Around 1990 Hawk production was reorganised and instead of sub-assemblies being built at Brough and Kingston with final assembly and flight test at Dunsfold, almost all sub-assemblies were built at Brough with final assembly and flight test at Warton. The 100 and 200 series aircraft were still to a degree in development but also in production at the same time, hence lots of changes and rework. We were building a wide range of aircraft marques, rebuys of Mk 51 and 60 for Finland and Zimbabwe, Mk 67 for Korea, Mk 102 for Abu Dhabi, 103 and 203 for Oman and 108 and 208 for Malaysia. Major changes were made to the production management structure as a result of the 'Warton takeover' and lots of shop level supervisors took over areas they were unfamiliar with. The original Kingston philosophy which seemed to have accepted a lot of 'fettling' by skilled craftsmen did not lend itself to what was now happening. I was based at Brough in Flight Systems but spent a lot of time at Warton in the early 90's doing production support. I did not have any experience of dealing with the Swiss but the Finns were absolute masters at finding fault in the build standard of their aircraft. They had an absolutely ace inspector on site, aided by a UK AQD inspector contracted to the Finnish Air Force who happened to be an ex 'Broughie' They could be a real pain in the arse but I admired their thoroughness and professionalism and we are still friends today. Eighty hour weeks were common, being called in to assist re-rigging and testing nosewheel steering on the Mk 67 in the middle of the night was a pain but it was one of the most interesting and satisfying periods of my career and I learned a lot about dealing with customers when carrying out acceptance testing with the Finnish, Korean and Abu Dhabi reps.