I only ever worked Hunters for a few days on a promotion course at Scampton.

It was a little disconcerting to be handed an asbestos mitten and told “when the aircraft starts it will catch fire”

So, beating the fire out with anything to hand ( beret ) could be plausible when it was in regular service.

I recall reading of one WW2 aircraft ( F4U Corsair ? ) which caused a few accidents.

Apparently, the wing fold selector had 3 positions – Fold, unfold and lock.

It was apparently possible to unfold the wings and leave the selector in that position – which didn’t isolate the wing actuators form the rest of the hydraulic system.

So, the aircraft takes off, pilot selects U/C up…….. and the U/C actuators drain the fluid from the open wing fold mechanism. 😮

Anyone care to confirm ?

Apart from the kit that is common to the Harrier fleet………

I must admit to wondering about how the recovery to flight comparred to a Major Servicing whist in RAF Service.

Whilst on the same question anyone know the typical duration of an RAF Post Major test flight ?

Looks like she’s off outside again…….

The Norfolk & Suffolk Aviation Museum – well worth a visit:

http://www.aviationmuseum.net/

Moggy – look on the loop dispersals to the South;)

OK – lets put a slightly different slant on this:

Currently in the RAF, most flying Sqns are run by a Wing Commander, with each flight on the Sqn run By a Squadron Leader.

Why not make each flight a mini Sqn? Get a lot more historic numberplates back in use……….