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De Havilland Sea Vixen

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de Havilland Aircraft Company
IndustryAerospace
FoundedMarch 22, 1920; 106 years ago (1920-03-22) in Hatfield, Hertfordshire, United Kingdom
Headquarters
Hatfield
,
United Kingdom
ProductsAircraft (including de Havilland DH.110 Sea Vixen)


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The de Havilland DH.110 Sea Vixen is a British-designed, twin-engine, twin-boom-tailed, two-seat fleet air-defence fighter tailored for carrier operations, operated by the Royal Navy's Fleet Air Arm from the 1950s through to the early 1970s. Conceived in the late 1940s by the de Havilland Aircraft Company at their Hatfield facility in Hertfordshire, it evolved from earlier jet fighters developed by the company.[lower-alpha 1] Following de Havilland’s integration into the Hawker Siddeley group in 1960, it became known as the Hawker Siddeley Sea Vixen.

Notably, the Sea Vixen was the first British two-seat combat aircraft to surpass the speed of sound, although this was achieved only in a dive rather than level flight. Operating from British carriers, it saw action over Tanganyika and during the Aden Emergency in Yemen. The type was phased out in 1972, replaced by the American-built McDonnell Douglas Phantom FG.1. Since 2017, no Sea Vixens remain airworthy.

Origins

In 1946, the de Havilland Aircraft Company engaged with the British Admiralty to clarify requirements for a future jet-powered all-weather fighter equipped with radar.[1] These discussions established that a two-person crew was necessary to operate radar and navigation systems alongside piloting duties. Additionally, twin engines were mandated to ensure safety over maritime operations, while swept wings were preferred for aerodynamic performance. The aircraft needed moderate wing loading to maintain agility at altitude and suitable takeoff and landing capabilities on aircraft carriers. Effective wing flaps were also specified to aid carrier operations.[1] de Havilland proceeded to develop a design meeting these criteria, resulting in the DH.110—a twin-engine all-weather fighter.[1]

File:De Havilland DH.110 WG236 in flight c1952.jpg
The DH.110 prototype WG236, flying circa 1952

The DH.110’s design incorporated a twin-boom tail similar to that of earlier de Havilland models like the Vampire and Venom. Constructed entirely from metal, it featured wings swept back at a 45-degree angle and was armed with four 30 mm ADEN cannons.[1] Powered by two Rolls-Royce Avon turbojets producing 7,500 lbf (33 kN) thrust each, it was capable of reaching supersonic speeds during shallow dives.[1] This made it the first British two-seat combat aircraft to break the sound barrier.[2][3]

In January 1947, specifications N.40/46 and F.44/46 were issued by the British Air Ministry for night fighters intended for both the Fleet Air Arm (FAA) and Royal Air Force (RAF). de Havilland submitted its DH.110 proposal to satisfy both services.[1] Initially, RAF versions were planned with Metrovick F.9 engines—later renamed Armstrong Siddeley Sapphire following corporate changes. Orders included nine prototypes for the RAF (alongside four competing Gloster Javelin prototypes) and four for the Fleet Air Arm.[4][5]

By early 1949, expectations were that the DH.110 would meet four separate requirements: F4/48 and F5/49 (long-range RAF fighters), N.40/46 (naval night fighter), and N.8/49 (naval strike aircraft). Development plans called for three prototypes for F4/48, four common RAF/RN prototypes, and two each for the remaining roles; by July that year, approval was given for thirteen prototypes.[6]

However, in 1949 the Royal Navy opted instead for the de Havilland Sea Venom, a derivative of an existing platform that was more cost-effective and quicker to deploy as a jet-powered night fighter replacement for piston-engined types like the Sea Hornet and Vought F4U Corsair. Consequently, RAF orders were reduced to just two prototypes.[1] Despite this setback, de Havilland continued development of the DH.110 while attempting to renew official interest.[1][7] The first prototype took flight on 26 September 1951 from Hatfield Aerodrome under test pilot John Cunningham.[5][8] Early trials revealed performance surpassing initial projections; by the next year it routinely exceeded Mach one in dives.[1]

Disaster occurred during a demonstration at the Farnborough Airshow on 6 September 1952 when the first prototype (serial WG236) broke apart in flight after exceeding supersonic speeds at low altitude.[9] Debris scattered among spectators resulted in thirty-one fatalities including both crew members—the test pilot John Derry and observer Tony Richards.[9][10]

Investigation traced failure to inadequate structural design of wing leading edges ahead of the main spar—adequate for earlier Vampire and Venom models but insufficient under stresses encountered during high-speed manoeuvres like rolling pull-outs at 650 mph (1,050 km/h) flown at Farnborough. The leading edge skin buckled without additional reinforcement later added to production models; this caused loss of outer wing sections similar to prior flights where an aerodynamic fence provided extra stiffness over this area on other prototypes.[11] The sudden shift in centre of pressure forced an uncontrollable pitch-up; cockpit and tail sections separated and engines detached due to g-loads.[12] One engine struck a densely populated spectator zone near runway end causing most fatalities; debris injured sixty others near main viewing areas along runway perimeter. This tragedy prompted revised UK airshow safety regulations that prevented public fatalities at British air events for over six decades until an unrelated crash occurred at Shoreham Air Show in August 2015.[9]

Redesign and Naval Adaptation

Following the loss of the initial prototype, de Havilland introduced design revisions that were applied to the subsequent second prototype. These modifications featured an all-moving tailplane and cambered leading edge extensions. The updated prototype did not resume flight until July 1954.[13] Due to these alterations, the DH.110 was unable to break the sound barrier, achieving only Mach 0.95 during a steep dive, where control surfaces remained unresponsive until descending below 10,000 feet (3,000 m).[14] Meanwhile, the Royal Air Force withdrew its interest in the DH.110, opting instead to procure the Gloster Javelin.[15] Conversely, the Fleet Air Arm chose to adopt this aircraft as a replacement for its interim Sea Venom fleet.[16] In February 1955, an order for 110 naval variants was placed, which were designated as Sea Vixen.[17]

File:DH.110 20X XF828 FAR 10.09.55 edited-3.jpg
The third semi-navalised prototype on display at the 1955 Farnborough Air Show

In addition to modifying the aircraft for Royal Navy carrier operations, de Havilland incorporated significant changes into the Sea Vixen during its redesign phase.[1] Throughout the 1950s, as the DH.110 design evolved, there were substantial advancements in subsystems including weaponry, fire-control systems, radar technology, and cockpit instrumentation. The concept of integrating an aircraft as a comprehensive weapons system became prevalent, linking sensors such as radar more directly with navigation and armament controls.[1] De Havilland embraced this approach in the Sea Vixen’s design.[1] Aviation expert David Hobbs has noted that it was the first British fighter to be designed with this integrated system concept.[18]

By June 1955, a semi-navalised prototype identified as XF828 was completed to carry out carrier deck compatibility trials.[17] XF828 incorporated several modifications including reshaped wing leading edges, strengthened wings, underwing attachment points for catapult launches, and a tailhook for arrested landings. However, it did not feature a wing folding mechanism or armament racks.[17] On 20 June 1955, this aircraft undertook its maiden flight from de Havilland's Christchurch facility in Dorset. The following year, XF828 successfully completed its first arrested landing on the Royal Navy carrier HMS Ark Royal.[19]

The finalized production blueprints were officially released in April 1956.[17] The production Sea Vixen tailored for naval use included enhancements over earlier prototypes such as powered wing folding systems, reinforced landing gear to endure carrier landing stresses, a steerable nose wheel, an updated tail assembly, and a redesigned fuselage capable of carrying armaments.[3][17] On 20 March 1957, the first genuine Sea Vixen model—the Sea Vixen FAW.20 (fighter all-weather, later renamed FAW.1)—conducted its inaugural flight. This aircraft was immediately utilized for clearance testing to resolve handling issues; meanwhile, the second production unit was assigned to engineering evaluations and the third for radar system trials.[20] The first squadron equipped with Sea Vixens was established on 2 July 1959.[21]

Initial production of Sea Vixens was carried out by de Havilland at its former Second World War Airspeed Ltd. "shadow factory" located in Christchurch near Bournemouth, commencing in March 1957.[1] In August 1962, manufacturing operations were transferred to another de Havilland facility situated at Hawarden, close to Chester.

Further advancement

File:Sea vixens refuelling arp.jpg
Two Sea Vixen FAW.1 aircraft (XJ571 & XN694) from 899 Squadron, with one refuelling the other during a 1960s Farnborough Air Show
File:DH.110 S.Vixen FAW.2 XJ609 890 Sq YVTN 17.07.71 edited-2.jpg
Sea Vixen FAW.2 of 890 NAS Squadron stationed at RNAS Yeovilton in 1971

Following the original FAW.1 model, de Havilland advanced development efforts resulting in the Sea Vixen FAW.2, an enhanced version that succeeded the FAW.1 with numerous upgrades. In addition to carrying Firestreak missiles, it was equipped to deploy the Red Top air-to-air missile, four RP-2 rocket pods, and the AGM-12 Bullpup air-to-ground missile.

The FAW.2 featured an extended tail boom which accommodated extra fuel tanks within the "pinion" extensions located above and ahead of the wing’s leading edge. It also incorporated an improved ejection system and expanded capacity for additional electronic countermeasures (ECM) gear.[3] Due to aerodynamic modifications, carrying a 1,000 lb bomb was no longer feasible. The FAW.1 and FAW.2 could be visually differentiated by the tail booms, with those on the FAW.2 extending forward over the wing’s leading edges.

The Sea Vixen FAW.2 first flew in 1962 and entered operational service with front-line squadrons by 1964. Production included 29 newly built FAW.2 units alongside 67 existing FAW.1 aircraft converted to FAW.2 specifications. The phase-out of the original FAW.1 started in 1966, culminating in the retirement of the Sea Vixen FAW.2 in 1972.

File:Sea Vixen FAW2.jpg
Prototype Sea Vixen FAW2 armed with four Red Top missiles
File:Red Top firing zone.png
A declassified UK Ministry of Defence diagram from 1965 illustrating the Red Top missile’s engagement envelope from a Lightning flying at Mach 1.5 at 47,000 feet altitude against a Tu-22 Blinder at identical speed and altitude; the Sea Vixen FAW2’s firing envelope was smaller due to its lower speed. Courtesy of secretprojects.co.uk member GUNDAM123dx.

The armament of the Sea Vixen FAW.2 included up to four Red Top infrared-guided missiles, capable of tracking heat signatures generated by aerodynamic heating on fast-moving supersonic targets such as the Tupolev Tu-22 bomber. This missile system was integrated into the AI 18R radar (with "R" denoting Red Top). Beginning in 1969, Sea Vixen FAW2 crews conducted interception exercises targeting supersonic aircraft using the Concorde SST during flight trials over the Irish Sea.[22]

The Admiralty intended to replace the Sea Vixen with the McDonnell Douglas Phantom FG.1. Both HMS Ark Royal and Eagle were scheduled for modifications to operate these new fighters effectively; however, due to defence budget reductions and HMS Eagle’s decommissioning, only HMS Ark Royal completed conversion for Phantom FG.1 operations.

A limited number of Sea Vixens were later adapted as unmanned drones designated Sea Vixen D.3. Four aircraft underwent conversion to this standard, while three additional airframes were sent to Farnborough for modification but ultimately remained unconverted.[23] [23] The final airworthy Sea Vixen (XP924) was one such D3 conversion.[23] Additionally, several Sea Vixens were repurposed as target tugs under the designation Sea Vixen TT.2.

Design

File:07 SeaVixen launchingFromHMS Eagle Jan1970.jpg
899 Sqn Sea Vixen FAW.2 on HMS Eagle, 1970

The de Havilland Sea Vixen served as a jet-powered interceptor designed for fleet defense, featuring advanced radar and air-to-air missile systems tailored to its primary mission. Upon its introduction, it became the first British fighter exclusively armed with missiles, rockets, and bombs, marking the Fleet Air Arm's initial operation of a fighter without any gun weaponry.[16][24] The Sea Vixen FAW.1 carried four de Havilland Firestreak air-to-air missiles, whereas the FAW.2 variant was capable of employing the more advanced Red Top missile.[16] Initially, the DH.110 model proposed to the RAF included four cannons but was soon transitioned to an all-missile arsenal.[17][24] Target tracking for the Red Top missile was achieved by linking its homing system to the observer-operated AI18 radar.[24]

Beyond its main role in fleet defense, the Sea Vixen also fulfilled ground-attack duties,[16] equipped to carry two Microcell unguided two-inch (51 mm) rocket pods, Bullpup air-to-ground missiles, and either four 500 pounds (230 kg) or two 1,000 pounds (450 kg) bombs.[17][25] To extend operational range, it featured a refuelling probe compatible with tanker aircraft,[3] and could also be configured as a tanker itself to refuel other planes.[26] The Sea Vixen FAW.1 was authorized to carry the Red Beard free-fall nuclear bomb under conditions described as an "extreme operational emergency".[27]

Powered by two Rolls-Royce Avon 208 turbojet engines, the aircraft could achieve speeds up to 690 mph (1,110 km/h) and had a maximum range near 600 mi (970 km).[17][24] Its twin-boom tail design drew from earlier de Havilland fighters like the Sea Vampire and Sea Venom.[16] This tail boom housed avionics and fuel tanks internally and was significantly enlarged in the FAW.2 model to accommodate additional systems.[3] The twin-boom configuration contributed to reduced aircraft length and height, thereby minimizing required carrier stowage space and headroom; it also lessened asymmetry during single-engine operation, shortened jet pipe length, and simplified maintenance access.[1]

File:Sea Vixen of 892 NAS on USS Forrestal (CVA-59) c1962.jpg
Sea Vixen aboard the US Navy's USS Forrestal in 1962, highlighting the asymmetric cockpit arrangement. A Palouste air starter pod is visible forward of the cockpit.

The fuselage consisted of multiple sections with the main structure being a one-piece central assembly that included stub wings.[25] The forward fuselage contained the pressurized cockpit, an airbrake located beneath the pressure floor, and the radar compartment with its hinged radome. This assembly was secured via four mounts on the forward face of the front spar. Electrical compartments situated behind this spar above the wing were accessible through dedicated hatches.[25] Engines were installed within the main fuselage behind this box structure and could be serviced through removable panels on the upper fuselage surface.[28] Some fuselage skin areas were produced using chemical milling, while others were shaped through conventional machining methods. The wings featured powered folding mechanisms utilizing two wing-fold joints with six primary attachment points in total.[29]

Designed for a two-person crew comprising a pilot and a radar operator, the Sea Vixen presented an asymmetric cockpit layout: the pilot’s canopy was offset leftward on the fuselage, while the observer was seated entirely within the right side of the fuselage.[17][30][Note 1] Access for the observer was via a flush-fitting top hatch known colloquially as the "Coal Hole".[17] Positioned deeper within a darkened section of the fuselage, this arrangement enhanced radar display visibility.[3][31] Both crew members were provided with fully automated height-adjustable Martin-Baker Mk.4 ejector seats capable of safe ejection under various conditions including underwater scenarios.[3][25] Each seat featured a centralized service connector supplying circuits for ventilated g-suits alongside controls managing cabin humidity and temperature for crew comfort.[25] The pilot’s canopy windscreen incorporated a centrally positioned ‘knife edge’ designed to facilitate rainwater run-off.[32][33]

The Sea Vixen’s flight control system was notably sophisticated, featuring fully powered tailplanes, ailerons, and a rudder, all operable even in scenarios lacking electrical power such as dual engine failure.[29] Control surface actuation relied on two independent hydraulic circuits with variable gearing adapting control response at different speeds. The wing incorporated a complex three-section flap system necessitated by its geometric design.[29] Navigation and communication equipment included ground and airborne position indicators, a reference gyro, an autopilot capable of maintaining altitude and speed as well as providing yaw and pitch damping functions, alongside tactical air navigation system (TACAN) and ultra high frequency (UHF) radio communications.[25]

Operational history

File:13 Sea Vixen landing on Eagle Mediterranean Jan1970.jpg
A Sea Vixen touching down on HMS Eagle in 1970

Although the aircraft never engaged in direct combat during its service with the Fleet Air Arm, it participated in numerous operations. In 1961, when President Abdul Karim Kassem of Iraq threatened to annex the nearby oil-rich nation of Kuwait, the United Kingdom responded to Kuwait's request for assistance by deploying several naval vessels, including two fleet carriers. Sea Vixens operating from these carriers conducted patrols in the area, and Kassem’s aggressive posture subsided under the pressure of this formidable naval deployment, thereby preventing a conflict over Kuwait.

In January 1964, unrest erupted in the East African nation of Tanganyika when the 1st and 2nd Tanganyika Rifles revolted against their British officers and NCOs, who retained command despite Tanganyika’s independence. The mutineers captured both the British High Commissioner and Dar es Salaam’s airport. The UK reacted by dispatching the light fleet carrier HMS Centaur, accompanied by 45 Commando, Royal Marines. Sea Vixens launched from Centaur performed multiple roles, including providing air cover for Royal Marines inserted by helicopter. The mission to restore order in Tanganyika concluded successfully. Later that year, Sea Vixens aboard HMS Centaur were active again in the Persian Gulf, conducting air strikes against insurgents opposing British forces due to toll losses in the Radfan. Toward the end of 1964, Sea Vixens from 892 Squadron aboard HMS Centaur operated near Indonesia, helping to de-escalate President Sukarno's Indonesia–Malaysia confrontation.

File:Sea Vixen of 893 NAS and VA-55 A-4E in flight 1964.jpg
Sea Vixen from 893 NAS flying alongside an A-4 Skyhawk of VA-55 in 1964

Throughout the 1960s, Sea Vixens continued operational deployments such as participating in the Beira Patrol, a Royal Navy blockade aimed at stopping oil shipments from reaching landlocked Rhodesia via Portuguese-controlled Mozambique. They also served extensively in the Far East. In 1967, during the Gulf region operations, Sea Vixens provided air cover for the evacuation from Aden. This withdrawal involved several Royal Navy vessels including carriers HMS Albion, HMS Bulwark, HMS Eagle (carrying Sea Vixens), and the Landing Platform Dock HMS Fearless.

File:Sea Vixen tactics.png
A Sea Vixen executing maneuvers against a MiG-21, as illustrated in the Tactical Manual

When confronting faster supersonic adversaries such as the BAC English Electric Lightning or the French Dassault Mirage III, Sea Vixen pilots employed tactics focused on continuous turning to force opponents into fuel depletion. At that critical moment, they would strike with their Red Top missiles as enemies attempted to escape using afterburners.

The aircraft also featured prominently in aerobatic displays, representing two Royal Navy teams: Simon's Sircus and Fred's Five.

Out of 145 Sea Vixens built, 55 were lost due to accidents. This figure includes two DH.110 prototype losses. These 55 losses represent nearly a 38% attrition rate; among them, 30 (54%) were fatal crashes, with 21 incidents resulting in both pilot and observer fatalities.

A limited number of Sea Vixens were transferred to FR Aviation at Tarrant Rushton airfield for conversion into D.3 drone variants. Some underwent trials at RAF Llanbedr before the drone initiative was discontinued. Among these was XP924, now registered G-CVIX—the sole remaining airworthy Sea Vixen—which has been restored to its original Fleet Air Arm (899 NAS) livery. Previously owned by De Havilland Aviation, G-CVIX was displayed at their Bournemouth Airport hangar and appeared at various UK airshows. The Air Accident Investigation Branch investigated damage sustained by G-CVIX during a landing incident at Bournemouth on 5 April 2012. On 16 September 2014, ownership of G-CVIX was transferred to Naval Aviation Ltd., a Fly Navy Heritage Trust subsidiary, with plans for it to be based at Royal Naval Air Station Yeovilton in Somerset.

Operators

Template:UK
Sea Vixen FAW.1 Squadrons
Squadron/Flight Entry Date First Carrier Deployment Exit Date Identification Codes Remarks
700 Sqn Y Flight[34]
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[35] 		Never deployed aboard carrier
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 ? Functioned as the Intensive Flying Trials Unit (IFTU) at RNAS Yeovilton.[35] Later reconstituted as 892 Sqn.[36]
892 Sqn[34]
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[36]
Ark Royal
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 208–219 Operated from carriers: Ark Royal, Victorious, Hermes, and Centaur during its final deployment from late 1963 to mid-1965.
890 Sqn[34]
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Hermes
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[37] 		240–254 Served aboard Hermes and Ark Royal. Disbanded in 1966 and reactivated in September 1967 with four FAW.1 aircraft before transitioning to FAW.2.[37]
893 Sqn[34]
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[36] 		Ark Royal
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 455–468 Operated primarily from Victorious, with brief deployments on Ark Royal and Centaur.
899 Sqn[34]
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[36] 		?
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 485–489 Headquarters squadron for Sea Vixen at Yeovilton, with limited periods aboard Eagle. Notably the first unit to operate and assess the Sea Vixen FAW2 variant.
766B Training Sqn[34]
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 1964 Eagle post-refit trials
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?[38] 		710–722 Renamed as Naval Air Fighter School in 1962; supplied aircraft and personnel for the aerobatic team "Fred's Five", composed entirely of instructors from this squadron.
Sea Vixen FAW.2 Squadrons
Squadron/Flight Entry Date First Carrier Deployment Exit Date Identification Codes Remarks
13 JSTU[39]
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 Never deployed aboard carrier
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[39] 		The 13 Joint Service Trials Unit (13 JSTU) conducted Red Top missile evaluations at Hatfield Aerodrome and A&AEE Boscombe Down.
899 Sqn[38]
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Eagle
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 120–127
130–137 		Operated from the carrier Eagle. This was the final Sea Vixen squadron to embark on an operational carrier deployment.
766 Sqn[38]
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[37] 		Possibly never deployed on carrier
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?[Note 2][Note 3] 		700–707
710–717
720–727 		Functioned as the Naval Air Fighter School based at RNAS Yeovilton.
893 Sqn[38]
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[37]
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Victorious
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[40] 		240–247
250–257 		Operated from Victorious, then based at RNAS Yeovilton, followed by RAF Akrotiri, and finally aboard Hermes.
892 Sqn[38]
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[40] 		Hermes
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 301–315 Based on Hermes. The squadron's "Simon's Sircus" aerobatic team performed at the Farnborough Air Show in 1968.
890 Sqn[38]
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[37] 		Never deployed on carrier
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[40] 		750–755[Note 4] [Note 5] Conducted trials and operational missions at Yeovilton utilizing both FAW.1 and FAW.2 models. Briefly operated from Ark Royal during mid-60s.
Fleet Requirements Unit (FRU)[40]
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? 		Never deployed aboard carrier
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[38] 		750–755[38][41] The Fleet Requirements Unit (FRU) received some aircraft following the disbandment of the 890 Squadron. This unit evolved into the Fleet Requirements and Aircraft Direction Unit (FRADU) on December 1, 1972.
FRADU[40]
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[38] 		Never deployed aboard carrier
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[Note 6] 		750–755[38][41] Known as the Fleet Requirements and Aircraft Direction Unit (FRADU), this unit retired the Sea Vixen due to cost considerations in January 1974.[38]


Surviving aircraft

File:Sea.vixen.flying.arp.jpg
De Havilland Sea Vixen adorned in sponsored colors during a 2004 airshow. It has since been restored to its original Royal Navy paint scheme.
File:Xj565.jpg
Sea Vixen exhibited at the de Havilland Aircraft Museum

Aircraft that were previously exhibited publicly:

  • Sea Vixen FAW.1 XJ481, held by the Fleet Air Arm Museum at RNAS Yeovilton, Somerset. This aircraft is part of the museum’s reserve collection and is currently stored at Cobham Hall.
  • Sea Vixen FAW.2 XJ494, under the ownership and care of the Classic British Jets Collection, was displayed at Bruntingthorpe Aerodrome, Leicestershire until the facility closed in June 2020.
  • Sea Vixen D.3 G-CVIX, formerly XP924, was registered until 2014 to DS Aviation (UK) based at Bournemouth Airport, Dorset. It holds a display of registration mark exemption allowing it to fly bearing its original Royal Navy identification as "XP924" with code "134". Initially, this aircraft served with 899 Naval Air Squadron Fleet Air Arm from November 1968 to 1970 aboard HMS Eagle. Ownership transferred to the Fly Navy Heritage Trust through an official donation ceremony at RNAS Yeovilton on 16 September 2014. The aircraft is maintained and operated from Yeovilton by Naval Aviation Ltd., a subsidiary of the trust. On 27 May 2017, XP924 executed an emergency wheels-up landing at Yeovilton following a hydraulic system failure; the pilot escaped unharmed. In November 2020, the trust declared that fundraising and restoration activities aimed at returning XP924 to flight status were paused indefinitely.

The following fully intact airframes remain on public exhibition:

Australia

United Kingdom

Specifications (Sea Vixen FAW.2)

File:De Havilland Sea Vixen FAW2 3-view line drawing.svg

Template:Aircraft specs

See also

Template:External media

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Notes

  1. ↑ The Sea Vixen represents the ultimate and largest iteration of the de Havilland Vampire and de Havilland Venom lineage

Notes

  1. ↑ "Observer" is the Fleet Air Arm term for navigator/radar operator; equivalent to US Navy’s radar intercept officer (RIO).
  2. ↑ Fiddler's Table indicates disbandment on this date.[38]
  3. ↑ Birtles suggests disbandment occurred on December 10, 1970.[36] The precise disbandment date remains uncertain.
  4. ↑ Fiddler notes initial codes as 750–755, with additional series during a brief period aboard Ark Royal in mid-60s, and later codes from the early '70s.[38]
  5. ↑ Birtles mentions disbandment in '66 and reformation in '67; further clarification is needed.[40]
  6. ↑ Birtles states January 1974 as retirement date.[42]

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 1.12 1.13 Neal 1960, p. 179.
  2. ↑ "British two-seat fighter to attain speed of sound." Popular Mechanics, March 1955, p. 97.
  3. ↑ 3.0 3.1 3.2 3.3 3.4 3.5 3.6 "de Havilland DH 110 Sea Vixen FAW.2." de Havilland Aircraft Museum, Retrieved: 25 September 2016.
  4. ↑ Birtles 1991, p. 194.
  5. ↑ 5.0 5.1 Jackson 1987, p. 470.
  6. ↑ Buttler British Secret Projects revised edition, p77
  7. ↑ Birtles 1991, pp. 195, 198.
  8. ↑ "British Unveil Twin-Boom Jet." Popular Science, Vol. 159, No. 6., December 1951., p.123.
  9. ↑ 9.0 9.1 9.2 "On This Day – 1952: Dozens die in air show tragedy." BBC News, 2008.
  10. ↑ "1952: 'The crowd parted like the Red Sea'." BBC News, accessed September 2016.
  11. ↑ Jones 1985, p.95
  12. ↑ Brookes 1991, p.80.
  13. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Jackson dh p471
  14. ↑ Noble 2003, p. 29.
  15. ↑ Neal 1960, pp. 179–180.
  16. ↑ 16.0 16.1 16.2 16.3 16.4 Polmar 2008, p. 183.
  17. ↑ 17.00 17.01 17.02 17.03 17.04 17.05 17.06 17.07 17.08 17.09 Cite error: Invalid <ref> tag; no text was provided for refs named neal 180
  18. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named hobbs 256
  19. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named AI ap91 p198-9
  20. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named neal 180 184
  21. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Jackson dh p472
  22. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  23. ↑ 23.0 23.1 23.2 The aircraft converted to D.3 standard were: XN657, XP924, XS577 and XS587. The aircraft sent to Farnborough for conversion but not converted were: XJ494, XN658, XN688. See "UK Serials." UK Serials.com. Retrieved: 27 September 2010.
  24. ↑ 24.0 24.1 24.2 24.3 Dyndal 2016, p. 43.
  25. ↑ 25.0 25.1 25.2 25.3 25.4 25.5 Neal 1960, p. 184.
  26. ↑ Polmar 2008, pp. 184–185.
  27. ↑ Nicholas Air International July 2005, p. 47.
  28. ↑ Neal 1960, pp. 180, 184–185.
  29. ↑ 29.0 29.1 29.2 Neal 1960, p. 185.
  30. ↑ "de Havilland Sea Vixen History." Thunder and Lightnings. Retrieved: 14 July 2014.
  31. ↑ Ellis 2016.
  32. ↑ The Aeroplane, Building the Sea Vixen, April 4 1958 p. 476
  33. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  34. ↑ 34.0 34.1 34.2 34.3 34.4 34.5 Fiddler 1985, Table 3.
  35. ↑ 35.0 35.1 Hobbs 1982, p. 20.
  36. ↑ 36.0 36.1 36.2 36.3 36.4 Birtles 1986, p. 102.
  37. ↑ 37.0 37.1 37.2 37.3 37.4 Birtles 1986, p. 106.
  38. ↑ 38.00 38.01 38.02 38.03 38.04 38.05 38.06 38.07 38.08 38.09 38.10 38.11 38.12 Fiddler 1985, Table 4.
  39. ↑ 39.0 39.1 Birtles 1986, p. 103.
  40. ↑ 40.0 40.1 40.2 40.3 40.4 40.5 Birtles 1986, p.107.
  41. ↑ 41.0 41.1 "History of the FRADU." Archived version available. fradu-hunters.co.uk. Retrieved: September 27,2010.
  42. ↑ Birtles, Philip. Postwar Military Aircraft: Volume 5, p. 107.

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External links

Template:De Havilland aircraft Template:Hawker Aircraft aircraft Template:British military aircraft since World War II Lua error in Module:Authority_control at line 159: attempt to index field 'wikibase' (a nil value).

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