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I remained at Cranwell for two years. During this time, apart from ceremonial duties (I was one of the thousands of servicemen who were involved in the funeral of Sir Winston Churchill, among other things) I was engaged in engineering work of one sort or another with the Chipmunks at the College. Apart from day-to-day servicing and marshalling, more in-depth servicing was carried out at regular flying hour intervals. We also had rectification work to carry out for any defects which might occur. At the end of my two years, I found I was posted overseas, to the MIddle East.

I was despatched to RAF Khormaksar, in Aden, and found that I was to be employed on Strike Wing, working on Hawker Hunters. When I arrived in Aden, in August 1965, there were 2 full Squadrons, No’s 8 and 43, and a flight, No 1417. These were all operating Hawker hunters of one mark or another. There were 3 marks in use in Aden. These were mainly FGA9, FR10 and T7. I was not involved in the daily serving of these aircraft as I was posted into the Scheduled Serving Flight.

The task of the SSF was to carry out all the servicings which were more involved than daily ones, such as Primary, Primary Star and Minor servicings. We were also involved in any major rectification work and the work involved in embodying modifications to the aircraft. As at this time I was slim and lightly built, I was usually tasked with jobs where small hands were needed, such as the modification programme on the locking part of the Aileron Hydro-booster. This was very exacting work, carried out by working through a very small panel in the underside of the wing. The work had to be carried out on all the aircraft and I seem to recall doing a large number of them (but that may be just my ageing memory playing tricks).

One memorable rectification job was when one of the Hunters had a bird-strike, which went down the port engine intake and through the wing structure into the undercarriage bay. Apart from the actual damage, which appeared quite extensive, the mess and smell from the bird’s remains were quite overpowering. It all had to be cleaned out before a proper assessment of the damage could be completed. I seem to recall that in the end it was decided to replace the port main-plane (wing), rather than to try to repair it on the aircraft. All of the work at Khormaksar was carried out in an open hangar, and so most of the time it was very hot. I suspect this was the main reason I stayed slim, as, like my colleagues, I was perspiring a large amount every working day!! More about Khormaksar in another article.