Hawker Hunter WV267 was built at Kingston-upon-Thames as a Hunter F.4 for the Royal Air Force, and it took its first flight on 5th May 1955 in the hands of Duncan Simpson. Delivered to the RAF a few weeks later, WV267 entered service with RAF 93(F) Sqn. based at Jever airfield in West Germany as aeroplane 'R'. It later had spells with RAF 247(F) Sqn based at Odiham and 98(F) Sqn at RAF Jever, before it was withdrawn from service and subsequently placed in store back in the UK.

Transferred to the Royal Navy, and refurbished as a GA.11 by Hawker Aircraft Ltd under contract, WV267 flew in its new guise for the first time on 14th March 1963, It was delivered to Short Brothers' Belfast base on 1st April the same year, and remained in Northern Ireland aside from a short spell at RNAS Brawdy until August 1964. The aeroplane then joined 738NAS (Navy Air Squadron) as aeroplane '788' complete with 'BY' shore code on the tail fin, remaining in use until September 1967 when it was moved to 5MU for maintenance. It returned to Brawdy in September 1968 and was operated briefly without squadron markings, but was on the move once more a month later, bound for RNAS Lee-on-Solent to be fitted with a Harley light.

WV267 joined RNAS Yeovilton's Station Flight on 18th February 1969, but once more its stay was short as it became the first Hunter to join Airwork's Fleet Requirements Unit (FRU) at Hurn on 28th March. The call-sign '833' was used by the aeroplane throughout the remainder of the year, until WV267 moved to 5MU Kemble for further modernisation on 9th December 1969. It returned to Hurn as aeroplane '836' on 14th May 1971, and moved with the FRU to Yeovilton in October 1972 where it was operated alongside the Hunters of Airwork's Air Direction Training Unit (ADTU).
On 1st December 1972 the FRU and ADTU merged, and WV267 became aeroplane '836' of the newly formed FRADTU fleet, though the 'T' was later dropped from its title.
It remained in service for the next ten years, aside from spells at Sydenham for modernisation (October 1976-March 1977) and 5MU for refinishing and maintenance (June-July 1975 and February 1979). During August 1982, WV267 suffered a bird-strike on take-off at Yeovilton, which resulted in a move to RAF Abingdon for repairs and further modernisation. It returned to Yeovilton on 9th October 1984, but suffered a further bird-strike on 29th November 1985 that resulted in Cat.3 damage (repairable).
This status was increased to Cat.5(GI), which curtailed its flying career with FRADU but allowed the possibility of ground instructional duties.

Now permanently grounded, WV267 was issued with the Fleet Air Arm maintenance serial A2737 and was moved by road to RNAS Culdrose, where it joined the SAH (School of Aircraft Handling). Employed as a live training aid and maintained in taxiable condition, WV267 gained the SAH's 'DD' tail fin markings during 1987 and remained in use until being withdrawn from use in June 1993.

WV267's civilian life

Put up for disposal, US-based George Lazik acquired WV267. Plans were put in place for the aircraft to be exported, and on 13th January 1994 the aircraft left by road going to Aces High at North Weald for onward shipment to the USA. It actually remained in the UK until February 1996, and on arrival it was initially used as spares for George's two airworthy ex-FRADU Hunters, GA.11 XE707 and T.8C XF289.
During 1998, the aeroplane changed hands and a decision reached to restore WV267 back to flying condition as N267WV, and David Ridsdale at his European Warbird Organisation based in California began work. The project moved on to AeroGroup at its facility in Tulsa, Oklahoma and continued.

There are reports that the aeroplane first flew after restoration during 2002, but I have not managed to find out any further information confirming this took place.
The registration N267WV has never been assigned by the FAA (Federal Aviation Authority), but is only reserved. - CAN ANYONE HELP!!!