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De Havilland Hornet

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de Havilland
IndustryAerospace, Defence
Founded1920
FounderGeoffrey de Havilland
Headquarters
Hatfield
,
United Kingdom


"Sea Hornet" redirects here. For the 1930s single-engine cabin biplane, see de Havilland Hornet Moth. For the 1951 film, see The Sea Hornet.

Template:Lowercase title Template:Infobox aircraft

The de Havilland DH.103 Hornet is a twin-piston engine fighter aircraft engineered by de Havilland. It advanced the wooden airframe construction techniques initially established with the de Havilland Mosquito. Conceived during the Second World War as a private project, the Hornet was designed to perform extended-range fighter missions in the Pacific Theatre against Japanese forces; however, it did not achieve operational squadron deployment before the conflict concluded.

Upon entering service, the Hornet was assigned to RAF Fighter Command, equipping several day fighter squadrons primarily based within the United Kingdom. It also participated in combat operations in the Far East, fulfilling strike fighter roles during British military involvement in the Malayan Emergency. An early design consideration included a navalized variant known as the Sea Hornet, which was subsequently adopted by the Fleet Air Arm of the Royal Navy.

Origins

In late 1941, de Havilland identified available design resources to initiate a new aircraft project. At that time, the Mosquito was in full production, and preliminary development on a jet-powered fighter—later designated as the Vampire—was awaiting prototype engine availability.[1] The company recognised a requirement for a high-speed, unarmed night bomber powered by two large Napier Sabre piston engines. This concept was initially proposed as the D.H.101 in October 1941. A design team led by R. E. Bishop, assisted by C. T. Wilkins, was formed to develop this private venture.[2]

Due to limited availability of Sabre engines, the D.H.101 concept was soon replaced with a less powerful model internally designated D.H.102, intended to be powered by either Rolls-Royce Griffon or Merlin engines. However, either choice would have resulted in reduced speed and less appeal compared to the Mosquito.[1]

By November 1942, de Havilland decided to discontinue the night bomber design and focus instead on a long-range fighter, designated D.H.103, optimising use of the Merlin engine.[1] The D.H.103 featured a streamlined fuselage resembling a compact Mosquito with a single-seat cockpit; it was aimed at engaging enemy single-seat fighters, particularly those operated by Japan, while maintaining extended operational range suitable for missions in the Pacific Theatre. To meet these requirements, an independently developed low-frontal-area Merlin engine variant was selected.[1]

By late 1942, a full-scale mock-up of the D.H.103 had been completed at de Havilland's Hatfield facility and presented to officials from the Minister of Aircraft Production.[1] Due to wartime priorities, formal approval to build the D.H.103 was not immediately granted.[1] In June 1943, this project ceased being a private initiative when Specification F.12/43 was issued by the Ministry of Aircraft Production based on the D.H.103 design; shortly thereafter, it received the official name Hornet.[1]

From early stages, plans were made for adapting the Hornet for carrier operations aboard aircraft carriers. Design emphasis was placed on ensuring ease of control at low speeds and providing excellent pilot visibility to facilitate naval use.[3] The aircraft’s contra-rotating propellers enhanced takeoff and landing performance, while high-drag flaps were incorporated to increase lift during approach phases.[3]

Prototypes and development

File:De Havilland Hornet prototype.jpg
The Hornet prototype RR 915, 1944

By January 1944, the fuselage framework for the initial D.H. 103 prototype, designated RR915, was being assembled on production jigs at Hatfield. The aircraft was rolled out for engine testing on 20 July 1944.[1] Just thirteen months after development approval, RR915 undertook its maiden flight on 28 July 1944, with the company’s chief test pilot, Geoffrey de Havilland Jr., at the controls.[1][4] During flight evaluations, RR915 reached a top speed of 485 mph (780 km/h) in level flight.[1] Within a span of two months, this prototype accumulated over fifty hours of flight time. The second prototype, RR919, was closer to the production standard, equipped to carry two 200-gallon drop tanks and a pair of 1,000 lbs bombs mounted on hard points beneath the wings.[5]

By late 1944, preparations for the Hornet F.1 production model assembly line were underway at Hatfield, with orders already placed by the Royal Air Force (RAF).[6] The first production F.1 aircraft, PX210, was delivered on 28 February 1945 to the Aeroplane and Armament Experimental Establishment (A&AEE) at RAF Boscombe Down. On 29 October 1945, a Hornet F.1 production model, PX237, made its debut during a public exhibition held at RAE Farnborough.[6]

Further prototypes contributed to the advancement of enhanced Hornet versions. The aircraft PX312 was involved in developing a refined fighter variant succeeding the F.1 model, known as the Hornet F.3.[6] The Heston Aircraft Company converted PX212, PX214, and PX219 from Hornet F.1 standard planes into testbeds for early naval adaptations that would evolve into the Sea Hornet F.20.[3] While PX212 and PX214 were fitted with arrestor hooks but lacked wing-folding capabilities found in later naval models, PX219 represented the complete naval configuration and subsequently underwent carrier deck trials aboard the aircraft carrier HMS Ocean.[3]

The all-weather night fighter variant Hornet NF.21 was developed using airframes PX230 and PX239.[7] Originally constructed as a Hornet F.20, PX239 was modified with power-operated folding wings and fitted with an enlarged dorsal fin fillet to enhance directional stability during single-engine operation—a feature later standardized across all production models.[8] Deck trials commenced on HMS Illustrious starting on 25 October 1948; these tests were highly successful and swiftly progressed to night trial phases.[9] On 16 May 1947, during service trials, PX230 broke apart mid-flight; fortunately, the pilot managed to eject safely following the aircraft’s structural failure.[10]

Hornet F.3, PR.2 and FR.4

The Hornet F.3’s wings were reinforced to support external armaments; each wing could accommodate two to four 60 lb (27 kg) RP-3 rockets. Alternatively, a combination of four rockets alongside a bomb weighing up to 1,000 lb (454 kg) or an additional drop tank with a capacity of up to 200 Imp gal (909 L) could be mounted on each wing. Internally, fuel tanks were expanded from a total of 360 Imp gal (1,636 L) to 432 Imp gal (1,964 L), and extra equipment was installed. The horizontal tail surfaces were enlarged, incorporating bigger elevator horn balances. As jet fighters with extended range such as the de Havilland Vampire, de Havilland Venom, and Gloster Meteor emerged, the Hornet quickly became outdated. The F.3 was the final Hornet variant to be actively used by the RAF.

Designed for long-range photo-reconnaissance missions, the Hornet PR.2 had its Hispano cannons removed and cameras installed in the rear fuselage. Internal fuel capacity was increased to 528 gal (2,400 L). Aircraft PX216, PX220, and PX249 were converted from standard Hornet F.1s, followed by five additional conversions. The demand for these aircraft ended with the conclusion of the Pacific theatre in World War II; all were utilized in arrester barrier tests at Boscombe Down and subsequently scrapped without entering RAF service. Similarly, twelve Hornet FR.4s were adapted from F.3s with comparable modifications, except that the cannons were retained and internal fuel slightly reduced compared to the fighter version. These FR.4 models served with the RAF in Malaya and Hong Kong during the early 1950s.

Sea Hornet F.20, NF.21 and PR.22

The Hornet was engineered with naval operations on aircraft carriers as a key consideration, necessitating excellent low-speed handling and comprehensive pilot visibility—areas where the original design excelled. Soon after the first prototype's flight, de Havilland received Specification N.5/44 for adapting the Hornet for carrier use. The Heston Aircraft Company was tasked with converting three early production F.1 aircraft. This modification involved adding wing folding mechanisms allowing each outer wing panel—from the aileron/flap line outward—to fold upward and inward at an angle. The hinges were integrated into the upper wing skin structure while securing latches were embedded in the lower skins; Lockheed hydraulic jacks powered wing panel movement. Additionally, slotted flaps were introduced to enhance control at low speeds when flaps were deployed.

File:DH.103 Sea Hornet NF.21 VW967 BY.424 STN 25.06.55 edited-2.jpg
Sea Hornet NF.21 of Airwork FRU exhibited at RNAS Stretton in 1955, featuring its distinctive radar thimble nose

To withstand stresses from carrier landings, two extra spruce longerons reinforced the lower rear fuselage to support an external "vee" framed arrestor hook, which was flush-mounted beneath the fuselage. This frame consisted of steel tubing with a forged-steel hook secured against the fuselage by a "snap gear." Since the Hornet employed the American "3-point" system for catapult-assisted takeoff, two forged steel catapult bridle hooks were fitted beneath each wing near the fuselage. The original de Havilland rubber-in-compression undercarriage legs proved insufficient for absorbing rebound forces during carrier landings and were replaced by conventional hydraulic oleos equipped with torque links.

All Sea Hornets were powered by Merlin 133/134 engines derated from 2,070 hp (1,540 kW) to 2,030 hp (1,510 kW) versions. Specialized naval equipment—primarily different radio systems—was installed, along with three camera ports: one on each side of the rear fuselage and one pointing downward. Sea Hornet F.20s incorporated modifications from the Hornet F.3 but featured a slightly reduced internal fuel capacity of 347 Imp gal (1,557 L). These adaptations added approximately 550 lb (249 kg) to aircraft weight and reduced maximum speed by about 11 mph (18 km/h).

The Hornet NF.21 was developed as a naval night fighter variant featuring flame-dampening exhausts and an additional cockpit positioned in the rear fuselage just above the wing trailing edges for radar operation duties. This cockpit housed ASH radar equipment with an operator/navigator seated facing backward. Access was gained through a small trapdoor in the lower fuselage, while a fixed teardrop-shaped bubble canopy—jettisonable in emergencies—provided excellent visibility. The nose was redesigned to accommodate a small rotating ASH radar dish enclosed within an elongated "thimble" radome. Horizontal tail surfaces were enlarged accordingly; these changes resulted in only a minor performance reduction of approximately 4 mph (6 km/h).

The Sea Hornet PR.22 served as a specialized photo reconnaissance model based on the F.20 platform, with cannons removed and their openings faired over. It featured three cameras installed in the rear fuselage: two F.52 models for night photography and one K.19B for daytime use. A total of 23 PR.22 units were produced alongside F.20s at Hatfield.

Civilian Hornet

The sole civilian Hornet, and uniquely the only one operated outside the United Kingdom, was a Sea Hornet F.20 designated TT193. Initially sent to Edmonton, Alberta, Canada for winter testing, TT193 was sold locally after completing the trials instead of being shipped back to England. Under the registration CF-GUO, this aircraft was flown by Spartan Air Services and Kenting Aviation until 11 July 1952, when an engine malfunction forced a landing at Terrace, British Columbia. Following its disassembly, TT193 is currently undergoing restoration to flying condition by Pioneer Aero Ltd at Ardmore, New Zealand.

Flying the Sea Hornet

File:Sea Hornet F Mk 30 - 001.jpg
de Havilland Sea Hornet F.20s from No.728 Fleet Requirements Unit stationed at Hal Far, Malta.

Captain Eric "Winkle" Brown, a former fighter pilot and officer in the Fleet Air Arm, was renowned as one of the most skilled test pilots globally and held the record for piloting the largest variety of aircraft types.

Shortly after VE Day, the first semi-naval Sea Hornet, PX 212, arrived at the RAE in Farnborough. Captain Brown initiated trials focusing on "work-up to deck-landing." Reflecting 37 years later, he expressed high regard:

"...the subsequent two months devoted to handling and deck landing evaluations were an absolute delight; from the beginning, the Sea Hornet proved itself exceptional!"
"With the cockpit positioned prominently forward beneath a single-piece aft-sliding canopy, visibility was outstanding. Taxiing was effortless due to powerful brakes... takeoff performance using 25 lb (2,053 mm Hg, 51" Hg) boost with flaps extended one-third was remarkable! The prototype Merlin 130/131 engines producing 2,070 hp (1,540 kW) were later derated to 18 lb (1,691 mm Hg, 37" Hg) boost and 2,030 hp (1,510 kW) as Merlin 133/134s in production models, yet takeoff capabilities remained impressive. Climb rates with 18 lb boost exceeded 4,000 ft/min (1,200 m/min)"...
"In level flight, stability across all axes was adequate—typical of an effective day interceptor fighter. Stalling behavior was benign, with noticeable elevator buffeting and aileron twitching preceding the stall"...
"Aerobatics in the Sea Hornet were pure pleasure. The surplus power enabled vertical maneuvers that felt almost rocket-like. Even with one propeller feathered, it could loop comparably to top single-engine fighters; its aerodynamic refinement allowed me to demonstrate by diving at full throttle on both engines before feathering both props and pulling up into a loop!"[11][N 1]

Throughout these tests, Captain Brown observed that the ailerons were overly heavy and insufficiently responsive for deck landings; issues also arose with throttle operation, braking systems, and the rubber-in-compression undercarriage legs then installed. De Havilland promptly addressed these concerns with modifications. Brown noted:

"Landings aboard Ocean occurred without any crash barrier... Yet with the Sea Hornet I experienced such complete confidence that I remained mentally calm... There was something about this aircraft that conveyed total command; I took great pleasure in its sleek design and the powerful thrust always available..."
"Various factors prevented the Sea Hornet from gaining the recognition it deserved as an exceptional wartime aircraft... In my opinion, it ranks among the best for control harmony, performance traits and—most importantly—in instilling pilot confidence. For sheer exhilarating flying pleasure, no other plane has left a deeper impression on me than this remarkable filly from de Havilland."[12]

Design

File:Hornet1024.jpg
A de Havilland Hornet F.1 executing a steep bank

While the de Havilland Hornet shared visual similarities with the larger Mosquito, it was a completely new aircraft design that extensively incorporated lessons learned from the Mosquito’s development.[1] The Hornet was equipped with two advanced Rolls-Royce Merlin engines, each delivering 2,070 hp (1,540 kW), which powered four-bladed propellers manufactured by de Havilland Propellers. Aviation historian P.J. Birtles noted that this powertrain configuration endowed the Hornet with “performance superior to any other propeller-driven aircraft.”[1] Its main offensive armament consisted of four short-barrelled 20 mm (.79 in) Hispano V cannons, complemented by an array of potential weaponry including various rockets and bomb ordnance.[13]

The fuselage construction mirrored that of the Mosquito, utilizing a core of balsa wood sandwiched between diagonally layered plywood panels, all bonded with Aerolite formaldehyde adhesive.[14] Each fuselage half was assembled on large concrete or wooden forms, with internal equipment installed before joining along the top and bottom centerlines reinforced by wooden strips. The completed fuselage was then tightly enveloped in fine aviation fabric which was secured with doping. The tailfin retained the characteristic elegantly curved de Havilland profile and formed an integral section of the rear fuselage. Later F.1 models and subsequent production variants incorporated a fin fillet at the fin’s base.[15] The horizontal tailplane featured an all-metal design, maintaining the distinctive de Havilland contour,[16] which was later echoed in models such as the Chipmunk and Beaver.

The wing structure combined balsa and plywood materials similar to those used on the Mosquito but differed by integrating stressed Alclad metal skins on the lower wing surfaces bonded to the wooden upper wing framework using the then-new adhesive Redux.[17] The redesigned wing spars were engineered to endure a higher load factor of 10 compared to the Mosquito’s limit of 8.[16] Beyond structural enhancements, the wings embodied accumulated aerodynamic insights since the Mosquito’s design, featuring a thinner airfoil section with a laminar flow profile akin to that used on the P-51 Mustang and Hawker Tempest. Control surfaces included hydraulically actuated split flaps extending from the wing root past the engine nacelles; similar to the Mosquito, the rear portion of each nacelle formed part of the flap mechanism. Further outboard, Alclad-covered ailerons stretched near to the clipped wingtips, delivering excellent roll responsiveness.[18][15]

File:15 Dehavilland D.H. 103 Hornet RR Merlin 130-131, PX225 (15837361312).jpg
An RAF Hornet F.1 flying level

The powerplants were “slimline” Rolls-Royce Merlin types 130 and 131, featuring repositioned engine ancillaries to reduce frontal area and aerodynamic drag. Unusually for British designs, these propellers rotated in opposite directions; although both engine crankshafts turned identically, an idler gear on the Merlin 131 reversed its propeller rotation to clockwise when viewed from ahead.[16] This arrangement neutralized torque effects caused by two propellers spinning in the same direction as seen in earlier aircraft like the Mosquito. [N 2] It also minimized adverse yaw resulting from aileron trim inputs and generally enhanced flight stability and predictability. De Havilland experimented with propellers rotating outward at their top arcs (similar to those on the P-38 Lightning),[20] but this caused airflow disruption over the fin and reduced rudder authority at low speeds, impairing ground handling characteristics. In production aircraft, the Merlin 130 with conventional rotation was installed on the port wing while the Merlin 131 with reversed rotation powered the starboard side.[21][15]

Thanks to changes in induction layouts on Merlin 130 series engines, supercharger and carburettor air intakes could be positioned within leading edges of wings outside each nacelle; earlier Merlin variants utilizing “updraft” induction required intakes beneath engine cowlings. Radiators were mounted inside wing leading edges close to the fuselage centerline. Internal fuel capacity reached up to 432 Imp gal (1,964 L) in F.3 models stored across four self-sealing tanks accessible via removable panels on lower wing surfaces.[16] The low placement of engine nacelles improved airflow over wings and allowed relatively short undercarriage legs, enhancing pilot visibility. The single-leg landing gear units were simpler and cleaner than those on Mosquitos, employing de Havilland’s rubber-in-compression shock absorption system; main wheels were smaller and lighter as well.[15]

To maximize pilot visibility further, an unpressurized cockpit was situated well forward within the fuselage beneath an aft-sliding perspex bubble canopy. The three-pane windscreen was designed so optical refraction eliminated blind spots caused by corner tie-rods; all panes were constructed from bullet-proof laminated glass. A hinged armour-plated bulkhead formed part of the nose structure allowing access behind instruments and rudder pedals; additional armour protected pilot’s head and back inside cockpit.[22] Beneath and aft of cockpit floor lay a compartment housing four primary 20 mm cannons with up to 190 rounds per gun firing through short blast tubes. The Sea Hornet variant carried armament comparable to its land-based equivalent.[23]

Hornet

The Hornet was introduced into squadron service in mid-1946 with 64 Squadron, stationed at RAF Horsham St Faith.[6] Following this, 19 Squadron at RAF Wittering transitioned to the Hornet, succeeded by 41 Squadron and 65 Squadron, both operating out of RAF Church Fenton. Notably, No. 65 Squadron took part in one of the earliest official overseas deployments by an RAF unit when they visited Sweden in May 1948.[6] The conversion training for pilots switching to the Hornet was conducted by No. 226 Operational Conversion Unit (O.C.U.) based at RAF Molesworth.[24][N 3]

Throughout its relatively brief operational tenure, the Hornet took part in numerous record-setting attempts and air racing events. For instance, on 15 September 1949, Flight Lieutenant H. Peebles flew from RAF Bovingdon to Gibraltar, covering over 1,100 miles (1,800 km) at an average speed of 357.565 mph (574.445 km/h), establishing a new British point-to-point record.[6] This record was surpassed just three days later when the same Hornet, piloted by Group Captain A.P.C. Carver, completed the return flight to Bovingdon at an average speed of 435.871 mph (701.466 km/h).[6] On 31 August 1946, Geoffrey Pike secured third place flying PX224 in the Lympne High Speed Handicap race, recording an average speed of 345.5 mph (556.0 km/h).[25] Additionally, on 30 July 1949, PX286 competed in the National Air Races (GB) held at Elmdon Airport; flown by Geoffrey Pike, it achieved the fastest lap at 369 mph (594 km/h) and finished second overall.[25]

The initial Hornet I model (later renamed F.1) had a short service life before being replaced by the enhanced F.3 variant. The first Hornet F.3 was PX366, which was showcased at the Farnborough Air Show in June 1946. Squadrons converting to this model included 33 Squadron, 45 Squadron—stationed at RAF Tengah, Singapore, where they transitioned from the unreliable Bristol Brigand in early 1952—and 80 Squadron.

By 1951, many Hornets were reassigned from Fighter Command to units within the Far East Air Force (FEAF).[25] Alongside No. 45 Squadron, both No. 33 and No. 80 Squadrons engaged in combat missions during the Malayan Emergency. Upon deployment, Hornets swiftly replaced older aircraft such as the Bristol Beaufighter and Supermarine Spitfire, which had been supporting ground forces against Communist guerrillas.[25] Equipped with rockets and/or 1,000 lb (454 kg) bombs, these aircraft demonstrated notable endurance and range, enabling them to loiter over target zones for up to two hours—a valuable capability given the often difficult and time-consuming task of identifying targets.[25]

Hornet sorties were frequently coordinated with strikes carried out by Avro Lincoln bombers.[25] Missions also included providing aerial escort for ground convoys. The Hornet proved exceptionally dependable; for example, Hornets operated by No. 45 Squadron based in Singapore completed approximately 4,500 operational sorties over five years—more than any other squadron within the FEAF.[24][25]

On 23 July 1954, two Hornets stationed at RAF Kai Tak in Hong Kong were first on scene following the shootdown of a Cathay Pacific Skymaster off Hainan Island’s coast.[26] The final operational sortie involving a Hornet took place on 21 May 1955;[27] by mid-1956, all Hornets had been officially withdrawn from active service.[28] Currently, no complete Hornet aircraft are known to survive today.

Sea Hornet

File:DH.103 Sea Hornet NF.21 VW967 BY-424 Stretton 25.06.55 edited-2.jpg
DH.103 Sea Hornet NF.21 exhibited at RNAS Stretton in 1955 with folded wings. The image also highlights the "handed" propellers characteristic of Hornets and Sea Hornets

On 1 June 1947, 801 Naval Air Squadron was reestablished as the inaugural unit to operate the Sea Hornet, stationed at RNAS Ford.[7] Following a move to Arbroath, the squadron engaged in extensive testing of the aircraft before its initial deployment at sea aboard HMS Implacable in 1949. In 1951, they transitioned to HMS Indomitable, where the Sea Hornets played a role in multinational naval exercises, serving as long-range fighter escorts and strike aircraft; nevertheless, by June 1951, they were supplanted by single-engine Hawker Sea Furies.[29][7]

Additional Sea Hornet units were distributed among various Naval Squadrons, including three aircraft assigned to 806 Squadron in 1948. This squadron, alongside a Vampire and two Sea Furies, embarked on HMCS Magnificent for a North American tour in the same year. During this tour, several Sea Hornets delivered impressive aerial performances at the International Air Exposition held in New York City from 31 July to 8 August.[29][7] Midway through 1948, one Sea Hornet, PX219, was modified to carry two Highball bouncing bombs in a specialized installation that was developed but never adopted fleet-wide. This equipment was removed by January 1949, and it remains unclear whether the Hornet ever deployed a Highball bomb during flight.[30]

On 20 January 1949, 809 Squadron became the first unit to be outfitted with the Sea Hornet NF.21 after being reformed specifically for this purpose at RNAS Culdrose.[10] This squadron was the sole frontline operator of this variant; after an initial preparation phase, it briefly transferred to HMS Illustrious to conduct deck landing training. In May 1951, the NF.21s of 809 Squadron moved to HMS Vengeance, becoming part of the Fleet Air Arm's first all-weather air group.[10]

On 16 October 1951, four NF.21 aircraft flew nonstop from Gibraltar to Lee-on-the-Solent, Hampshire, England, completing the journey in 3 hours and 10 minutes at an average velocity just below 330 mph; subsequently, on 24 November 1951, a single Sea Hornet completed the same route in only 2 hours and 45 minutes averaging a speed of 378 mph.[10] A brief deployment in 1952 revealed that the Sea Hornet was unsuitable for operation from the Navy's light fleet carriers. Following this, 809 Squadron was temporarily assigned to the RAF at Coltishall before relocating to Hal Far, Malta, where it was disbanded in 1954 and reequipped with jet-powered de Havilland Sea Venom.[10]

Later on, the NF.21 variant equipped Fleet Requirements Units based at Hal Far, Malta, and St Davids in West Wales.[10] Additionally, one Sea Hornet F.20 model, TT213, was procured by the RAAF from the United Kingdom's Ministry of Supply. It served with the Aircraft Research and Development Unit (ARDU) at Laverton, Victoria, Australia between 1948 and 1950, primarily for evaluation and tropical environment testing. By the years of 1956 and 1957, most retired Hornets were scrapped after suffering significant deterioration due to exposure during storage.[31]

Surviving Aircraft

In 2017, Pioneer Aero Ltd located in Ardmore, New Zealand, was engaged in restoring the Sea Hornet F.20 TT193 to airworthy status.

Variants

Hornet F.1
Designed as a fighter, with a total production of 60 units.
Hornet PR.2
Developed for photographic reconnaissance, with five examples completed.
Hornet F.3
A fighter model, with 132 aircraft manufactured.
Hornet FR.4
A combined fighter and reconnaissance type, with 12 built.
Sea Hornet F.20
Adapted for naval operations aboard British aircraft carriers, 79 units produced.
Sea Hornet NF.21
A Fleet Air Arm night fighter powered by Merlin 133/134 engines, with 72 constructed.
Sea Hornet PR.22
A photo-reconnaissance variant, with 23 aircraft built.

Operators

Template:AUS
File:Canadian Red Ensign (1921–1957).svg Canada
  • The Royal Canadian Air Force briefly operated a former Royal Navy Sea Hornet F.20 (TT193) in 1948 for testing purposes. This aircraft was managed by the Canadian Experimental and Proving Establishment (CEPE) at RCAF Namao in Edmonton, Alberta, alongside a Hawker Sea Fury. After being declared surplus, Spartan Air Services acquired it and operated it until an engine failure occurred. It was dismantled during the 1950s.
Template:UK

Specifications (Hornet F.1)

File:De Havilland Sea Hornet NF21 3-view silhouette.png
Three-view illustration of the Sea Hornet NF.21 (featuring a second cockpit for an observer)

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See also

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Notes

  1. ↑ An image of PX212 piloted by Captain Brown with both propellers feathered appears at the beginning of this section.[11]
  2. ↑ The Hornet incorporated “handed” engines combined with powerful flaps to mitigate handling challenges during takeoff or landing.[19]
  3. ↑ Prior to this, all these squadrons operated single-engine fighters (19, 64, and 65 Squadrons flew Mustang Mark IIIs and IVs, while 41 Squadron operated Spitfire XIVs).

Citations

  1. ↑ 1.00 1.01 1.02 1.03 1.04 1.05 1.06 1.07 1.08 1.09 1.10 1.11 Cite error: Invalid <ref> tag; no text was provided for refs named birtles 3
  2. ↑ Archived source
  3. ↑ 3.0 3.1 3.2 3.3 Cite error: Invalid <ref> tag; no text was provided for refs named birtles 6
  4. ↑ Bowman 1997, p. 52.
  5. ↑ Birtles 1967, pp. 3–4.
  6. ↑ 6.0 6.1 6.2 6.3 6.4 6.5 6.6 Birtles 1967, p. 4.
  7. ↑ 7.0 7.1 7.2 7.3 Birtles 1967, p. 7.
  8. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  9. ↑ Birtles 1967, pp. 7–8.
  10. ↑ 10.0 10.1 10.2 10.3 10.4 10.5 Birtles 1967, p. 8.
  11. ↑ 11.0 11.1 Brown 1982, p. 195.
  12. ↑ Brown 1982, p. 198.
  13. ↑ Birtles 1967, pp. 3, 9–10.
  14. ↑ Buttler 2003, pp. 114–115.
  15. ↑ 15.0 15.1 15.2 15.3 Birtles 1967, p. 9.
  16. ↑ 16.0 16.1 16.2 16.3 Godfurnon, Nicholas. "The de Havilland 'Hornet' & 'Sea Hornet': Two-Engined Fighter of Composite Wood and Metal Construction." Archived 27 February 2013 at the Wayback Machine skynet.be. Retrieved: 4 October 2009.
  17. ↑ Moss 1946, p. 300.
  18. ↑ Clark 1987, p. 479.
  19. ↑ Jackson 1987, p. 438.
  20. ↑ A photo in Putnam’s De Havilland book shows the second prototype RR919 with both Merlins rotating conventionally.
  21. ↑ Clark 1987, p. 482.
  22. ↑ Birtles 1967, p. 10.
  23. ↑ Birtles 1967, pp. 6, 9–10.
  24. ↑ 24.0 24.1 Cite error: Invalid <ref> tag; no text was provided for refs named Alan W. Hall
  25. ↑ 25.0 25.1 25.2 25.3 25.4 25.5 25.6 Cite error: Invalid <ref> tag; no text was provided for refs named birtles 5
  26. ↑ Harper, Jim. "VR-HEU – Life & Times of James Harper." Archived 2008-08-20 at the Wayback Machine helianthus-productions.com. Retrieved: 1 April 2010.
  27. ↑ "50th Anniversary." Archived 2007-12-21 at the Wayback Machine dehavillandmuseum. Retrieved: 4 October 2009.
  28. ↑ Buttler 2003, pp. 124–125.
  29. ↑ 29.0 29.1 Buttler 2003, p. 125.
  30. ↑ Buttler et al. 2010, p. 48.
  31. ↑ Birtles 1967, pp. 8–9.

Bibliography

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  • Bowman, Martin W. Sting of the Hornet. Air Classics, Vol. 33, No. 6, June 1997.
  • Bridgman, Leonard, editor. "The D.H. 103 Hornet" in Jane’s Fighting Aircraft of World War II. London: Studio, 1946. ISBN 1-85170-493-0.
  • Brown, Eric (Captain, CBE DSC AFC RN). "Sea Hornet Supreme: A Pilot’s Perspective". Air International, Vol. 23, No. 4, October 1982, pp. 192–199.
  • Buttler, Tony. de Havilland Hornet and Sea Hornet (Warpaint Series no. 19). Newcastle upon Tyne, UK: Hall Park Books, 2000.
  • Buttler, Tony. de Havilland Hornet & Sea Hornet. Aeroplane Monthly, Vol. 10, Autumn/Fall 2003.
  • Buttler, Tony. Type Analysis: de Havilland Hornet and Sea Hornet. International Air Power Review Monthly, Vol. 33, No. 6, June 2005.
  • Buttler, Tony, David Collins and Martin Derry. Hornet and Sea Hornet. Stamford, UK: Dalrymple and Verdun Publishing, 2010. ISBN 978-1-905414-12-3.
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  • Clark, J. H. Forties Favorites 5 – de Havilland D.H 103. Originally published in The Aeroplane, 25 January 1946; reprinted in Aeroplane Monthly, Vol. 15, No. 9, September 1987.
  • Cooper, Lewis G. The Hornet File. Tonbridge, Kent, UK: Air-Britain (Historians) Publications, 1992. ISBN 0-85130-202-5.
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External links

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