The above photographs, by Leslie Hammond, are of the P1067 prototype WB188.
The above 2 photos were published in AIRCRAFT RECOGNTION Journal in April 1953
The above 4 photos were published in AIRCRAFT RECOGNTION Journal in July 1955. Lower left is WT594 a 54 Squadron aircraft, upper left is unknown, upper right is unknown and lower right is WT622 aircraft 'G' of 43 Squadron.
Above is a F6A Hunter photographed by Tim Hammond at Duxford on 21 May 2006. It is XE627 which was aircraft 'T' with 65 Squadron which flew Hunters until March 1961. It was built as part of the second production batch of 100 aircraft.
Behind it may be seen the front fuselage and fin of a Lightning F1, the successor to the Hunter. The Lighting is XM135, the first production aircraft, which was aircraft 'B' of 74 Squadron, the first to fly the Hunter F6 from October 1956.
Above are two more views of XE627 photographed by Tim Hammond at Duxford on 21 May 2006. The lefthand photo shows that it was not fitted with the Gun Blast Deflector modification. In the righthand photo, the hole above the nose radome is for the gun camera.
The Hunter is a single engine jet propelled mid wing fighter aircraft designed to specification F3/48 and had the Hawker project numberP1067. Its design used experience gained with the P1052 and P1081 experimental aircraft and it retains their biforcated wing root air intake configuration. The wing has a leading edge sweep of about 43 degrees and trailing edge sweep of about 25 degrees giving about 39 degrees at quarter chord. The wing thickness to chord ratio is about 6 % from root to tip. The tailplane and fin are also swept.
There is an Ecko gun ranging radar in the nose of the fuselage. The aircraft is rearmed by detaching the barrels, changing the four 30mm ADEN cannon gun pack which includes 574 rounds of ammunition and reattaching the barrels. The original design had fuel tanks only in the fuselage, between the pilot and the engine, and wing tanks were added during development. The main wheel track is 14 feet 9 inches and the nose wheel retracts forwards. The original design used the flaps as air brakes but during development, a different under rear fuselage design was adopted. The F2 and F5 were powered by the Armstrong Siddeley Sapphire, all other Marks by the Rolls-Royce Avon.
This first flew on 29 July 1951, powered by a 6,500 lbst Avon 103 and first exceeded Mach 1 in April 1952. It was modified in 1953 to become the only Mark 3.
The P1067 exhibited a number of problems which had to be resolved before the F1 was at an acceptable standard for Service:
Longitudinal handling at high speed, this was one of the serious problems on the early Mark 1 and Mark 2 and required extensive modifications to the tailplane and elevator and the introduction of fully powered flying controls.
Cockpit misting on long descents, the solution to this is not known to me.
Ejected 30mm shell links damaging the fuselage, this was resolved by the addition of two link collection fairings under the front fuselage.These were retrofitted to some of the Marks 1 and were standard from Marks 4 and 5 onwards.
Operation of flaps as air brakes causing a pitch problem, this was resolved by the addition of a new design of air brake under the rear fuselage.
At altitudes above 30,000 feet, injestion of gun firing gasses causing engine surge, this was cured by a simple modification, see the following excerpt from a letter to me from Neville Duke:
The P1067 exhibited a number of problems which had to be resolved before the F2 was at an acceptable standard for Service:
Longitudinal handling at high speed, this was one of the serious problems on the early Mark 1 and Mark 2 and required extensive modifications to the tailplane and elevator and the introduction of fully powered flying controls.
Cockpit misting on long descents, the solution to this is not known to me.
Ejected 30mm shell links damaging the fuselage, this was resolved by the addition of two link collection fairings under the front fuselage.These were retrofitted to some of the Marks 1 and were standard from Marks 4 and 5 onwards.
Operation of flaps as air brakes causing a pitch problem, this was resolved by the addition of a new design of air brake under the rear fuselage.
For an attempt on the world air speed record, the P1067 prototype WB188 was modified with a pointed nose, airbrakes either side of the fuselage under the fin and fitted with an Avon RA7R which had a static thrust of 7,130 lb and 9,600 lb with afterburner on.
On 7 September 1953 the flight was made in the morning, to avoid excessive turbulence at the required atitude of not more than 328 feet throughout the flight, in both directions over a course of 3 km above the sea near Littlehampton. An average speed of 727.6 mph (Mach 0.943) was achieved and the world air speed record gained.
On 19 September 1953 the aircraft gained the 100 km closed circuit speed record at 709.2 mph (Mach 0.---) at an ambient temperature of -- degrees C. For a full account of the world air speed record flight see Neville Duke's Book of Flying, Neville Duke and Edward Lanchbery, Cassel and Company Ltd, 1954. The aircraft took off from and landed at RAF Tangmere, West Sussex, and is now on display at the Tangmere Air Museum.
The F4 had the fuel capacity increased to 414 gallons compared to the 334 gallons of the F1 and also the addition of a pylon under each wing capable of carry a 100 gallon drop tank. They introduced the under fuselage link collection fairings. They were also retrofitted with the outer wing leading edge extension first introduced by the F6.
The F5 had the fuel capacity increased to 388 gallons compared to the 314 gallons of the F2 and also the addition of a pylon under each wing capable of carry a 100 gallon drop tank. They introduced the under fuselage link collection fairings. They were also retrofitted with the outer wing leading edge extension first introduced by the F6.
The Mark F6 is powered by the the 10,000 lbst Rolls-Royce Avon 203, giving about a third more thrust than the F4 engine, though the internal fuel capacity was reduced by 24 gallons to 390 gallons. Drop tanks can also be fitted with a 100 gallon tank on each inboard pylon and a 100 gallon tank on each outboard pylon.
The F6 could be fitted with up to four underwing pylons capable of carrying a range of weapons or drop tanks. Rockets could also be fired from stations under the outer wings. The F6 introduced the outer wing leading edge extensions to overcome a pitch up problem, increasing the wing area by 9 square feet. The extensions caused a discontinuity of the for and aft air flow which had the same effect as wing fences and reduced span wise airflow which was causing tip stalling.
Based on the F4, the T7 has a two seat side by side cockpit with dual controls in a wider and longer front fuselage. The armament is reduced to two or one 30mm ADEN cannon. It was fitted with the outer wing leading edge extention and the F6 tailplane modification. Some were new manufacture and some modified from the F4.
Based on the T7, the T8 was for Royal Navy use as their advanced trainer. It was strengthened to have an arrester hook for use at Royal Navy Air Stations (RNAS) and the T8 was not landed on aircraft carriers. The radio compass and DME (radio distance measuring equipment) were deleted.
The T8B was fitted with a full Tactical Air Navigation System (TACAN) radio-navigation system, Integrated Flight Information System (IFIS), no cannon and no ranging radar.
The T8C was fitted with partial TACAN, no IFIS and no cannon or ranging radar.
The T8M was fitted with the Ferranti Blue Fox radar (for the Sea Harrier) fitted in a pointed nose.
Converted from the F6, the FGA9 was modified with strengthened wings for low level operation, extra oxygen for long ferry flights, improved cockpit air conditioning and a tail parachute to reduce landing runs.
Converted from the F6, the FR10 had one forward looking camera (in place of the gun ranging radar) and two oblique cameras, all mounted in the nose. Cockpit floor armour and a pilot voice recorder were added. It also had the tail braking parachute.
The GA11, which first flew on 24 January 1962, was converted from the F4 and used by the Royal Navy for weapon training. The 30mm ADEN cannon were deleted and the gun ports faired over. It was strengthened to have an arrester hook for use at Royal Navy Air Stations (RNAS) and the T8 was not landed on aircraft carriers. It had the outer leading edge wing extensions and some had the 4 pylon wing. Most were fitted with a Harley light mounted in the nose for increased visiliity.
Some of the GA11 were modified to have the FR10 camera nose.
Converted from a F6, the T12 had a two seat side by side cockpit with dual controls in a wider and longer front fuselage. The armament is reduced to two or one 30mm ADEN cannon. There was only one T12 but it was the prototype of the widely used export T66.
A total of 1968 production Hunters were made of which 1252 were constructed by Hawker, 269 by Armstrong Whitworth and 447 by the Dutch & Belgium Consortium.
| Mark | Prototype First Flight | First Production | Last Production | Total Production | Notes |
F1 |
20 July 1951 | 16 May 1953 | - | 139 | Built by Hawker. |
F2 |
30 November 1952 | 14 October 1953 | - | 45 | Built by Armstrong Whitworth. |
F4, F50. F51 & F52 |
20 October 1954 | - | - | 725 | 515 built by Hawker. |
F5 |
19 October 1954 | - | - | 105 | Built by Armstrong Whitworth. |
F6, F56 & F58 |
22 January 1954 | 11 October 1955 | 9 July 1957 | 853 | 497 built by Hawker. |
T7 & T53 |
8 July 1955 | 11 October 1957 | - | 69 | Built by Hawker. |
T8 |
- | - | - | 10 | Built by Hawker. |
T66 |
17 November 1956 | - | - | 22 | Built by Hawker. |
| Mark | Converted From | First Converted | Last Converted | Total Converted | Notes |
3 |
First prototype WB188 | - | - | 1 | Fitted with pointed nose, side airbrakes and afterburner for the World Speed Record flights in September 1953. |
F6A |
F6 | - | - | 24 | The F6A had provision for 230 gallon drop tanks carried on the inner pylons and an uprated Avon 207 engine. |
T7 |
- | - | - | - | - |
T8 |
- | - | - | - | - |
FGA9 |
F6 | 3 July 1969 | - | 128 | - |
FR10 |
F6 | 7 November 1958 | - | 33 | - |
GA11 |
F4 | 24 January 1962 | - | 37 | - |
PR11 |
F4 | - | - | 3 | - |
T12 |
F6 | 17 November 1956 | - | 1 | Built by Hawker. |
Export T |
F4 | - | - | 6 | - |
| Marks | Numbers | Dates | Notes |
F1 | 139 | Jul 1954-1955 | The F1 entered service trials at the Central Fighter Establishment (CFE), Air Fighting Development Unit (AFDU) at West Raynham in July 1954. The F1 served with only three squadrons, Number 43 based at Leuchars from July 1954, Number 222 also at Leuchars from December 1954 and Number 54 at Odiham from March 1955. They were all based in the United Kingdom, saw no action and were soon replaced by the Mark F4. The last F1 Squadron was Number __ which converted to the F4 in_. |
F2 | 45 | Sept 1954-1955 | The F2 entered service trials at the Central Fighter Establishment (CFE), Air Fighting Development Unit (AFDU) at West Raynham in 1954. The F2 served with only two squadrons, both based at Wattisham, Number 257 from September 1954 and Number 263 Squadron later that year. They were both based in the United Kingdom, saw no action and were soon replaced by the Mark F5. The last F2 Squadron was Number __ which converted to the F5 in_. |
F4 | 365 | Mar 1955- | The F4 entered RAF service with Number 54 Squadron in March 1955. It served with Numbers 3, 4, 14, 20, 26, 43, 54, 66, 67, 71, 92, 93, 111, 112, 118, 130, 222, 234 and 247 Squadrons in the United Kingdom and Germany. The last F4 Squadron was Number __ which converted to the F6 in_. |
F5 | 105 | Apr 1955-1958 | The F5 entered RAF service with Number 263 Squadron in April 1955. It later also equipped Numbers 1, 34, 41 and 56 Squadrons. |
F6 | 360 | Oct 1956-Dec 1962 | The F6 entered RAF service with Number 74 Squadron in October 1956. The F6 served with Numbers 1, 4, 14, 19, 20, 26, 43, 54, 56, 63, 65, 66, 74, 92, 111, 208, 247 and 263 Squadrons in the United Kingdom, Germany and in the Middle East. The last F6 Squadron was Number 14 which disbanded in December 1962. |
T7 | 45 | Oct 1958-Mar 1994 | The T7 entered service with Number 229 Operational Conversion Unit (OCU) at Chivenor, Number 234(R) Squadron being the first equipped in October 1958. Later it also served with 229 OCU Squadrons 63(R) and 79(R). A single T7 was later on the strength up to 26 operational Hunter Squadrons. The last Squadron was Number 208 which operated the T7 until March 1994. |
FGA9 | 128 | Jan 1960-Dec 1971 | The first squadron was Number 8 from January 1960. The FGA9 subsequently also served with Numbers 1, 20, 43, 54, 66 and 208 Squadrons in the United Kingdom, Africa, the Middle East and the Far East. |
FR10 | 32 | Sep 1960-Apr 1971 | The FR10 entered service in Germany with Number 79 Squadron in September 1960 and this was renumbered as Number 4 Squadron on 1 January 1961. The only other Squadron was Number 2 also based in Germany, equipped with the FR10 from March 1961. |
The above figure shows the number of RAF Hunter squadrons from the first, number 43 in July 1954, to the last, number 208 in March 1994. Although 39 RAF squadrons (listed below) were at some time equipped with the Hunter, the most at one time was 29 squadrons in February and April 1957. The following Table shows the first and last Squadrons and Dates for the RAF for the different Marks.
| Mark | F1 | F2 | F4 | F5 | F6 | T7 & T8 | FGA9 | FR10 | |
First Squadron |
43 | 257 | 54 | 263 | 74 | 234(R) | 8 | 79 | |
Last Squadron |
- | - | - | - | 14 | 208 | 8 | 2 |
The following 39 Royal Air Force squadrons flew the Hawker Hunter at some time:
| Squadron | From | To | Squadron | From | To | |
1 |
October 1955 | July 1969 | 2 |
March 1961 | April 1971 | |
3 |
May 1956 | June 1957 | 4 |
- 1955 | December 1960 | |
8 |
January 1960 | December 1971 | 12 |
October 1969 | July 1993 | |
14 |
- 1955 | December 1962 | - |
- | - | |
19 |
October 1956 | December 1962 | 20 |
May 1957 | December 1960 | |
26 |
June 1958 | December 1960 | 28 |
May 1962 | January 1967 | |
34 |
October 1955 | January 1958 | 41 |
July 1955 | January 1958 | |
43 |
July 1954 | October 1967 | 45 |
August 1972 | July 1976 | |
54 |
March 1955 | September 1969 | 56 |
May 1955 | December 1960 | |
58 |
August 1973 | June 1976 | 63 |
October 1956 | October 1958 | |
65 |
December 1956 | March 1961 | 66 |
March 1956 | September 1960 | |
67 |
January 1956 | May 1957 | 71 |
May 1956 | May 1957 | |
74 |
March 1957 | July 1960 | 79 |
September 1960 | January 1961 | |
92 |
April 1956 | March 1963 | - |
- | - | |
93 |
January 1956 | December 1960 | 98 |
April 1955 | July 1957 | |
111 |
June 1955 | April 1961 | 112 |
May 1956 | May 1957 | |
118 |
May 1955 | August 1957 | 130 |
April 1956 | May 1957 | |
208 |
January 1958 | March 1959 | 222 |
December 1954 | November 1957 | |
234 |
May 1956 | July 1957 | 245 |
March 1957 | June 1957 | |
247 |
June 1955 | December 1957 | 257 |
September 1954 | March 1957 | |
263 |
April 1955 | July 1958 | - |
- | - |
| Numbers | Marks | Dates | Notes | ||||
27 | T8 | Dec 1958 - Jul 1972 | The T8, T8B and T8C were Royal Navy advanced trainers which replaced Vampires and Sea Furies and served with 764 Squadron RNAS. 37 GA11 Jul 1962 - 1995 The GA11, which first flew on 24 January 1962, was used for guided weapon training by 764 Squadron RNAS until July 1972 and with the Fleet Requirements & Air Directing Unit (FRADU) at RNAS Yeovilton until 1995. The Harley light was to make the aircraft easier to see during training exercises. |
| Country | Numbers | Marks | Dates | Notes |
Abu Dhabi |
7 | FGA76 | 1970-83 | The FGA76 was based on the FGA9, the FGA76A on the FR10 and the T77 on the T7. |
Belgium |
112 | F4 | 1956-59 | The Hunter F4 entered service in June 1956 with number 7 Squadron and it later also equipped numbers 8, 9, 22, 26, 348 and 349 Squadrons. The last Hunter F4 was retired in 1959. |
Chile |
28 | FGA71 | 1968-74 to 95 | The FGA71 was based on the FGA9, the FR71A on the FR10, the T72 and the T67 on the T12. |
Denmark |
30 | F51 | 1955-74 | The F51 was based on the F4 and the T53 on the T7. |
Holland |
96 | F4 | 1956-64 | Royal Netherlands Air Force operated the Hawker Hunter F Mk4 between 1956-1964, and the Hawker Hunter F Mk.6 between 1957-1968. They equipped numbers 306, 322, 323, 324, 325, 326 and 327 Squadrons. Some of the F6s were modified to fire two Sidewinder Air-Air missiles, one from each outer wing pylon. |
India |
160 | F56 | 1957- | The F56 was based on the F6, the F56A on the FGA9 and the T66 on the T12 |
Iraq |
15 | F6 | 1958- | The FGA59 and FGA59B were based on the FGA9, the T69 on the T12 and the FR59B on the FR 10. |
Jordan |
12 | F6 | 1958- | The FGA73, FGA73A and FGA73B were based on the FGA9 and T66B on the T12. |
Kenya |
4 | FGA80 | 1974-79 | The FGA80 was based on the FGA9 and T81 on the T12. |
Kuwait |
6 | FGA57 | 1965-76 | The FGA57 was based on the FGA9 and T67 on the T12. |
Lebanon |
6 | F6 | 1958- | The FGA70 and FGA70A were based on the FGA9 and the T66C was based on the T12. |
Oman |
- | F6 | 1976-93 | The FGA73 was based on the FGA9. |
Peru |
16 | F52 | 1956-80 | The F52 was based on the F4 and the T62 on the T7. |
Qatar |
3 | FGA78 | 1971-81 | The FGA78 was based on the FGA9 and the T79 was based on the T7. |
Rhodesia/Zimbabwe |
12 | FGA9 | 1962- | The FGA80 was based on the FGA9 and the T81 based on the T12. |
Saudi Arabia |
4 | F60 | 1966-68 | The F60 was based on the F6 and the T66 was based on the T12. |
Singapore |
12 | FGA74 | 1970- | The FGA74 was based on the FGA9, the FR74A and FR74B on the FR10 and the T75 and T75A on the T12. |
Somalia |
4 | FGA76 | 1983-91 | The FGA76 was based on the FGA9, the FGA76A on the FR10 and the T77 on the T7. |
Sweden |
120 | F50 | 1955-66
The F50 was based on the F4. | |
Switzerland |
100 | F58 | 1959- | The F58 was based on the F6, the F58A on the FGA9 and the T58 on the T7. |
The following photo by Tim Hammond is of an ex Swiss Air Force Hunter Mark F58, serial J-4058 operated by Haker Hunter Aviatiion. It was seen at Duxford on 21 May 2006. Notable are the gun blast deflectors and the 230 gallon drop tanks.
Above left are drawings of the P1067 prototype, published AIRCRAFT RECOGNTION Journal in April 1953. Above right are drawings of the F6, by Tim Hammond.
Above are drawings of the T7 by Tim Hammond.
Speed and climb performance figures are for aircraft without external tanks, or other stores. The specific range in Miles per Gallon (mpg) will be less with external tanks as they will cause extra drag and the added weight of the aircraft will also cause extra drag, as the aircraft will have to fly at a higher incidence.
As an aircraft lightens during flight, its performance will increase. For a valid comparison between different aircraft and marks of the same aircraft, performance figures should be corrected to the performance that would apply at an average weight. I do not know whether this has been done for the following figures, which are to the nearest integer.
| Mark | F1 | F2 | F4 GA11 PR11 | F5 | F6 | T7 T8 | FGA9 | FR10 | T12 |
| Span ft : In Length ft : In Height ft : In Wing Area Sq ft | 33 : 8 13 :2 45 : 11 340 | 33 : 8 13 :2 45 : 11 340 | 33 : 8 13 :2 45 : 11 349 | 33 : 8 13 :2 45 : 11 349 | 33 : 8 13 :2 45 : 11 349 | 33 : 8 13 :2 48 : 11 349 | 33 : 8 13 :2 45 : 11 349 | 33 : 8 13 :2 46 : 1 349 | 33 : 8 13 :2 48 : 11 349 |
| Weights in klb Empty Normal Loaded Maximum Loaded | - 12.128 16.200 - | - 11.973 16.200 - | - 12.453 17.100 - | - 12.453 17.100 - | - 12.760 17.750 24.00 | - 13.360 17.200 - | - 13.010 18.000 26.60 | - 13.100 18.090 - | - 13.580 17.420 - |
| Level Mach Number Level Speed mph At Sea Level (SL) At 36kft | 0.94 - 702 620 | 0.94 - 705 620 | 0.94 - 702 620 | 0.94 - 705 620 | 0.95 - 715 627 | 0.92 - 694 607 | 0.95 - 715 627 | 0.95 - 715 627 | 0.93 - 700 614 |
| SL climb Rate : kfpm Climb Rate : kfpm at kft Mins to 45kft Service Ceiling kft (500 fpm) Absolute Ceiling kft | - - - 9.85 50.0 - - | - - - 8.20 50.0 - - | - - - 9.85 50.0 - - | - - - 8.20 50.0 - - | 17.2 - - 7.50 51.5 - 54.5 | - - - 12.50 47.0 - - | 17.2 - - 7.50 51.5 - 54.5 | 17.2 - - 7.50 51.5 - 54.5 | - - - 10.20 48.9 - - |
| High Altitude Range miles Internal Fuel Galls F1=334, F2=314 F4, T7 & T8=414 F5=388 F6, FGA9, FR10, T12=390 | |||||||||
| High Altitude Ferry Range miles External Fuel Galls 200 400 460 660 | - - - - | - - - - | - - - - | - - - - | >1070 >1430 >1540 1900 | - - - - | >1070 >1430 >1540 1900 | >1070 >1430 >1540 1900 | - - - - |
| Engine Manufacturer Engine Name Engine Mark Static Thrust klb | Rolls -Royce Avon 107 7.55 Armstrong | -Siddeley Sapphire 101 8.00 Rolls-Royce | Avon 114 7.55 Armstrong | -Siddeley Sapphire 101 8.00 Rolls-Royce | Avon 203 10.00 Rolls-Royce | Avon 122 8.00 Rolls-Royce | Avon 207 10.15 Rolls-Royce | Avon 203 10.00 Rolls-Royce | Avon 203 10.00 |
| Number of 30mm ADEN Guns with 144 Rounds each and firing 1400 rounds per minute | 4 | 4 | 4 | 4 | 4 | 1 or 2 | 4 | 4 | 1 or 2 |
| Mark | F1 | F2 | F4 GA11 PR11 | F5 | F6 | T7 T8 | FGA9 | FR10 | T12 |
Wing Pylon |
. |
These are listed in Hunter Survivors.
By Tim Hammond
August 2010
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