The compressed air receivers were removed from both ‘donor’ aircraft. These would be taken to the Cavalry Unit HQ to be re-charged on their tyre inflator: one to be used for test purposes; the other to be fitted to the repaired Hurricane. The two Infantrymen, who had guided the party from the wadi to the hidden bunker, had also elected to stay overnight with us, which must be said made us all feel a little safer. The two soldiers also had the benefit of a radio link with their Command Post, and they were also good tea-makers! They gave aid to Sergeant Evans, the armourer, to attach charges to the two, now redundant, aircraft and to lay the signal wire with which to fire the explosives. A third charge was prepared and placed aside for the repaired Hurricane, should there be a problem.
By a little after midnight, the replacement radiator had been removed and checked for any obvious damage. After a short time, the faulty radiator unit and badly-damaged fairing was disconnected and removed from the aircraft to be repaired and, after a quick check around the radiator mountings and fuselage area to where it was to be fitted, the sound unit was lifted into position and secured. Now, while two fitters lay down for a well-earned rest, the remainder of the party took over the work of replacing and securing the fairings, cowling and panels, and generally tidying up.
The coolant system was partially refilled with a quantity of coolant saved from the other two aircraft. This was sufficient to fill the replaced radiator to enable it to be checked for leaks. As the oil cooler, which was part of the radiator assembly, also had been drained, oil brought with us from Sidi Azeiz was decanted and poured into the oil tank of the Hurricane to replace oil lost from it during the repair period. Finally, after a searching examination around the now-repaired aircraft by all the tradesmen, and with double-checks to anything that might offer problems, the immediate area around the inside of the bunker was cleared of tools and equipment. Loose rubbish was picked up and secured. All of the repair gang who were not needed for the final action were ferried away by the South Africans, leaving just Sergeant Evans, Corporal Jackson and me in the bunker. Finally, a Starter Accumulator Trolley was plugged in.
February 8
A change of gangs was made as daylight approached and, by midday, everything possible, with the obvious exception of an engine run-up, had been checked, re-checked and then double-checked and tested by the fresh crew. A practice of how the start-up and pre-flight procedure was to take place was carefully looked over by ‘Jacko’, who was acting the part of the pilot, and a plan of action for after the take-off was made. Having made sure of the action to be taken by all during the ‘start-up’ and pre-flight procedures, we settled down to a fitful sleep after a meal of tinned ‘meat and veg’ and a mug of the ever-needed ‘brew’.
The pilot was expected to arrive that evening, sometime after midnight, when he would be brought to the bunker. Those not needed for the start-up and take-off had been taken to the Infantry Command Post. Then, just before day-break, the pilot would be made comfortable in the cockpit
