Hawker Hunter T. Mk8A ZU-CTN
We are delighted to be acting on behalf of Thunder City Aircraft Company (Pty) Limited in the sale of their fleet of Hunters, Buccaneers and Lightnings.
ZU-CTN is one of four Hunters we have listed and is a two-seat T. Mk8A version of this famous Cold War fighter.
Aircraft Type: Hunter T. Mk8A
Service Registration: XF967
This aircraft was built by Hawker Aircraft Ltd as a Hunter F4 and converted to a T7 and then T8B by the same company. Early records are incomplete however records as far back as 1974 indicate that the aircraft had been attached to several Buccaneer squadrons and OCU’s as a pretrainer for the Buccaneer. The student’s instrument cluster is the same as the Lightning and Buccaneer. It was in service with 208 Squadron based at RAF Lossiemouth until April 1993 when it was delivered to RAF Cranwell Engineering and Training Squadron and was kept in “ready” condition until early 1999. It was acquired by Thunder City during November 2000.
Aircraft Build Standard
The Hawker Hunter T8B is a two seat, side by side trainer/operational version of the single seat fighter monoplane powered by a Rolls Royce Mk 12201 turbine engine. This aircraft was built as an F4 and converted to a T7 and then T8B. The constructor’s number given above is that of the centre fuselage. Copies of the Hawker Aviation Ltd records define this build standard together with modification statement and statement of compliance with Special Technical Instructions current at the time. A detailed description of the aircraft may be obtained by reference to the publications listed in section 5.5 below.
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.
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.
A Mk14 Fatigue Meter has been fitted to the aircraft for its entire life (the current meter is serial number 2116-M-64 and the operational life consumed has been accounted for in accordance with AP101B-1302-1 Section 2 Chapter 3.)
At aircraft hours 5563.1 hours the FI was:
Part Serial No. FI FI FI
Centre Fuselage 41H-695343 38.203852 100 61.796148
Port Mainplane 41H/R/HABL 66.915134 111 44.084866
Stbd mainplane 41H/R/HABL 66.915134 111 44.084866
The installed engine Serial No. 6024/A654355, total hours run 109.2 was purchased from Ministry of Defence in February 2001. Records indicate that the engine was overhauled by Rolls Royce, East Kilbride on 29 June 1996, at which time the LP and HP discs and blades were replaced with new. The engine is within allowable life limits. The reconditioning life is 900 hours with a 'Hot Section' at 450 hours time since overhaul.
All Avon STI's and SI's have been adhered to. The engine is currently subject to a 20 year calendar life (between overhauls). MPD 1998-018 Top Temp Control Actuator has been complied with.
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.
A triple breech cartridge starter is fitted. Fire warning and extinguisher systems are provided and operational. The oil supply system limits negative 'g' to 10 seconds operation only.
The two Martin-Baker type 4HA(N) Mk 1 seats serial No's R123 and R93 have been serviced in accordance with AP109B-0131-12. The parachutes and survival packs have also been serviced in accordance with the relevant Air Publications.
The aircraft is cleared to carry 2 x 230 gallon drop tanks on the inboard pylons only provided no more than 4 g was applied with fuel in the tanks or 5 g with tanks empty.
Weight and Balance
The aircrafts weight is 14,748 lbs. The CG is at 0.219 in aft.
Date of next weighing is 26 June 2015.
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.
The following military radio equipment has been retained:
No off Function Manufacturer Type
1 VHF Comm Marconi AD120
1 UHF Marconi PTR 1751
1 Transponder Cossor SSR1520
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, as is windscreen de-icing.
Although not a formal limitation the MoD documentation covering release to service cautions that engine response will be degraded if rpm is allowed to fall below 4500 on approach.
The applicant has a complete set of manuals AP101B-1309 (previously referenced AP 4347) including Bay Servicing requirements and the following:
AP101B-1305 and 6-15 Aircrew Manual
AP101B-1311-14 Flight Reference Cards
AP101B-1302-1 Hunter T7 Aircraft Servicing Manual
AP 100E-01B Avon Mk 122 Engine Maintenance Manual
A noise certificate is not required for this aircraft as it operates on a Permit to Fly.
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):
Aerobatics are permitted in accordance with the Pilots Notes, but flick maneuvers and intentional stalling and spinning are prohibited.
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.
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.
Weights: Maximum take-off 25,000 lb
Normal landing 18,500 lb
Emergency landing weight 23,400 lb
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)
Engine limitations (see AP101B-1305 and 6-15) summary follows:
Rating % RPM JPT(°C) Duration
Take-off 96-97.5 690 10 mins
Intermediate 95.5 655 30 mins
Max continuous 92.5 625 -
Ground Idling 35-37 525 -
Recommend 4500 rpm minimum on approach.
Day VMC only.
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.
Fatigue is to be accounted in accordance with section 4.2 above after each days flight.
Altitude is limited to 10000 ft while the oxygen system is not operational.