SERVICING THE HUNTER [Main Title]
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- Title: SERVICING THE HUNTER [Main Title]
- Film Number: AMY 278
- Other titles:
- Summary: A three-part RAF Instructional film focusing on the servicing programme for the Hawker Hunter F.2, including considerable detail of post-flight shut down, ground handling, servicing and start-up procedures. Two aircraft feature: prototype Hunter F.2, serial WB202 and Hunter F.2, serial WN919 in operational paint scheme and markings.
- Description: Reel one – 881ft. Begins with silver prototype Hunter F.2 ‘WB202’ in flight, followed by a Hunter in operational paint scheme and markings landing and taxying, serial ‘WN919.’ The pilot then carries out in-cockpit shut down procedure to safely secure the aircraft for ground handling, paying particular attention to the ejection seat safety pin and ensuring the ground brakes are applied before disembarking via a ladder positioned by ground personnel. A member of ground crew then enters the cockpit via the ladder, checking the ejection seat once again and the hydraulic brake pressure. It is stressed that the ejection seat safety pin must be checked by any member of personnel entering the cockpit. A demonstration of rectifying low braking pressure in the accumulators is then carried out using the hand pump by another member of the ground crew via an access panel in the fuselage under the port side wing. The film is then divided into sub-sections relating to post-flight procedure, including: ‘Safety Locks’ - securing the undercarriage, ‘Blanking Boards’ – covering the engine air intakes, outlet and other fuselage openings, and ‘Towing’ – demonstrating the method, equipment and personnel required to tow the aircraft both forwards and in reverse. During the towing procedure, a de Havilland Chipmunk is seen in flight in the background. Reel two - 772ft. ‘Hood’ - The flight controls are shown being secured both from within the cockpit and on the exterior flight surfaces by ground personnel. The procedures for the removal of the aircraft hood (cockpit canopy) and hood replacement are then demonstrated, including information on the location of the hood retaining bolts, sealing washers, and drainage holes on the port and starboard sides of the forward fuselage just below the cockpit. ‘Ejection Seat’ – This section features a comprehensive demonstration of ejection seat disassembly carried out by an armourer both within the cockpit and on a workbench, including parachute, dinghy and primary and secondary firing units. It is stressed that work on the ejector seat itself must be carried out by an armourer only. Reel three – 839ft. Continuation of the ejection seat procedures demonstrating the removal of the secondary cartridge, followed by the primary cartridge, noting safety warnings on components and the importance of replacing covers to exclude dirt. The armourer also demonstrates drogue shackle and static line removal, which first requires removal of the firing unit, followed by drogue and firing piston. Removal of the cartridge unit from the firing barrel is carried out on a workbench away from the aircraft, followed by piston refit. Meanwhile, ground checks undertaken by other tradesmen are briefly highlighted, including those carried out by wireless and radar technicians and a photographer checks the camera and lens in the nose. Undercarriage tyre pressures are then checked using a gauge, which we are reminded, must be used. A power-driven air compressor is needed if a top-up is required, demonstrated in use by two mechanics, one at the tyre and one operating the compressor unit. A reminder that high pressure tyres can be damaged and wheels need replacing is followed with the procedure and equipment required to change a wheel being demonstrated in detail, including; use of a four-ton hand jack for working on single wheels, wheel removal, checking brake drum wear, and refitting the wheel. Servicing which requires a full aircraft lift, such as undercarriage retract testing, is undertaken in a hangar with a five-ton jack at the nose and under each wing and a trestle and cradle supporting the tail section. End of part one. Reel four – 1010ft. ‘Fuel’ – The position of the Hunter’s fuel tanks in both early and later models is demonstrated. An animated diagram demonstrates the fuel delivery cycle from the tanks to engine being delivered by air pressure provided from the engine air compressor. The fuel cycle is also shown during refuelling with the low pressure cock closed, while fuel flows into the tanks and air in the tank is pushed out and released by vent valves. The processes illustrated in the diagram are then shown being carried out in practice by ground crew with a Hunter outside on the tarmac with a refuelling vehicle parked behind the aircraft. Reminders and demonstrations of precautions to take during these procedures, including spark and fire prevention measures prior to, during and after fuelling feature throughout. These focus on establishing correct earth points and removal of static from the refuelling nozzle by touching the end on various parts of the aircraft except the refuelling orifice. The coupling process is demonstrated, the position of the orifice on the aircraft and the use of a clockwork mechanism to maintain the flow of fuel to the refuelling valves are shown. Gauges show fuel pumped, which stop when the tanks are full, and the figure shown on the fuel gauges in the cockpit are compared by the ground crew with those on the refuelling vehicle. The importance of ensuring the aircraft battery master switch is ‘off’ as soon as refuelling is complete is noted in order to prevent battery discharge. Procedure for de-coupling of the refuelling apparatus from the aircraft, followed by the hose being reeled back into the vehicle is then demonstrated. Draining the tanks is also shown, utilising the same precautions as for fuelling, with the addition of an external air supply being attached to an external point on the spine of the fuselage to provide support to the flexible rubber tanks under suction and to prevent collapse. A cabin test rig is used for this procedure, but it is stressed that the same hose must never be used for cabin pressure testing as that used for fuel draining. Ground crew ensure the de-fuelling control on the fuelling vehicle is set, the low pressure cock in the cockpit is ‘off’, and the low pressure cock accessed via the engine starter access door is set ‘open,’ all of which are demonstrated. The cabin test rig and fuelling pump are then started and the fuel drains to the fuelling vehicle. When the tanks are empty, the gauges in the cockpit are checked, the procedure is complete and the hoses are removed. Reel five - 816ft. Continuation of fuel draining procedure, with the fuel hose shown being disconnected from the coupling in the port undercarriage bay. Fuel / water contamination is examined and six small drain valves located in various points on the lower fuselage are identified. These valves are used to take samples to test for contamination, the procedure for which is demonstrated. ‘Hydraulics’ – Aircraft shown raised off the ground in a hangar, the hydraulic system controls the Hunter’s landing gear, wheel brakes, landing flaps, power assisted elevators, power assisted ailerons and air brakes. Each of these are demonstrated in use; first the controls are shown being operated in the cockpit, followed by exterior views showing the components in operation. Diagram – hydraulic system flow and components including reservoir, pump, filter, control valves and electric switch. This is followed by an in-cockpit view showing system controls. Operation of the system on the ground is facilitated by use of a hand pump incorporated into the system, which is shown being operated. Emergency hydraulic power is supplied by accumulators; the location, operation and checking of which is demonstrated. Recharging procedure is demonstrated using external compressed air cylinders attached to the hydraulic brake system found in the port side of the nose wheel bay, the aileron charging system found in the starboard main undercarriage bay, and elevator assistor via a hatch in the lower front port side of the dorsal fin. The recharging procedure is then demonstrated via these locations. The hydraulic fluid reservoir, shown being accessed via the engine starter access door in the lower fuselage is then checked and refilled by air pump. Reel six – 670ft. The hydraulic system refill procedure is continued, with a cautionary reminder that any fluid spilled during the procedure should be removed immediately because it can cause damage to paint, rubber and other components. The system is then shown being charged following refill by use of hand pump. In the cockpit, checks of the elevators and ailerons are made, first by switching controls to manual, followed by engaging the power and repeating the operation. Views of both inside the cockpit to show the controls being operated, and exterior control surfaces responding to control input are shown. Four emergency air bottles behind the pilot’s seat are identified, two supply the alighting gear and flaps, the other two are anti-G pressure bottles supplying the pilot pressure suit. It is essential to ensure these bottles are full before each flight, the controls and level gauges are shown inside the cockpit to check the levels. If a recharge is required, all four may be charged via a common system valve located in the radio access door. A special reminder that if either emergency system is used (alighting gear or emergency flaps), it is necessary to bleed and re-prime the entire hydraulic system. ‘Oxygen’ - Two oxygen cylinders mounted in the starboard side nose of the aircraft are identified by a mechanic. Inside the cockpit, the oxygen pressure gauge is shown as the narrator informs us that if the reading is less than 7/8ths full, the cylinders may be recharged in-situ. As the mechanic works on the coupling for the oxygen cylinders with a spanner, the narrator warns that any tools used on the oxygen system must be kept free of oil and grease. After the oxygen supply is connected to the aircraft, the oxygen level gauge in the cockpit is then shown to rise. ‘Batteries’ Two 12-volt batteries are shown mounted on a platter in the forward fuselage radio bay. Before removal, the battery isolating switch located in the cockpit is shown being switched off. The battery disconnection procedure is then demonstrated by a mechanic, followed by removal and replacement. A special warning on the importance of wiping up any spilled battery electrolyte and taking anti-corrosion precautions is included. ‘De-Icing Fluid’ Exterior view of the forward section of the aircraft outside, followed by a close view of a small access panel on the port side, below and forward of the cockpit, behind which is the de-icing tank filler cap. A demonstration of the filling procedure and information on the fluid used follows. ‘Engine Oil’ The engine oil filler and oil level dipstick is shown located on the upper surface of the port wing root. A mechanic crouched on a protective mat spread over the wing checks the oil level while the narrator provides information on the correct specification of oil to be used and warns that great care must be taken to avoid spillage because the oil is destructive to many materials. Engine oil refilling procedure is then carried out. Reel seven - 956ft ‘Accessories Gear Box Oil’ An access door for the accessories gearbox oil is shown located under the central fuselage. A mechanic carries out an oil level check, followed by a refill using a force-fed oil filler can. Commentary provides information on the procedure, equipment and specification of oil being used. ‘Cold Air Unit Oil’ - The cold air unit oil must be kept topped up with oil and checked using the dipstick and refilled via the receptacle located on top of the fuselage. A mechanic carries out a level check and refill using the same force feed filler can and oil used for the accessories gear box. ‘Re-Arming’ - The aircraft is shown positioned outside, pointed and parked in the authorised safety lane direction. To begin the procedure, a view inside the cockpit shows the gun button being set to ‘safe.’ A detailed demonstration of the procedure is then carried out by a team of three mechanics, including: removal of the air scoop and empty case chutes, disconnection of the gun package power supply and gun heating pipe, removal of barrel case, attachment of hoists into their locators either side of the fuselage in front of the engine air intakes, the positioning of slings and tightening around the fuselage, a fuselage steady strut and gun package cradle being positioned, followed by final unlocking of gun package and lowering onto the gun package cradle, which is then removed from the aircraft by the three mechanics. Once again working as a team, the mechanics then demonstrate gun package replacement and reassembly, which is a reversal of removal including: re-insertion of the gun barrels and gun heating pipe and reconnection of the power supply, which an electrician then checks. Ejection chutes are then re-attached to the gun package, the air scoop is re-fitted and air scoop power supply reconnected. Finally, the access panels are fitted and secured. Reel eight - 852ft. Reel opens with the aircraft being towed towards the camera by a Land Rover, guided by ground marshalling signals, with a member of ground crew positioned at each wing tip. Towing ceases and safety precautions are explained and demonstrated. A suitable area must be used when running the engine to prevent damage and there must be no rags, paper or debris near the air intakes and no aircraft or building within 100ft of the aircraft. In addition, there should be solid ground such as concrete to the rear and the aircraft should be pointed into the wind and chocks placed in front of the wheels. The engine is started by cartridge, the replacement procedure for which is demonstrated by a corporal who loads the cartridges into the twin-breach cartridge holder on the engine starter via the starter access door under the fuselage. A long shot of the aircraft follows and two ground maintenance personnel approach, who demonstrate removal of engine intake and jet outlet blanking boards, check for foreign objects and replace the blanking boards with safety guards. A member of ground crew is seen placing a fire extinguisher near the aircraft as the fitter climbs the ladder on the port side, checks the ejection seat safety pin (a procedure which the narrator stresses should be natural to anyone who needs to enter the cockpit) and climbs in. Inside the cockpit in first person view, the fitter then carries out full engine start-up procedure in considerable detail including the procedure to follow should a cartridge fail to start the engine, for setting the correct engine ground idle speed, and to check jet pipe temperature, oil pressure, hydraulic pressure, and fuel transfer. After a short idle, a full throttle engine test is carried out, checking maximum rpm, jet pipe temperature and oil pressure at maximum rpm, are all within specified limits. Engine shut down procedure is then demonstrated, including closing the throttle to allow the engine to idle for a short time to stabilise engine temperature, switching off the fuel booster pump switches, and ensuring the high pressure cock is ‘off.’ Before leaving the aircraft, the fitter checks the low pressure cock is ‘off’, the engine master switch is ‘off’ and the brakes are ‘off.’ Outside the aircraft, two ground personnel approach and place a ladder to the port side of the cockpit and secure the forward undercarriage.
- Alternative Title:
- Colour: B&W
- Digitised:
- Object_Number: AMY 278
- Sound: Sound
- Access Conditions:
- Featured Period: 1946-1975
- Production Date: 1955
- Production Country: GB
- Production Details: Air Ministry (Production sponsor) Topical Film Company (Production company)
- Personalities, Units and Organisations:
- Keywords:
- Physical Characteristics: Colour format: B&W Sound format: Sound
- Technical Details: Format: 35mm Number of items/reels/tapes: 8 Footage: 6796ft; Running time: 76 mins
- HD Media:
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