de Havilland Sea Vixen

Source: Wikipedia, the free encyclopedia.

DH.110 Sea Vixen
The last airworthy Sea Vixen at RNAS Yeovilton, 2014
Role Carrier-based fighter
National origin United Kingdom
Manufacturer de Havilland
First flight 26 September 1951[1]
Introduction July 1959
Retired 1972
Primary user Royal Navy
Number built 151 (including two DH110 prototypes and one Sea Vixen prototype)

The de Havilland DH.110 Sea Vixen is a British

first generation jet fighters.[a] It was later called the Hawker Siddeley Sea Vixen after de Havilland was absorbed by the Hawker Siddeley
Corporation in 1960.

The Sea Vixen had the distinction of being the first British two-seat combat aircraft to achieve

McDonnell Douglas Phantom FG.1
interceptor. There have been no flying Sea Vixens since 2017.

Development

Origins

In 1946, the

British Admiralty on its requirements for a future jet-powered all-weather, radar-equipped fighter.[1] From these talks, it became clear that the aircraft would need a crew of two to handle its radar and navigation equipment, as well as to fly the fighter, and that two engines were required for a safety factor over the ocean, and that swept wings were desirable. The fighter would also have a moderate wing loading for manoeuvrability at altitude and acceptable takeoff and landing performance from aircraft carriers. Highly effective wing flaps would be needed for landing and taking off.[1]

de Havilland decided to pursue development of a design to meet the requirements of the British Royal Navy. The proposed aircraft, which was designated as the DH.110 by de Havilland, was a twin-engined all-weather fighter.[1]

The DH.110 prototype WG236, in 1952

The design of the DH 110 used the

twin-boom-tail design layout of the de Havilland Vampire and de Havilland Venom. It had an all-metal structure, 45-degree swept wings, and an armament of four 30 mm ADEN cannons.[1] The DH 110 was to be powered by a pair of Rolls-Royce Avon turbojet engines, each capable of generating 7,500 lbf (33 kN) of thrust, which would allow the aircraft to become supersonic in a shallow dive.[1] The DH 110 had the distinction of being the first British two-seat combat plane to achieve supersonic speed.[2][3]

In January 1947, specifications N.40/46 and F.44/46 were issued by the British Air Ministry for similar night fighters to equip the Fleet Air Arm (FAA) and Royal Air Force (RAF). de Havilland submitted its proposal for the DH 110 to both services.[1] As initially submitted the RAF version had Metrovick F.9 engines, although these would soon be known as the Armstrong Siddeley Sapphire when Metrovick sold its engine division.

In response, nine DH 110 prototypes were ordered for the RAF (together with four of the competing Gloster Javelin) and four prototypes for the Fleet Air Arm.[4][5]

By early 1949 the DH.110 design was expected to be adaptable to fulfil four requirements: F4/48, F5/49 (a long range RAF fighter), N.40/46 (naval night fighter) and N.8/49 (naval strike aircraft). To this end the prototypes required would be three for F.4/48, four for common RAF and RN development, and two each for the other three roles and by July the authorities were ready to order the 13 prototypes [6]

In 1949, however, the Royal Navy decided to procure the

de Havilland Sea Hornets and Vought F4U Corsairs. The RAF decided to cut its order to two prototypes.[1] Despite this setback, de Havilland elected to continue work on the DH 110 while trying to recapture official interest in the type.[1][7]

On 26 September 1951, an initial prototype was completed and conducted its maiden flight from the Hatfield Aerodrome, flown by the test pilot John Cunningham.[5][8] Early flight tests of the prototype demonstrated that the aircraft's performance exceeded expectations. By the following year, the prototype was regularly flying in excess of the speed of sound.[1]

However, tragedy struck while the first prototype DH 110 (serial number WG236) was demonstrated at the

Farnborough Airshow on 6 September 1952.[9] Following a demonstration of its ability to break the sound barrier during a low level flight, the aircraft disintegrated and debris landed in the midst of spectators killing 31 people, including the crew of two, the test pilot John Derry and his flight-test observer, Tony Richards.[9][10]

Subsequent investigation of the accident traced the failure to faulty design of the wing leading edge section ahead of the

Shoreham Air Show on 22 August 2015.[9]

Redesign and navalisation

In response to the loss of the first prototype de Havilland introduced modifications to the design which were implemented on the remaining second prototype. These changes included the adoption of an all-moving tailplane, and cambered leading edge extensions. The modified prototype did not return to flight until July 1954.[13] As a result of these changes the DH 110 was no longer able to exceed the speed of sound, only reaching Mach 0.95 in a steep dive where its controls were immovable until passing 10,000 feet (3,000 m).[14] By this time, the Royal Air Force announced the abandonment of its interest in the DH 110, after deciding to buy the Gloster Javelin instead;[15] However, the Fleet Air Arm had decided that it would adopt the aircraft as a replacement for its interim fleet of Sea Venoms.[16] In February 1955, an order was placed for 110 navalised aircraft, which received the name Sea Vixen.[17]

The third semi-navalised prototype demonstrating at the 1955 Farnborough Air Show

In addition to tailoring the aircraft for carrier-based operation by the Royal Navy, de Havilland implemented major changes to the Sea Vixen during its redesign.[1] Throughout the 1950s, when the DH 110 design was still being evolved, major advances had occurred in subsystems such as weaponry, fire-control system, radar equipment, and cockpit instrumentation. The concept of an aircraft being an integrated weapons system had proliferated, where sensors such as the radar would be more directly tied into navigation and weapons systems.[1] de Havilland included this concept in the design of the Sea Vixen.[1] According to aviation author David Hobbs, it was the first British fighter aircraft to be designed in this manner.[18]

In June 1955, a semi-navalised prototype, XF828, was completed for the purpose of conducting carrier flight deck suitability trials.[17] For this purpose, XF828 featured several changes, including the alteration of the profile of the wing leading edges and the strengthening of the wings, as well as underwing fixture points for catapult launches, and a tailhook for arrested landings; however, the prototype lacked a wing folding mechanism, or racks for armaments.[17] On 20 June 1955, this aircraft made its first flight from de Havilland's facility at Christchurch Airfield in Dorset. The following year, XF828 performed its first arrested deck landing on the Royal Navy's aircraft carrier HMS Ark Royal.[19]

In April 1956, the finalised production drawings were formally issued.[17] The fully navalised production Sea Vixen featured a number of improvements over earlier development models. These included the addition of a powered folding wing system, reinforcement of the landing gear to withstand the additional stresses of carrier landings, a steerable nose wheel, a revised tail unit, and the redesigning of the fuselage to carry armament.[3][17] On 20 March 1957, the first true Sea Vixen, designated as the Sea Vixen FAW.20 (fighter all-weather, later redesignated FAW.1), performed its first flight. This aircraft was promptly used for clearance trials, in particular for addressing handling problems; the second production aircraft was used for engineering trials and the third aircraft for conducting radar trials.[20] On 2 July 1959, the first Sea Vixen-equipped squadron was formed.[21]

Production Sea Vixens were manufactured at first by de Havilland at its former

shadow factory" at Christchurch near Bournemouth, starting in March 1957.[1] In August 1962, all production was moved to another de Havilland factory located at Hawarden, near Chester
.

Further development

Two Sea Vixen FAW.1 (XJ571 & XN694) of 899 Sqn, one refuelling the other at a 1960s Farnborough Air Show
Sea Vixen FAW.2 of 890 NAS Squadron at RNAS Yeovilton in 1971

Beyond the initial FAW.1 model, de Havilland proceeded with the development of an improved variant, which was subsequently designated as the Sea Vixen FAW.2. This served as the successor to the FAW.1 and included many improvements. As well as Firestreak missiles, it could carry the

air-to-ground missile
.

Its enlarged tail boom allowed for additional fuel tanks in the "pinion" extensions above and in front of the wing leading edge, there was an improved escape system and additional room for more

electronic countermeasures (ECM) equipment.[3]
However, the changes in aerodynamics meant that the 1,000 lb bomb could no longer be carried. Visually the FAW.1 and FAW.2 could be distinguished by the tail booms which extended forward over the wing leading edges of the FAW.2.

In 1962, the Sea Vixen FAW.2 conducted its maiden flight; the type entered service with frontline squadrons in 1964. Overall, a total of 29 FAW.2s were newly built along with a further 67 FAW.1s that were rebuilt and upgraded to FAW.2 standard. In 1966, the original FAW.1 begun to be phased out. In 1972, the career of the Sea Vixen FAW.2 came to an end.

The Sea Vixen FAW2 prototype with four Red Top missiles.
A declassified 1965 UK MoD drawing that shows the Red Top's firing zone from a Lightning at Mach 1.5 at 47,000 feet altitude against a Tu-22 Blinder at the same speed and altitude. The firing zone from a Sea Vixen FAW2 would have been smaller due to the Sea Vixen FAW2's slower speed. Courtesy of secretprojects.co.uk member GUNDAM123dx.

The Sea Vixen FAW2 could be armed with up to four Hawker Siddeley Red Top infrared-homing missiles with all-aspect capability (can be fired against a head-on target). The Red Top could home on to heat sources generated by kinetic heating of a fast-approaching supersonic target such as the Tupolev Tu-22 Blinder bomber. The Red Top system was integrated into the AI 18R (R for Red Top) radar. From 1969 the Sea Vixen FAW2 practiced intercepts of a supersonic target against the Concorde SST in flight tests over the Irish Sea.[22]

The Admiralty had planned to replace the Sea Vixen with the McDonnell Douglas Phantom FG.1. The aircraft carriers HMS Ark Royal and Eagle were both planned to be refitted to properly carry and fly the new fighters. Due to defence cuts, and following the decommissioning of HMS Eagle, only HMS Ark Royal underwent the conversion work to fly the new Phantom FG.1.

A small number of Sea Vixens subsequently saw service as drones, in which capacity they were redesignated as the Sea Vixen D.3. Only four aircraft were converted to the D.3 standard,[23] though three more were dispatched to Farnborough to undergo conversion, but ultimately went unconverted.[23] The last remaining airworthy Sea Vixen (XP924) was a D3 conversion.[23] A number of other Sea Vixens became target tugs and were redesignated as the Sea Vixen TT.2.

Design

899 Sqn Sea Vixen FAW.2 on HMS Eagle, 1970

The de Havilland Sea Vixen was a jet-powered fleet defence fighter, equipped with a modern radar and air-to-air missiles for its primary role. When it entered service, it was the first British aircraft to be solely armed with missiles, rockets and bombs; this made it the first fighter aircraft operated by the Fleet Air Arm with no gun armament.

AI18 radar, which was operated by the observer.[24]

In addition to its principal fleet-defence role, the Sea Vixen was also used in the ground-attack role[16] for which it could be armed with two Microcell unguided two-inch (51 mm) rocket packs, Bullpup air-to-ground missiles, and four 500 pounds (230 kg) or two 1,000 pounds (450 kg) bombs.[17][25] The Sea Vixen was equipped with a refuelling probe for aerial refuelling from tanker aircraft to extend its range.[3] It could also be equipped as a tanker for refueling other aircraft.[26] The Sea Vixen FAW.1 was cleared to carry the Red Beard free-fall nuclear bomb in the event of an "extreme operational emergency".[27]

The Sea Vixen was powered by a pair of Rolls-Royce Avon 208 turbojet engines and could reach a maximum speed of 690 mph (1,110 km/h) and a range of up to 600 mi (970 km).[17][24] It had a twin-boom tail configuration, as used on the earlier de Havilland Sea Vampire and Sea Venom fighter aircraft.[16] The internal volume of the tail boom was used for both fuel and avionics, and was considerably enlarged for this purpose on the improved Sea Vixen FAW.2.[3] The twin-boom tail reduced the length and height of the aircraft, which reduced the stowage area and head-room required onboard aircraft carriers; it also minimised asymmetry during single engine flying, reduced the length of the jet pipes and improved maintenance access.[1]

air starter
pod is in front.

The fuselage comprises several sections, the principal being the one-piece central and stub-wing assembly section.[25] The front fuselage, composed of the pressurised cabin, the airbrake below the pressure flooring and the radar compartment, and its hinged radome are mounted upon four attachments on the forward face of the front spar. Various electrical compartments are located aft of the front spar, above the wing, which are accessible through hatches.[25] The engines are installed within the main fuselage aft of the main box; they could be removed from the fuselage for servicing via detachable panels on the upper fuselage surface.[28] Sections of the fuselage skin were chemically milled while other parts were machine milled. The powered folding wing made use of a pair of wing-fold joints which involved a total of six main attachment points.[29]

The Sea Vixen had a crew of two, a pilot and a

ejector seats, which were capable of being deployed under a range of conditions and circumstances, including the aircraft being submerged in water.[3][25] Each crew member had a single centralised service connector comprising circuits that served ventilated g-suits as well as controls for humidity and temperature for crew comfort.[25]

The flying controls of the Sea Vixen were relatively complex with a fully powered tailplane,

pitch damping, tactical air navigation system (TACAN), and ultra high frequency (UHF) radio system.[25]

Operational history

A Sea Vixen landing on HMS Eagle in 1970

The aircraft did not take part in any true wars during its career with the Fleet Air Arm though it took part in many operations. In 1961, President

Abdul Karim Kassem of Iraq threatened to annex the neighbouring oil-rich state of Kuwait
. In response to Kuwait's appeal for external help, the United Kingdom dispatched a number of ships to the region, including two fleet carriers. Sea Vixens aboard the fleet carriers flew patrols in the region, and Kassem's aggressive actions wilted in the face of the strong naval presence, thus averting a war over Kuwait.

In January 1964, trouble flared in the

High Commissioner and the airport at the capital Dar es Salaam. The UK responded by sending the light fleet carrier HMS Centaur, accompanied by 45 Commando, Royal Marines. The Sea Vixens, flying off Centaur, performed a number of duties including the providing of cover for the Royal Marines who were landed in Tanganyika by helicopters. The operation "to restore Tanganyika to stability" ended in success. That same year, Sea Vixens of HMS Centaur saw service once again in the Persian Gulf, including the launch of air strikes against rebel forces, this time supporting British forces fighting against locals disgruntled by the loss of tolls in the Radfan. Later in 1964, HMS Centaur's 892 Squadron Sea Vixens stationed off Indonesia, helped to prevent an escalation of President Sukarno's Indonesia–Malaysia confrontation.[32]

Sea Vixen of 893 NAS operating alongside an A-4 Skyhawk of VA-55 in 1964

Sea Vixens saw further service during the 1960s, performing duties on Beira Patrol, a Royal Navy operation designed to prevent oil reaching landlocked Rhodesia via the then Portuguese colony of Mozambique. The Sea Vixen also saw service in the Far East. In 1967, once again in the Persian Gulf, Sea Vixens helped cover the withdrawal from Aden. There were a number of Royal Navy warships involved, including the carriers HMS Albion, HMS Bulwark and HMS Eagle (carrying the Sea Vixens) and the LPD (Landing Platform Dock) HMS Fearless.

The Sea Vixen's tactics against faster supersonic fighters such as the BAC Lightning and the Dassault Mirage III was to keep turning until its opponents went low on fuel and then catch them with the Red Top when they tried to break away using afterburner.[33]

A Sea Vixen maneuvering against a MiG-21 shown in the [https://www.seavixen.org/seavixen-technical-documents/sea-vixen-tactical-manual Tactical Manual

The Sea Vixen also flew in an aerobatic role, performing in two Royal Navy display teams: Simon's Sircus and Fred's Five.

Of the 145 Sea Vixens constructed, 55 were lost in accidents. Two DH.110 development prototypes were also lost.[34] The 55 Sea Vixens lost represented a loss rate of almost 38%. 30 (54%) of these were fatal incidents, 21 of which involved the death of both pilot and observer.[35]

A small number of Sea Vixens were sent to FR Aviation at

Air Accident Investigation Branch published an enquiry into damage suffered by G-CVIX on landing at Bournemouth on 5 April 2012.[38] On 16 September 2014, G-CVIX was transferred to Naval Aviation Ltd., a subsidiary of Fly Navy Heritage Trust and will be based at the Royal Naval Air Station Yeovilton in Somerset.[39]

Operators

 United Kingdom
Sea Vixen FAW.1 units
Squadron/Flight From First on carrier To Codes Comment
700 Sqn Y Flight[40] November 1958[41] Never 2 July 1959 ? Intensive Flying Trials Unit (IFTU) based at
RNAS Yeovilton.[41] Reformed as 892 Sqn.[42]
892 Sqn[40] 2 July 1959 3 March 1960[42]
Ark Royal 		1965 208–219 Flew from: Ark Royal, Victorious, Hermes and Centaur (late 1963 to mid-1965, the fourth and last commission of the ship)
890 Sqn[40] 1 February 1960 July 1960
Hermes 		1966[43] 240–254 Flew from: Hermes and Ark Royal. Disbanded 1966, reformed September 1967 initially with four FAW.1, and converting to FAW.2.[43]
893 Sqn[40] 9 September 1960[42] Ark Royal 1964 455–468 Flew from: Victorious, with short periods on: Ark Royal and Centaur.
899 Sqn[40] 1 February 1961[42] ? 1965 485–489 Sea Vixen HQ Sqn Yeovilton, with short periods on: Eagle. 899 was the first squadron to evaluate and operate Sea Vixen FAW2 aircraft
766B Training Sqn[40] October 1959 1964 Eagle post refit trials 1965?[44] 710–722 1962 renamed Naval Air Fighter School; provided a/c and crews for "Fred's Five" aerobatic team, all of whom were instructors on 766 squadron.
Sea Vixen FAW.2 units
Squadron/ Flight From First on carrier To Codes Comment
13 JSTU[45] April 1964 Never February 1966[45] 13 Joint Service Trials Unit (13 JSTU).
A&AEE Boscombe Down
.
899 Sqn[44] December 1963 December 1964
Eagle 		February 1972 120–127
130–137 		Flew from: Eagle.
Last operational carrier embarked Sea Vixen squadron
766 Sqn[44] 7 July 1965[43] Never? 10 February 1970?[Note 2][Note 3] 700–707
710–717
720–727
RNAS Yeovilton
893 Sqn[44] 4 November 1965[43] 19 April 1966
Victorious 		July 1970[46] 240–247
250–257 		Flew from: Victorious,
RNAS Yeovilton, RAF Akrotiri
, then Hermes.
892 Sqn[44] 1963[46] Hermes October 1968 301–315 Flew from Hermes. 1968 Simon's Sircus aerobatic team from this squadron performed at the 1968 Farnborough Air Show.
890 Sqn[44] September 1967[43] Never 6 August 1971[46] 750–755[Note 4] [Note 5] Trials and operations unit at Yeovilton with mix of FAW.1 and FAW.2.
For a short period 1964-5 Ark Royal.
FRU[46] 6 August 1971? Never 1 December 1972[44] 750–755[44][47] Fleet Requirements Unit (FRU). When 890 Sqn disbanded some aircraft passed to Fleet Requirements Unit (FRU), Yeovilton. FRU became Fleet Requirements and Aircraft Direction Unit (FRADU) on 1 December 1972.
FRADU[46] 1 December 1972[44] Never January 1974[Note 6] 750–755[44][47] Fleet Requirements and Aircraft Direction Unit (FRADU). Retired Sea Vixen on grounds of cost.[44] January 1974.[46]

Surviving aircraft

De Havilland Sea Vixen in sponsored livery at a 2004 airshow. It has since been returned to Royal Navy livery.[49]
Sea Vixen on display at the de Havilland Aircraft Museum

Aircraft formerly on public display:

  • Sea Vixen FAW.1 XJ481, Fleet Air Arm Museum, RNAS Yeovilton, Somerset. Part of the Museum's reserve collection, and is in storage at Cobham Hall.[50][51]
  • Sea Vixen FAW.2 XJ494, owned and maintained by Classic British Jets Collection, and was on display at Bruntingthorpe Aerodrome, Leicestershire until they closed in June 2020.[52][53]
  • Sea Vixen D.3 G-CVIX, the former XP924, registered until 2014 to DS Aviation (UK) at Bournemouth Airport, Dorset. It has a display of registration mark exemption to fly in its original Royal Navy markings as "XP924" coded "134".[54] It originally flew with 899 Naval Air Squadron Fleet Air Arm as "134" from November 1968 until 1970 from HMS Eagle. The ownership of XP924 moved to the Fly Navy Heritage Trust – with a formal donation ceremony at RNAS Yeovilton on 16 September 2014 – to be maintained and operated from Yeovilton by Naval Aviation Ltd., a subsidiary of Fly Navy Heritage Trust.[39] On 27 May 2017, XP924 performed an emergency wheels-up landing at Yeovilton after a hydraulic failure. The pilot was uninjured during the belly-landing.[55] In November 2020, the trust announced that fundraising efforts and ongoing investment to return XP924 to flying condition had been suspended indefinitely.[56]

The following complete airframes are on public display:

Australia

United Kingdom

Specifications (Sea Vixen FAW.2)

Data from The Great Book of Fighters [70]

General characteristics

  • Crew: 2
  • Length: 55 ft 7 in (16.94 m)
  • Wingspan: 51 ft 0 in (15.54 m)
  • Height: 10 ft 9 in (3.28 m)
  • Wing area: 648 sq ft (60.2 m2)
  • Airfoil: EC1040[71]
  • Empty weight: 27,950 lb (12,678 kg)
  • Gross weight: 41,575 lb (18,858 kg)
  • Max takeoff weight: 46,750 lb (21,205 kg) [72]
  • Powerplant: 2 ×
    Rolls-Royce Avon 208 turbojet
    engines, 11,000 lbf (49 kN) thrust each

Performance

Armament

  • Hardpoints: 6 , with provisions to carry combinations of:
    • Rockets: 4 Matra rocket pods with 18 SNEB 68 mm rockets each, or 4 Rocket pods with 24 or 32 Microcell 2-inch rockets.[73][74] or 24 3-inch rockets,[74][75]
    • Missiles: 4
      air-to-ground missiles
    • Bombs: 1 Red Beard freefall nuclear bomb, or four 500 lb (227 kg) or two 1,000 lb (454 kg) conventional bombs.

Avionics

GEC
AI.18 Air Interception radar

See also

External videos
video icon Preserved Sea Vixen taking off and performing an aerial display at RNAS Yeovilton Air Day 2015
video icon Compilation of period Sea Vixen carrier operations
video icon Footage of the 1952 Farnborough air show accident with accompanying eye witness account
video icon rare flat display practice at RNAS Yeovilton

Related development

Aircraft of comparable role, configuration, and era

Related lists

Notes

  1. ^ The Sea Vixen was the final and largest development of the de Havilland Vampire and de Havilland Venom family

References

Notes

  1. U.S. Navy
    's equivalent is the radar intercept officer (RIO).
  2. ^ Fiddler 1985, Table 4 says that 766 Sqn disbanded 10 February 1970.[44]
  3. ^ [42] Birtles 1986, p. 107 says that 766 Sqn disbanded 10 December 1970. It is not known which date for 766 Sqn disbanding is correct.
  4. ^ Fiddler 1985, Table 4 says 750–755 initially, with 001-007 and 010-014 during a brief period on Ark Royal in 1964–65, and 701–706 from 1971.[44]
  5. ^ Birtles 1986, p. 107 says that 890 Sqn was disbanded in 1966 and reformed in 1967. Further research is required here.[46]
  6. ^ [48]

Citations

  1. ^ a b c d e f g h i j k l m n o Neal 1960, p. 179.
  2. ^ "British two-seat fighter to attain speed of sound." Popular Mechanics, March 1955, p. 97.
  3. ^ a b c d e f g "de Havilland DH 110 Sea Vixen FAW.2." de Havilland Aircraft Museum, Retrieved: 25 September 2016.
  4. ^ Birtles 1991, p. 194.
  5. ^ a b 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. ^ a b c "On This Day – 1952: Dozens die in air show tragedy." BBC News, 2008.
  10. ^ "1952: 'The crowd parted like the Red Sea'." BBC News, Retrieved: 25 September 2016.
  11. ^ Jones 1985, p. 95
  12. ^ Brookes 1991, p. 80.
  13. ^ Jackson 1987, p. 471.
  14. ^ Noble 2003, p. 29.
  15. ^ Neal 1960, pp. 179–180.
  16. ^ a b c d e Polmar 2008, p. 183.
  17. ^ a b c d e f g h i Neal 1960, p. 180.
  18. ^ Hobbs 2014, p. 256.
  19. ^ Birtles 1991, pp. 198–199.
  20. ^ Neal 1960, pp. 180, 184.
  21. ^ Jackson 1987, p. 472.
  22. ISBN 978-1-911621-98-0.{{cite book}}: CS1 maint: location (link
    )
  23. ^ a b c 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. ^ a b c d Dyndal 2016, p. 43.
  25. ^ a b c d e f 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. ^ a b c Neal 1960, p. 185.
  30. ^ "de Havilland Sea Vixen History." Thunder and Lightnings. Retrieved: 14 July 2014.
  31. ^ Ellis 2016.
  32. ^ McCart 1997, p. 96.
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  35. ^ "Homepage - SeaVixen".
  36. ^ Birtles 1991, p. 201.
  37. ^ Jackson 1987, p. 474.
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  39. ^ a b Eagles, Sue. "Classic Fleet Air Arm fighter returns to Yeovilton." Archived 24 September 2015 at the Wayback Machine Fly Navy Heritage Trust. Retrieved: 6 October 2014.
  40. ^ a b c d e f Fiddler 1985, Table 3.
  41. ^ a b Hobbs 1982, p. 20.
  42. ^ a b c d e Birtles 1986, p. 102.
  43. ^ a b c d e Birtles 1986, p. 106.
  44. ^ a b c d e f g h i j k l m Fiddler 1985, Table 4.
  45. ^ a b Birtles 1986, p. 103.
  46. ^ a b c d e f g Birtles 1986, p. 107.
  47. ^ a b "History of the FRADU." Archived 22 June 2013 at the Wayback Machine fradu-hunters.co.uk. Retrieved: 27 September 2010.
  48. ^ Birtles, Philip. Postwar Military Aircraft: 5, de Havilland Vampire, Venom and Sea Vixen, p. 107 says January 1974.
  49. ^ "Sea Vixen: G-CVIX." airliners.net. Retrieved: 8 August 2010.
  50. ^ "de Havilland Sea Vixen FAW1 (XJ481)." Archived 24 September 2015 at the Wayback Machine Royal Navy Fleet Air Arm Museum. Retrieved: 15 March 2014.
  51. ^ "de Havilland Sea Vixen - Survivor XJ481." Thunder & Lightnings. Retrieved: 2 September 2023.
  52. ^ a b Ellis 2016, p. 133
  53. ^ "Cold War Jets Museum, Bruntingthorpe, UK is closed and will not re-open". aviationmuseum.eu. 15 June 2020. Retrieved 21 November 2021.
  54. ^ "G-CVIX". UK Civil Aviation Authority. Retrieved: 14 July 2014.
  55. ^ "Sea Vixen Does Wheels-up Emergency Landing at Yeovilton" The Aviationist. Retrieved: 28 May 2017
  56. ^ "Sea Vixen Update". Navy Wings. Fly Navy Heritage Trust. 13 November 2020. Retrieved 26 January 2022.
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  60. ^ Buttler, 2007, p. 205
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  63. ^ "Exhibits." Archived 29 October 2013 at the Wayback Machine Solent Sky Museum. Retrieved: 15 March 2014.
  64. ^ "Museum Aircraft: De Havilland Sea Vixen FAW2". Tangmere Military Air Museum. Retrieved 15 March 2014.
  65. ^ "Aircraft Listing". Midland Air Museum. Retrieved: 15 March 2014.
  66. ^ "Aircraft at IWM Duxford". (pdf)." Imperial War Museums. 25 November 2011. Retrieved: 15 March 2014.
  67. ^ "de Havilland Sea Vixen TT.8." Archived 24 January 2016 at the Wayback Machine Gatwick Aviation Museum. Retrieved: 15 March 2014.
  68. ^ "de Havilland Sea Vixen FAW2." Archived 1 November 2015 at the Wayback Machine Royal Navy Fleet Air Arm Museum. Retrieved: 15 March 2014
  69. ^ Buttler, 2007, p. 245
  70. ISBN 0-7603-1194-3
    .
  71. ^ Lednicer, David. "The Incomplete Guide to Airfoil Usage". m-selig.ae.illinois.edu. Retrieved 16 April 2019.
  72. ^ "Sea Vixen FAW Mk.2 Flight Reference Cards AP101B-3002-14." Ministry of Technology, 1968, rev. 1970.
  73. ASIN B000VMGGXW
    .
  74. ^ a b "Ground Attack". www.seavixen.org.

Bibliography

External links

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