Hi John,

I’m not supposed to advertise on this forum, but if you send me a pm I can tell you all about this book.

I can’t see how it could be classed as advertising, especially compared to some of the blatant advertising that does go on around here.

Anyway, john_txic, it’s this book (4th one down) – http://www.dvpublishing.co.uk/content/content.php?page=1000.

I haven’t got my references to hand at present but there were 2 different sizes of radome for the Hunter, with the larger size fitting the nose cones of the later marks – FGA.9 certainly and probably F.6A and F.6 too.

The smaller size radome (as you’ve discovered!) isn’t much smaller, but is too small to fit the later nose cone.

I know this because I made the same mistake once and excitedly bought a new radome only to find it wouldn’t fit the nose cone on QA12! I’ve since donated my ‘too small’ radome to another project and, luckily, obtained the correct size one.

I’ll check but I don’t think I have a spare radome left now unfortunately, otherwise you’d be welcome to it.

Mark

No. The only external differences are in the arrangement of vents, NACA ducts etc. relating to the engine on the centre fuselage section. The F.1/F.2 and the F.4/F.5 are virtually identical to each other apart from their engine fit.

In the early days of the Hunter the 100-series Avon suffered from surge problems due to gun gas ingestion following gun firing. This was never a problem with the Sapphire and it became a bit of a mystery why the Avon engine appeared to be the favoured powerplant. The workaround, until the 200-series Avon came along which fixed the problem, was to fit a ‘gun dipping’ system which temporarily reduced the fuel supply to the engine while the guns were being fired.

Mark

Reckon I might be able to help, with some of it at least.

Will drop you an e-mail later.

M

[if anyone has a genuine GA11 wiring diagram for the engine relight we need to fault find it as with a rewired relight button it didn’t crack, but the wiring labelling differs from that in the F6 manual we have to hand, and of course thr T7 manual is completely different

I have a genuine, original AP 101B-1309-1B Section 5 and 6 (Electrical System and Instrument Installation, and Radio Installation) for Hunter GA.11 and PR.11 Aircraft in front of me. Attached is a scan of the wiring diagram for the engine starting system. I hope it’s useful.

If there any other info you need from this AP as you work on WT806 then please let me know and I’ll see if I can help.

Mark

Nothing odd about this at all, and it’s not ortho film either, otherwise that wide yellow outer band would look black.

No, this is a perfectly standard Type A1 roundel. It just looks a little strange because the picture is cropped exactly on the boundary of the blue and white. See here – http://www.historyofwar.org/Pictures/westland_whirlwind.jpg

Mark

How ironic that you lot are gleefully berating the BBC for typos, sloppiness and even illiteracy when the standard of English grammar, spelling and presentation on this forum, indeed this very thread, is sometimes diabolical to say the least.

“Let he who is without sin” and all that…

That Hunter sim looks fantastic!

It is/was. When you see what they started with (a horrible looking blue-painted thing from Duxford with no nose or windscreen) you really can appreciate the effort, and innovation, that went into restoring it. For example, the missing section of nose (between the real nose-cone at frame 3 and the bulkead in front of the windscreen at frame 6) was made from fibre-glass by a local boat builder using a carved foam core as a mould.

Just one or two corrections though. The instruments are not functional – the only ‘instruments’ are those represented on the screen. The original control column was connected, via an ingenious system of levers, to a standard PC joystick which was mounted on a frame under the cockpit floor. It all worked beautifully and was great fun to ‘fly’!

Nice to see your photos from Colt GOKONE. Sadly, that must have been one of it’s last outings. Incidentally, that’s Robert Archer on the left in your first photo wearing the flight suit. He was the leading light in the restoration process and a lovely chap. I really must try to get back in touch with him and see what’s happened to it all.

Mark