A study of the British manufacturer’s efforts to get its Hunter aircraft into service following World War II. On September 2 1947, Hawker Aircraft Ltd figuratively and literally took to the air with their first jet design, the P.1040. Conceived in the latter days of the Second World War, and developed in the straitened times of post-war austerity, the aircraft allowed Hawker to explore the new technology before moving on to more ambitious programs. Rejected by the Royal Air Force, subsequent development of the aircraft allowed the Royal Navy to find in it a useful role at sea. As this project slowly wound its way through the government bureaucracy against a background of national insolvency, Hawker continued their research into more potent forms of jet travel with their first swept wing aircraft, the P.1052, their first rocket powered example, the P.1072, and, finally, the sleek, all swept P.1081. These essentially research aircraft gave the company the experience and expertise it required to produce a powerful, transonic fighter with which to equip the RAF for the defense of the UK and other friendly nations at a time when the Cold War threatened to engulf the world in a truly global nuclear conflict. That aircraft, the P.1067 Hunter first flew in 1951 and was, at the time, the fastest fighter in the world as evinced by gaining the World Airspeed Record in 1953 prior to entry into RAF service; at a stroke revolutionizing the potential of the UK’s air arm. Such was the haste with which this occurred that many teething problems remained to be resolved, as detailed here, but eventually the aircraft would become the day fighter of choice for many of the world’s air forces and remain in service for decades to come.

Down and Out in Paris and London is the first full-length work by the English author George Orwell, published in 1933. It is a memoir in two parts on the theme of poverty in the two cities, which was written deliberately in a non-academic tone. Its target audience was the middle and upper class members of society-those who were more likely to be well educated-and exposes the poverty existing in two prosperous cities: Paris and London. The first part is an account of living in near-destitution in Paris and the experience of casual labour in restaurant kitchens. The second part is a travelogue of life on the road in and around London from the tramp's perspective, with descriptions of the types of hostel accommodation available and some of the characters to be found living on the margins. Book Summary: After giving up his post as a policeman in Burma to become a writer, Orwell moved to rooms in Portobello Road, London at the end of 1927 when he was 24. While contributing to various journals, he undertook investigative tramping expeditions in and around London, collecting material for use in "The Spike", his first published essay, and for the latter half of Down and Out in Paris and London. In spring of 1928 he moved to Paris and lived at 6 Rue du Pot de Fer in the Latin Quarter, a bohemian quarter with a cosmopolitan flavour. American writers like Ernest Hemingway and F. Scott Fitzgerald had lived in the same area. Following the Russian Revolution, there was a large Russian emigre community in Paris. Orwell's aunt Nellie Limouzin also lived in Paris and gave him social and, when necessary, financial support. He led an active social life, worked on his novels and had several articles published in avant-garde journals.

In 1948, Hawker Aircraft, faced with new jet projects that could not use their existing airfield at Langley, began the process of searching for alternative accommodation for their flight-testing requirements. It would, however, take three hard years before Dunsfold Aerodrome would be made available by a reluctant Air Ministry and the company was able to launch its first jet aircraft design – the Sea Hawk – into series production for the Royal Navy, closely followed by the superlative Hunter. Hawker Aircraft would go on to produce nearly 2,000 Hunters before other projects came to the fore. As Hunter production continued in the late 1950s, the company looked to its successor – the Mach 2 capable air superiority fighter designated P.1121, though this would stall before flight in the wake of serious national financial shortfalls. With the loss of its premier project, the company came upon a radical new engine proposal and schemed an aircraft around it capable of vertical take-off and landing. While many decried the proposal, claiming it would never amount to anything, the Harrier would go on to prove the nay-sayers wrong as it came into its own during the Falklands War. Following the Harrier, Hawker Siddeley stepped into the competitive trainer aircraft market with the Hawk for the RAF. After completion of the RAF requirement, Hawk was sold into air arms across the world, including the US Navy, an incredible achievement for a UK design. British Aerospace then brought forth the Harrier GR.5, the UK version of the US AV-8B, a completely upgraded and improved Harrier. One might expect that this prolific output was the result of some massive industrial plant in the Midlands rather than an isolated aerodrome tucked in the rural hinterland of south Surrey. Surrounded for most of its existence by secrecy, due to the nature of its work, Dunsfold has largely escaped the notice of the general public. This work shines a light on the remarkable work carried out there.

When silent-film star Roscoe Arbuckle is accused of crushing an actress to death during a wild 1920s party, Pinkerton agent Dashiell Hammett struggles to sort out fact from fiction in an array of conflicting witnesses testimonies; a case that is further complicated by an influential newspaper's demand for a guilty verdict.

The Hurricane may not have been the prettiest or, the best performing aircraft, but it will always be seen as the aircraft we needed at the time, and thankfully, in high numbers. Its design had incorporated older, tried and tested technologies, but also took fighter design a little further forward as well. When George Bulman first took the prototype into the air at Brooklands on the 6th November 1935, the new Hurricane was presented to the world as a modern fighting monoplane. Fitted with eight guns, a retractable undercarriage and the ability to breach 300mph with ease, many journalists of the day commented that the peak of fighter performance had finally been reached. Despite the promise shown by the new fighter, the Air Ministry remained lethargic, even with the dark clouds of another world conflict approaching. It was thanks to the Hawker Aircraft Company beginning production without a solid contract that the RAF received the aircraft as early as they did. With 111 Squadron leading the way, only a handful of squadrons were equipped with the Hurricane on the outbreak of the Second World War. Thanks to sudden massive orders and a well-organised Hawkers, sub-contracting production to Gloster and General Aircraft, more squadrons rapidly became operational. Cutting their teeth during the Battle of France, it was during the Battle of Britain that the type excelled and undoubtedly formed the backbone of Fighter Command at the time. With technology advancing at high speed, the Hurricane was steadily overtaken by the Spitfire in the fighter defence role. However, it still remained the fighter of choice in North Africa and the Far East where it often fought against overwhelming Japanese odds. Despite a large number being shot down in these far flung conflicts, many were returned to the air after hasty repairs while more fragile designs would have been grounded permanently. A real workhorse in all respects, the Hurricane was adapted for the ground attack role with a modified wing that could carry bombs, high calibre cannon or drop tanks. The airframe's ability to take a great deal of punishment while flying these low-level operations meant that more pilots returned to base with heavy battle damage rather than having to face bailing out over occupied territory. While many were relegated to a host of second line units, the Hurricane fought on in the Far East, especially Burma, where the fighter wreaked havoc amongst the Japanese forces. There is no reason why this iconic aircraft should ever be overshadowed by another, for as Francis Mason stated: 'The Royal Air Force was glad to get the Spitfire...it had to have the Hurricane!'

A large number of fighter projects have been drawn by British companies over the last fifty years, but very few have turned into hardware, and very little has been published about these fascinating "might-have-beens". This book makes extensive use of previously unpublished, primary-source material-much recently declassified. It gives an insight into a secret world where the public has had little idea of what was going on, while at the same time presenting a coherent nationwide picture of fighter development and evolution. Particular emphasis is placed on tender design competitions and some of the events that led to certain aircraft either being canceled or produced. Some of the many and varied types included are the Hawker P.1103/P.1136/P.1121 series, and the Fairey "Delta III". The book includes many illustrations, plus specially commissioned renditions of "might-have-been" types in contemporary markings.