmican (traditional trail food made from fat and proteins)
- 2 lbs of GORP (raisins, chocolate, peanuts)
- 2 lbs of flour (starch/carbs)
- 2/3 lbs rice / 2/3 lb sugar / 2/3 lb of salt (all separated)
- 1 pocket knife
- 1 hunting knife (blade edge length no larger than 10”)
- 1 Leatherman multi-tool or similar
- 1 sharpening stone
- 1 roll of duct tape or 1 roll of electrical tape
- 1 small shovel
- 1 small sewing kit
- 1 carabiner
- 1 LED flashlight
- 1 pair of ice spikes (studded walking aids for icy conditions
- 1 scotch-eyed auger
- 1 adze
- 1 2-handed draw knife (blade no longer than 5 inches)
- 1 hatchet
- 1 saw (Blade no longer than 3 feet)
- 1 ax
Hawker Hunter T8A 'Two-seat Trainer'
This product was added to our database on Friday 1 December 2017.
Your reliable Aircraft Modelling Source since 1989
Revell parts with new Sprue for twoseater fuselage
The Hawker Hunter was a British jet fighter developed during the late 1940s and its prototype, the P.1067, was flown in July 1951. Succeeding first-generation jet fighters such as the Meteor and Venom, the first Hunters were introduced into service in the mid-1950s.
For pilot training a two-seat variant was developed for the RAF, designated the T Mk.7 and flying in late 1957. The Hunter T Mk.8 was its Royal Navy equivalent but fitted with an arrestor hook for use on airfields. Ten were new builds and 18 conversions from F Mk.4s, all made in the period 1958-59. The T Mk.8B and T Mk.8Cs followed (conversions from F Mk.4 and T Mk.8s), with improved navigational equipment, used for Buccaneer conversion training (both by the RN and RAF), while a handful of aircraft were further upgraded to T Mk.8Ms to train Sea Harrier pilots.
The Hunter T Mk.8 was a two-seat swept wing all-metal monoplane aircraft powered by a R-R Avon turbojet. The pilots were seated side-by-side in the nose section. It featured two wing-root intakes, single jet pipe, upward-opened canopy, ejection seats and tail-mounted brake parachute. The on-board armament of the two-seat Hunter Mark 8 was reduced to one Aden cannon semi-buried in the starboard fuselage undersurface, while up to four drop tanks could be carried beneath the wings.
The Hunter was one of the RAF's mainstays from the mid-1950s through the sixties. It became a popular machine in foreign service, being exported to many countries worldwide. Two-seat variants remained in use for training and secondary roles with the RAF and the Royal Navy until the early 1990s.
Colour schemes included in the kit:
1) Hawker Hunter T Mk.8B, XF991/LM, Black 688, No.764 NAS, RN, RNAS Lossiemouth (HMS Fulmar), Moray, U.K., July 1969 - July 1972
2) Hawker Hunter T Mk.8B, XF995, No.237 OCU (Operational Conversion Unit), RAF,
Honington Air Base, Suffolk, U.K., 1980
3) Hawker Hunter T Mk.8C, XF994/VL, Black 873, Fleet Requirements and Air Direction Unit (FRADU), RN, RNAS Yeovilton (HMS Heron), Somerset, U.K., May 1987 - May 1995
4) Hawker Hunter T Mk.8C, XL580, White VL, 'Admiral's Barge' (Flag Officer Flying Training personal aircraft), RN, RNAS Yeovilton (HMS Heron), Somerset, U.K., 1969
This injection-moulded kit contains 35 parts (moulded in grey plastic) and one clear part (the cockpit canopy). A comprehensive instruction leaflet and a decal sheet are included.
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Hawker Hunter T. Mark 8 - History
S u m m a r y
114 parts in grey injection moulded plastic 11 parts in clear plastic markings for three aircraft
Leading edge machine gun openings not drilled out windscreen mirror not included.
Airfix&rsquos new Hurricane Mk. I is easily the best of its type in 1:48 scale and probably the best of any injection moulded Hurricane in any scale. It is accurate, features better fabric effect than the Hasegawa kit, and will also be easier to build thanks to its absence of inserts and straightforward parts breakdown. The Airfix offering is also barely half the price of the Hasegawa and Italeri kits in the UK too.
The Hawker Hurricane was Britain's first modern monoplane fighter aircraft, entering service in 1937.
Hawker's chief designer, Sidney Camm, designed the Hurricane around the new Rolls-Royce Merlin engine. Although the British Air Ministry had not yet placed an order, Hawker nevertheless prepared for the production of 1,000 aircraft. This head start significantly expedited delivery once the order for 600 Hurricanes was received in June 1936.
In addition to the fabric covered rear fuselage, the earliest versions of the Hurricane featured fabric wings, reflecting the earlier production techniques of the Hawker Aircraft Company. These initial 600 aircraft were also fitted with a fixed pitch, two-bladed wooden Watts propeller, although these were quickly supplanted by de Havilland and Rotol three-bladed propeller assemblies that permitted pitch adjustment from the cockpit. The later improved aircraft also included windscreens with armoured glass. In time, the fabric wings of many of these early Hurricanes were replaced with metal wings.
Although the Hurricane could absorb an enormous amount of punishment and could out-turn the Messerschmitt Bf 109 (and even the Spitfire) it was a slower aircraft. In the air war over France, the Bf 109 E showed itself to be somewhat superior to the Hurricane, especially those fitted with the two-bladed Watts propeller, but the British fighter had the edge over the prestigious twin-engined Bf 110. During the Battle of Britain, the Hurricane&rsquos main role was to engage Luftwaffe bombers, with Spitfires tackling the more nimble German fighters. Although the fabric wing was largely phased out by this time, there were still examples of the type in use over England in that fateful summer of 1940.
Less glamorous than its legendary stablemate, the Hawker Hurricane was nevertheless a key factor in the RAF's victory in the Battle of Britain.
The new Airfix 1:48 scale Hurricane Mk.I comprises 114 parts in light grey plastic, 11 parts in clear and markings for two aircraft.
Please note that this kit has absolutely no parts in common with the old Airfix 1/48 scale Hurricane Mk.I released in 1979. That wasn&rsquot a bad kit &ndash mostly accurate and featuring fine raised panel detail and subtle fabric texture &ndash but it has now been totally eclipsed by the new Airfix release.
Harrier Jump Jet For Sale
A very rare aircraft. Only 46 of the first-generation Harrier Jump Jet trainers were ever built. None are flying today. This is the only one in private hands that is anywhere near capable of flight and is undergoing inspection for completion.
The Harrier Jump Jet is being sold by courtesyaircraft.com and is virtually complete, with spares. The cockpits are pristine. The front cockpit is virtually identical to the single-seat Sea Harrier, as this was the Sea Harrier trainer.
There are many possible uses for this aircraft including: airshows, training, flight experiences, military contract work, advertising and promotional work.
One of the most in-demand aircraft for airshow acts in the United States. There are many possible uses for this aircraft including: airshows, training, flight experiences, military contract work, advertising and promotional work.
TMK-8 HARRIER Dual Controlled, Near Certification! GR-3 HARRIER Very Complete. Excellent Source for Spares!.Support Equipment, Engines, Manuals, Rotables, and a Travel Support Kit also included.
Built by Hawker-Siddley, build number 912002, as a Fighter / Reconnaissance / Strike (FRS.1) naval fighter aircraft. The second Sea Harrier built, XZ 439 is the oldest surviving Sea Harrier.
• First flight March 30, 1979
• Delivered to the Royal Navy May 10, 1979
• Used as a test aircraft and the first to takeoff from a Ski Jump at sea, October 30, 1980.
• Converted from a FRS.1 to FRS.2 as a midlife trials aircraft September 19, 1988. Conversion included a new longer and larger nose to accommodate the BLUE VIXEN radar upgrade, lengthening the rear fuselage approximately 18 inches for additional avionics and weapons systems upgrades. The cockpit was modified to incorporate two, multi-function displays.
• First flight as FRS.2 on March 8, 1989
• Received BLUE VIXEN Radar modification May 24, 1990
• First to fire Advanced, Medium Range, Air-to-Air Missile (AMRAAM), AIM-120
• Designator changed from FRS.2 to FA.2 (Fighter Attack) in May, 1994
• Retired from the Royal Navy on December 11, 2004.
• Sold as surplus and subsequently purchased by Art Nalls, September, 2005
• Shipped to the United States early 2006 for its new home base in Georgetown, Delaware
• Shipped later in 2006 to St. Mary’s County, Maryland for maintenance and refit as civilian Harrier, and first flights.
• Granted first US Civilian registration of a Harrier as N94422.
• First flight 2008
For complete details, contact Mark Clark at 815-229-5112. courtesyaircraft.com
Sea Harriers in the Falklands
In 1982, Argentinian forces invaded British-owned islands off the coast of Argentina. Britain responded with force, by sending men, ships and aircraft over 8,000 miles. The force included 28 Harriers, both the ground attack GR-3, and the Royal Navy fighter, the Sea Harrier.
In aerial combat, Sea Harriers downed 21 Argentine aircraft, without a single air-to-air loss of their own. The Argentines nicknamed the Sea Harrier, “Morta Negro,” meaning “black death.”
The Argentines relinquished any claim to the islands and they remain under UK control.