THUNDER CITY AIRCRAFT COMPANY (PTY) LIMITED AIRCRAFT INFORMATION AIRCRAFT TYPE: Hawker Hunter F6a Registration number: ZU-AUJ (formerly G-BVWV and XE653) Constructor s number: 41H-674112 1. Introduction This aircraft was built by Hawker Aircraft Ltd and first flew on 6 July 1956. It was delivered to the RAF on 24 August 1956 and served with 43 and 111 Squadrons before being assigned to 229 OCU RAF Chivenor and RAF Brawdy. The records for the aircraft's early years were destroyed (prior to 28 April 1960 at 553.50 hours). The aircraft served with 111 Squadron, and took part in the 22 aircraft loop at the Farnborough Airshow of 1958. The aircraft served with 237 OCU at RAF Brawdy until put into long term storage at 5 MU RAF Kemble on 22 October 1980. The aircraft was transported to RAF Scampton by road where re-assembly to flight status completed on 26 January 1983. It spent most of its life with various RAF squadrons including the Tactical Weapons Unit as a ground attack and air to air combat aircraft and was later flown to Cape Town via Bari, Luxor, Khartoum, Addis Abbaba, Nairobi, Lilongwe and Johannesburg. It is one of the last F6a s still flying and widely considered to be the finest variant of the marque. 2. Aircraft Build Standard The Hawker Hunter F6A is a single seat mid-wing fighter aircraft powered by a Rolls Royce Mk 20701 turbine engine. The aircraft was built as an F6 although the actual contract number is not known due to the original records being destroyed. The aircraft was modified to Mk 6A (Mod 1386) at RAF Brawdy on 16 May 1973 by Hawker Aviation CWP. This mod gave the Mk 6 the capability of carrying larger underwing fuel tanks on the inboard pylon (2 x 230 gallon) and a brake parachute. A detailed description of the aircraft may be obtained by reference to the publications listed in Section 6 below. 3. Approval Basis The original basis of Service acceptance is AvP-970, the type record exists and British Aerospace Farnborough is still responsible for the design. CAA approval is based on the satisfactory service history of the type and the approved maintenance schedules.
4. Technical information 4.1 Modification State The aircraft has been modified to the latest modification state as required for airworthiness. All Mandatory modifications have been complied with. All relevant SI's and STI's have been complied with, including special NDT requirements. 4.2 Fatigue State A Mk14 Fatigue Meter has been fitted to the aircraft for its entire life (the current meter is serial number 2583-M-65 and the operational life consumed has been accounted for in accordance with AP101B-1301A-1A Section 2 Chapter 3.) At aircraft hours 4229.2 hours the FI was: Part Serial No. FI FI FI Limit Remaining Centre Fuselage 41H-679991 66.7658432 100 33.2341568 Port Mainplane 41H-683333 66.897435 100 33.102565 Stbd mainplane 41H/R/HABL 78.273445 100 21.726555 4.3 Engine The installed engine is a Rolls Royce Avon Mk 20701 Serial Number 7736/A655393, which was repaired at East Kilbride on 14 July 1983 and installed in this aircraft on 12 July 1985 at RAF Scampton and completed a further 64:25 hours ground running at a maximum RPM of 6500. Engine cycle usage rate (including ground running carried out in lieu of corrosion inhibiting) is to be accounted in accordance with Rolls Royce Manual viz. 4.0 cycles equivalent to 1 flight hour. Fire warning and extinguisher systems are provided and operational. The starter system is a Plessey Liquid Fuel (iso-propyl nitrate) type is fully operational having been installed, new in February 1994. 4.4 Ejection Seats The Martin-Baker type 2H seat installed into the aircraft has been replaced by one of a higher modification state (Ex Hunter GA11 WT744). The seat Serial No. 10, including parachutes and survival pack has been serviced in accordance with manuals listed in section 6 below. Ejection procedures and envelope are specified in the Aircrew Manual.
4.5 Drop Tanks The aircraft type is capable of carrying 2 x 230 gallon jettisonable fuel tanks on the inboard pylons and 2 x 100 gallon jettisonable fuel tank on the outboard pylons. The inboard pylons only are installed on this aircraft and the outboard pylons and tanks will not be installed. The 230 gallon tanks on this aircraft are to be type E246600. Release is by electromechanically operated ERUs and envelopes are covered in the Pilot's Notes. The wiring is a separate circuit and two switches (appropriately guarded against inadvertent operation) in series have to be selected in order to jettison the tanks (in order to provide protection against single failure in the switch leading to undemanded jettison). The pylons and tanks, including the jettison systems have been serviced in accordance with the relevant Air Publications and are therefore able to be utilised if required with the proviso that jettison is only performed in the event of an emergency. 4.6 Weight and Balance The aircrafts weight is 14,360 lbs. The CG is at 0.45 in aft. Date of next weighing is 10 May 2012. 4.7 Electrical System In the event of generator failure, a dolls eye provides warning that battery power is being consumed. A load analysis confirms that battery duration is adequate for 30 mins flight (in accordance with Airworthiness Notice 88) in this event and load shedding procedures are contained in the applicants supplement to the Aircrew Manual. 4.8 Radio The following military radio equipment has been retained: No off Function Manufacturer 2 NAV/Comma KING 1 ADF KING 1 Transponder Cossor
4.9 Operational Aspects The Aircrew Manual states that the negative 'g' fuel traps provide capacity for "approximately 10 seconds" of negative 'g' flight. The brake parachute is not to be relied upon in order to enable planned landing at a field shorter than that which would be required without this parachute. The brake parachute is to be employed only to save wear on the undercarriage, tyres and brakes. The Mk 5D gaseous oxygen system is fully operational, as is the oxygen system on each ejector seat, and altitude will thus be limited by radio fit for compliance with the Air Navigation Order. The cabin pressurisation and anti-g systems are operational. 5 Manuals The complete set of manuals AP101B-1301 is available, which includes: AP101B-1301-15 Aircrew Manual (4th Ed Sept 1974 amended to AL3) AP101B-1301-14 Flight Reference Cards (Issue 7, Sept 1974 amended to AL5) AP101B-1301A-1A Hunter F6A Aircraft Servicing Manual AP102C-1503/1507-1 Avon Mk 207 Engine Maintenance Manual AP109B-0112 Issue 2 Seat Maintenance and Overhaul Manual AP101B-1302-4H Seat Installation 6 Noise certification A noise certificate is not required for this aircraft as it operates on a Permit to Fly. 7 Limitations and concessions Airframe and Engine limitations are given in AP 101B-1305 and 6-15 Aircrew Manual, except that those below are to be employed where they are different (* - to be placarded or otherwise marked on gauges): 7.1 Aerobatics are permitted in accordance with the Pilots Notes, but flick maneuvers and intentional stalling and spinning are prohibited. 7.2 Load factor: Clean +7/-3.75 g Empty 230 gallon drop tanks fitted +5/-3.75 g With fuel in 230 gallon drop tanks +4/-3.75 g Negative g is limited to 10 seconds duration only.
7.3 C of G to be between 1.0 inches forward of datum and 14.5 inches aft of datum. Datum is marked by a spigot in the main undercarriage bay. 7.4 Weights: Maximum take-off 25000 lb Normal landing 18500 lb Emergency landing weight 23400 lb 7.5 Airspeed limitations (see AP101B-1305 and 6-15) summary follows: * Max speed clean or 100 gall tanks inboard only 620 knots (no Mach limit) * Max speed, manual controls below 15000 ft 0.75 Mach (0.85M above 15000 ft) * Undercarriage operation/deployed 250 knots Flaps 0 to 38 300 knots (or 0.9M - lesser) * >38 and fully down 250 knots Max crosswind (dry runway) 25 kts (20 kts wet runway) *7.6 Engine limitations (see AP101B-1305 and 6-15) summary follows: Rating RPM JPT( C) Duration Take-off 8000 ±50 685 10 mins Intermediate 7800 660 30 mins Max.continuous 7600 630 - *7.7 Day VMC only. *7.8 No smoking. 7.9 Reliance is not to be placed on the brake parachute when planning a landing. It is not to be streamed before touchdown and the limit speed for streaming is 160 knots. 7.10 Fatigue is to be accounted in accordance with section 4.2 above after each days flight. *7.11 Altitude is limited to 10000 ft while the oxygen system is not operational.