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Newsletter 25
Autumn 2009
Updated on 11Oct2009
Published by the Hawker Association
for the Members.
Contents © Hawker Association

Contents
Editorial
America - Washington DC
Book Reviews
Correction
Demon News
F-35 lightning II News
Harrier 40th Anniversary
Harrier News
Hawk News
Hawkers In The '50s Part 2
    Incidents
    Filming
    Racing
    Engines
Kestrel Evaluation Squadron
Members
Programme
Sea Fury News
Summer Barbecue
Engine Installation And Fitters
    I joined Ernie on Sea Fury engine installation work which involved bolting the Centaurus to the bulkhead and then connecting all the cables and pipework for the electrics, fuel and hydraulics as well as the 36 sparking plugs. We then took the aircraft outside for engine testing. No cowlings were fitted at this stage and we had to stand-by with fire extinguishers for the first start-up. Working with Bob, the Bristol Engines man, in the cockpit some careful adjustments had to be made to the mixture and slow and fast running. This required Ernie to pull on balloon cord externally to get the right settings via hand signals from Bob.
    On one of the aircraft we had a fright. On the first firing flames and burning inhibitor oil were the norm with gentle rpm to set the engine up. On this occasion Ernie and I were concerned at the sound of very rough running so we signalled Bob to switch off. On being told of the problem Bob said he couldn't hear anything unusual so he would fire up again and try to listen whilst looking over the windscreen.

Hawkers In The '50s, Part 2
Incidents, Filming , Racing, and Engines

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    To us the noise was now much worse and we imagined the propeller was about to come off and wondered which way it would go! As it was now late afternoon it was decided to put the aircraft away for the night and try again the next day. When I arrived next morning the engine was being removed. Apparently the reduction gear had seized and the engine could not be turned over.
    Next I moved to the production Sea Fury wing centre section area. Eric was the fitter I was paired up with and our work was skinning the wing undersurface around the wheel bay. Eric was originally a cabinet maker from High Wycombe and had been drafted into Langley during the war to work on Hurricanes. He was a first class fitter and we got on very well. Our work was of such a high standard that the Inspectors requested that we should remain as the only fitters on this work as production was running down.
    The other pair of fitters was moved onto Hunter fuselage riveting rectification. At that time the fuselages were manufactured at Squires Gate, Blackpool, and stored at Langley prior to being moved on to Dunsfold. The standard of riveting was very poor so when the inpectors had finished their survey and marked the faults, the fuselages looked as though a graffiti artist had been let loose; whole rows of rivets could be encircled with red Chinagraph. I am pleased to say that the situation improved greatly as production continued.
    The time allowed for our work was seven working days but we could easily cut this to six. Eric obviously made a good bonus and he very kindly paid me a sum each week. Engineering apprentices were not allowed to earn bonus so his generosity was much appreciated. In all my time he was the only person I worked with that treated me that way. (To be continued)