de Havilland Hornet
D.H.103 Hornet Sea Hornet | |
---|---|
A de Havilland Hornet F.3 of 64 Squadron | |
Role | Land and naval-based fighter aircraft |
National origin | United Kingdom |
Manufacturer | de Havilland |
First flight | 28 July 1944 |
Introduction | 1946 |
Retired | 1956 |
Primary users | Royal Air Force Royal Navy |
Produced | 1945 to 1950 |
Number built | 383 |
Developed from | De Havilland Mosquito |
The de Havilland DH.103 Hornet, developed by
The Hornet entered service with RAF Fighter Command where it equipped several day fighter units and was commonly stationed in the British mainland. It saw combat in the Far East, being used as a strike fighter as part of the British military action taken during the Malayan Emergency. A naval carrier-capable version, the Sea Hornet, had been envisaged early on and was procured by the Fleet Air Arm of the Royal Navy.
Development
Origins
In the autumn of 1941, de Havilland found that it had the spare design capacity to work on a new project. At this point, the Mosquito had entered full-rate production and preliminary work on a jet-propelled fighter aircraft, which became the Vampire, was waiting for the production of prototype engines.[1] The company promptly recognised a need for a high-speed, unarmed, night bomber powered by a pair of large Napier Sabre piston engines and a design for such an aircraft was first proposed under the designation D.H. 101 in October 1941. A design team led by R. E. Bishop with C. T. Wilkins assisting, was assembled with the aim of developing the D.H. 101, which was initially pursued as a private venture.[2]
The Sabre engine was suffering from availability problems at that point and the DH. 101 was soon replaced by a lower-powered design, with the internal designation D.H. 102. This proposal was intended to be powered by a pair of Rolls-Royce Griffon or Rolls-Royce Merlin engines but either engine would have meant that the aircraft would be somewhat slower and less attractive than the Mosquito.[1]
By November 1942, de Havilland had elected to shelve the night bomber project and concentrate on producing a long-range fighter, the D.H. 103, that would make the maximum possible use of the Merlin engine.
By the end of 1942, a mock-up of the D.H. 103 had been completed at de Havilland's Hatfield facility and was soon afterwards demonstrated to officials of the Ministry of Aircraft Production.[1] Due to the war, the ministry did not immediately issue permission to construct the D.H. 103.[1] In June 1943, the project stopped being a private venture when the Ministry released Specification F.12/43, which had been written around the D.H. 103 proposal; soon after, the D.H. 103 project received the name Hornet.[1]
It was envisaged that the Hornet could be adapted for naval use and operated from the flight decks of
Prototypes and refinement
By January 1944, the fuselage shell for the first prototype D.H. 103, RR915, was under construction on production
Towards the end of 1944, the assembly line for the Hornet F.1, the initial production model, was being established at Hatfield and orders had already been received for the
Additional prototypes were used for the development of improved variants of the Hornet. PX312, participated in the development of an improved fighter model to succeed the F.1, the Hornet F.3.[6] PX212, PX214, and PX219, were converted by the Heston Aircraft Company from Hornet F.1 standard aircraft to represent and test aspects of the initial naval version, later named Sea Hornet F.20.[3] PX212 and PX214 were only partially naval, being outfitted with arrestor hooks but lacking the wing-folding mechanisms of subsequent production aircraft; PX219 was the full naval version and later conducted carrier deck trials on board the aircraft carrier HMS Ocean.[3]
PX230 and PX239, were completed for an all-weather night fighter, the Hornet NF.21.[7] PX239, originally built as a Hornet F.20, was outfitted with power-operated folding wings and a large dorsal fillet, which was later fitted to all production aircraft to comply with a new requirement to provide "feet off" directional stability with one engine stopped.[8] On 25 October 1948, the first deck trials commenced on board HMS Illustrious; these were so successful that testing rapidly proceeded to the night trials phase.[9] On 16 May 1947, PX230 was lost during service trials when the aircraft disintegrated in mid flight; the pilot bailed out following the breakup of the aircraft.[10]
Hornet F.3, PR.2 and FR.4
The wings of the Hornet F.3 were stressed to carry external weapons; two to four
The Hornet PR.2 was intended to operate as a long-range
Sea Hornet F.20, NF.21 and PR.22
The Hornet was designed with the possibility of naval service on
The lower rear fuselage was reinforced with two additional
Merlin 133/134s (derated from 2,070 hp (1,540 kW) to 2,030 hp (1,510 kW)) were fitted to all Sea Hornets. Other specialised naval equipment (mainly different radio gear) was fitted and provision was made for three camera ports, one on each side of the rear fuselage and one pointing down. Sea Hornet F.20s also incorporated the modifications of the Hornet F.3, although the internal fuel capacity was 347 Imp gal (1,557 L), slightly reduced from that of the F.1. The modifications added some 550 lb (249 kg) to the weight of the aircraft. Maximum speed was decreased by 11 mph (18 km/h).[14]
The Hornet NF.21 was designed to fill a need for a naval night fighter. Special flame-dampening exhausts were installed, and a second basic cockpit was added to the rear fuselage, just above the wing trailing edges. ASH radar equipment was placed in the rear of this cockpit, with the radar operator/navigator seated facing aft.[7] To gain access, a small trapdoor was provided in the lower fuselage; a fixed, teardrop-shaped bubble canopy, which could be jettisoned in an emergency, provided a good field of view. At the front of the aircraft, the nose underwent a transformation with the small rotating ASH radar dish being housed under an elongated "thimble" radome.[7] The horizontal tail units were increased in span. The effect of these modifications on performance was minimal; about 4 mph (6 km/h).[7]
The Sea Hornet PR.22 was a dedicated photo reconnaissance aircraft version of the F.20. The cannon were removed and the apertures faired over. Three cameras were installed in the rear fuselage: two F.52s for night use and one K.19B for day. A total of 23 PR.22s were built, interspersed with F.20s being built at Hatfield.[15]
Civilian Hornet
The lone civilian Hornet, and the only one to be owned by a non-British operator, was a Sea Hornet F.20 TT193. It had originally been dispatched to
Flying the Sea Hornet
Captain Eric "Winkle" Brown, former fighter pilot and officer of the Fleet Air Arm, was one of the world's most accomplished test pilots and he held the record for flying the greatest number of aircraft types.
Just after
- "...the next two months of handling and deck landing assessment trials were to be an absolute joy; from the outset the Sea Hornet was a winner!"
- "The view from the cockpit, positioned right forward in the nose beneath a one-piece aft-sliding canopy was truly magnificent. The Sea Hornet was easy to taxi, with powerful brakes... the takeoff using 25 lb (2,053 mm Hg, 51" Hg) boost and flaps at one-third extension was remarkable! The 2,070 hp (1,540 kW) Merlin 130/131 engines fitted to the prototypes were to be derated to 18 lb (1,691 Hg, 37" Hg) boost and 2,030 hp (1,510 kW) as Merlin 133/134s in production Sea Hornets, but takeoff performance was to remain fantastic. Climb with 18 lb boost exceeded 4,000 ft/min (1,200 m/min)"...
"In level flight the Sea Hornet's stability about all axes was just satisfactory, characteristic, of course, of a good day interceptor fighter. Its stalling characteristics were innocuous, with a fair amount of elevator buffeting and aileron twitching preceding the actual stall"...
- "For aerobatics the Sea Hornet was absolute bliss. The excess of power was such that manoeuvres in the vertical plane can only be described as rocket-like. Even with one propeller feathered the Hornet could loop with the best single-engine fighter, and its aerodynamic cleanliness was such that I delighted in its demonstration by diving with both engines at full bore and feathering both propellers before pulling up into a loop!"[18][N 1]
During this series of tests Captain Brown found that the ailerons were too heavy and ineffectual for deck landing and there were some problems with throttle movement, brakes and the rubber-in-compression undercarriage legs were still fitted. De Havilland were quick to modify the aircraft. Eric Brown:
- "Landings aboard Ocean had been made without any crash barrier... Yet, in the case of the Sea Hornet, I had felt such absolute confidence that I was mentally relaxed... Indeed, there was something about the Sea Hornet that made me feel that I had total mastery of it; I revelled in its sleek form and the immense surge of power always to hand..."
- "Circumstances had conspired against the Sea Hornet in obtaining the recognition that it justly deserved as a truly outstanding warplane...in my book the Sea Hornet ranks second to none for harmony of control, performance characteristics and, perhaps most important, in inspiring confidence in its pilot. For sheer exhilarating flying enjoyment, no aircraft has ever made a deeper impression on me than did this outstanding filly from the de Havilland stable."[19]
Design
The de Havilland Hornet bore a family resemblance to the larger Mosquito, but it was an entirely fresh design albeit one that drew extensively upon experiences from, and the design of, the Mosquito.[1] It was powered by a pair of highly developed Rolls-Royce Merlin engines, producing 2,070 hp (1,540 kW) each, which drove de Havilland Propellers four-bladed propellers. According to aviation author P.J. Birtles, the efficiency and power of this configuration gave the Hornet "a higher performance than any other propeller driven aircraft".[1] The Hornet's principal armament was four short-barrelled 20 mm (.79 in) Hispano V cannons, while other typical weapon loads included various rockets and bombs.[20]
Fuselage construction was identical to the earlier Mosquito: a balsa wood "pith" sandwiched between plywood sheets which were laid in diagonal panels.
Construction was of mixed
The Hornet used "slimline" Merlin engines of types 130 and 131, which had engine ancillaries repositioned to minimise frontal area and
Because of the revised induction arrangements of the Merlin 130 series, the supercharger and carburettor air intakes could be placed in the leading edges of the wings, outboard of the nacelles. (Other versions of the Merlin, which used "updraft" induction arrangements, required that the intakes be placed in a duct below the main engine cowling). The main radiators were also mounted in the inboard leading edges of the wings. Internal fuel, to a maximum capacity of 432 Imp gal (1,964 L) (F.3) was stored in four self-sealing wing tanks, which were reached through detachable panels forming part of the lower wing surfaces.[14] To assist airflow over the wing, the engine nacelles were mounted low, which meant that the undercarriage legs were reasonably short and the pilot's field of view was improved. The single-legged undercarriage units were simpler and cleaner than those of the Mosquito, using the same de Havilland-developed, rubber-in-compression energy absorption system. The main wheels were also smaller and lighter.[22]
To further aid the pilot's field of view, the unpressurised cockpit was mounted well forward in the fuselage and was housed under an aft-sliding perspex blister canopy. The three-panel windscreen was designed so that refraction through the panels meant that there were no obvious blind spots caused by the corner tie-rods; all three panels were bullet-proof laminated glass. An armour-plated bulkhead (hinged near the top to provide access to the back of the instrument panel and the rudder pedals), was part of the nose structure, with the pilot's back and head being protected by another armoured bulkhead built into the cockpit.[27] Below and behind the cockpit floor was a bay housing the aircraft's principal armament of four 20 mm cannon, which had a maximum of 190 rounds per cannon which fired through short blast tubes. The Sea Hornet had a similar armament to its land-based counterparts.[28]
Operational history
Hornet
In mid-1946, the Hornet entered squadron service with 64 Squadron, based at RAF Horsham St Faith.[6] Next to convert to the Hornet was 19 Squadron at RAF Wittering, followed by 41 Squadron and 65 Squadron, both based at RAF Church Fenton. No. 65 Sqn participated in one of the first official overseas visits by an RAF unit when they visited Sweden in May 1948.[6] Pilot conversion to the Hornet was provided by No. 226 Operational Conversion Unit (O.C.U.) which was based at RAF Molesworth.[11][N 3]
During their relatively short operational service, Hornets participated in several record attempts and air races; for example, on 15 September 1949
Operationally, the Hornet I (later re-designated as the F.1) lasted only a short time before being superseded by the improved F.3 version. The first Hornet F.3 was PX 366, which flew at the Farnborough Air Show in June 1946. New units to convert to this mark were 33 Squadron, 45 Squadron (based at RAF Tengah, Singapore where, in early 1952, the unit converted to the Hornet from the unreliable Bristol Brigand) and 80 Squadron.
In 1951, considerable numbers of Hornets were redeployed from Fighter Command to the squadrons of the
The Hornets were often sortied in conjunction with strikes from Avro Lincoln bombers.[29] Other activities included the aerial escorting of ground convoys. The Hornet proved to be very reliable: 45 Sqn Hornets, based in Singapore, achieved a total of 4,500 operational sorties over five years, more than any other squadron in the FEAF.[11][29]
On 23 July 1954, two Hornets from
Sea Hornet
On 1 June 1947, 801 Squadron was reformed to become the first squadron to operate the Sea Hornet, based at RNAS Ford.[7] After relocating to Arbroath, the squadron participated in numerous trials for the type prior to the Sea Hornet's first seaborne deployment, having embarked upon HMS Implacable in 1949. In 1951, a further transfer was made to HMS Indomitable: during their time on board the Sea Hornets contributed to a multinational maritime exercises as long-range fighter escort and strike aircraft; however, in June 1951, they were replaced by single-engined Hawker Sea Furies.[15][7]
Further Sea Hornet deliveries were attached to various Naval Squadrons, including three which were attached to
On 20 January 1949, 809 Squadron became the first squadron to be equipped with the Sea Hornet NF 21, having been reformed specifically to operate the type, based at RNAS Culdrose.[10] 809 Squadron was the only front-line unit to use this variant; following an initial workup period, the squadron briefly transferred to HMS Illustrious for deck landing practice. In May 1951, the NF.21s of 809 Squadron relocated to HMS Vengeance to form a portion of the FAA's first all-weather air group.[10]
On 16 October 1951, a formation of four NF.21 aircraft flew non-stop from Gibraltar to Lee-on-the-Solent, Hampshire, England, in 3 hours 10 minutes at an average speed of just under 330 mph; on 24 November 1951, a single Sea Hornet flew the same route in 2 hours 45 minutes at an average speed of 378 mph.[10] During a brief deployment in 1952, it was quickly determined that the Sea Hornet was not suitable for use on board the Navy's light fleet carriers. 809 Squadron was briefly seconded to the RAF at Coltishall prior to being deployed to Hal Far, Malta; it was on Malta that the Squadron was disbanded in 1954 to be reequipped with the jet-powered de Havilland Sea Venom.[10]
The NF.21 later equipped the Fleet Requirements Units at Hal Far, Malta, and St Davids, West Wales.
Surviving aircraft
As of 2017, Sea Hornet F.20 TT193 was under restoration to flying condition by Pioneer Aero Ltd at Ardmore, New Zealand.[35]
Variants
- Hornet F.1
- Fighter version, 60 built.
- Hornet PR.2
- Photo-reconnaissance version, five built.
- Hornet F.3
- Fighter version, 132 built.
- Hornet FR.4
- Fighter-reconnaissance version, 12 built.
- Sea Hornet F.20
- A navalised version for service on British aircraft carriers, 79 built.
- Sea Hornet NF.21
- Fleet Air Arm night fighter powered by Merlin 133/134 engines, 72 built.
- Sea Hornet PR.22
- Photo-reconnaissance version, 23 built.
Operators
- Royal Australian Air Force used one Sea Hornet F.20 for evaluation and tropical trials.
- Royal Canadian Air Force operated briefly one former Royal Navy Sea Hornet F.20 (TT193) in 1948 for test purposes. It was operated by CEPE Canadian Experimental and Proving Establishment, at RCAF Namao, Edmonton, Alberta, in company with a Hawker Sea Fury. When surplused, it was purchased by Spartan Air Services and operated until one of the engines failed. It was scrapped sometime in the 1950s.[36]
- Royal Air Force
- No. 19 Squadron RAF (1946–1951)
- No. 33 Squadron RAF (1951–1955)
- No. 41 Squadron RAF (1948–1951)
- No. 45 Squadron RAF (1952–1955)
- No. 64 Squadron RAF (1946–1951)
- No. 65 Squadron RAF (1946–1951)
- No. 80 Squadron RAF (1951–1955)
- No. 226 Operational Conversion Unit RAF
- Royal Navy: Fleet Air Arm
- 703 Naval Air Squadron
- 728 Naval Air Squadron
- 736 Naval Air Squadron
- 738 Naval Air Squadron
- 739 Naval Air Squadron
- 759 Naval Air Squadron
- 771 Naval Air Squadron
- 778 Naval Air Squadron
- 787 Naval Air Squadron
- 792 Naval Air Squadron
- 801 Naval Air Squadron
- 806 Naval Air Squadron
- 809 Naval Air Squadron
- 1833 Naval Air Squadron
Specifications (Hornet F.1)
Data from The De Havilland Hornet,[37] wwiiaircraftperformance.org[38][39][40]
General characteristics
- Crew: 1
- Length: 35 ft 6 in (10.82 m)
- Wingspan: 45 ft 0 in (13.716 m)
- Height: 14 ft 2 in (4.32 m)
- Wing area: 361 sq ft (33.5 m2)
- Airfoil: EC1240[41]
- Empty weight: 11,292 lb (5,122 kg)
- Gross weight: 15,820 lb (7,176 kg)
- Max takeoff weight: 18,250 lb (8,278 kg) with 2x 200 imp gal (240 US gal; 910 L) drop-tanks
- Powerplant: 2 × Rolls-Royce Merlin 130/ 131 (left-hand and right-hand rotation) V-12 liquid-cooled piston engines, 2,070 hp (1,540 kW) each
- Propellers: 4-bladed De Havilland constant-speed propellers (left-hand and right-hand rotation)
Performance
- Maximum speed: 475 mph (764 km/h, 413 kn) at 21,000 ft (6,400 m)
- Cruise speed: 270 mph (430 km/h, 230 kn) at 20,000 ft (6,100 m)
- Range: 1,480 mi (2,380 km, 1,290 nmi)
- Ferry range: 2,600 mi (4,200 km, 2,300 nmi)
- Service ceiling: 41,500 ft (12,600 m)
- Time to altitude: 20,000 ft (6,100 m) in 4 minutes
- Wing loading: 43.82 lb/sq ft (213.9 kg/m2)
Armament
- 4 × 20 mm (.79 in) Hispano Mk. V cannon (with 190 rpg) in lower fuselage nose
- 2 × 1,000 lb (454 kg) bombs under wing, outboard of engines
- 8 × 60 lb (27 kg) RP-3 unguided rockets (Hornet F.3)
See also
External videos | |
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Footage of RAF Hornet ground operations in Malaysia, 1950 | |
British Pathé footage of De Havilland's main factory in 1948, featuring Hornets under assembly |
Related development
Aircraft of comparable role, configuration, and era
- Grumman F7F Tigercat
- I.Ae. 30 Ñancú
- Lockheed P-38 Lightning
- Mitsubishi Ki-83
- Nakajima J5N
- North American F-82 Twin Mustang
- Westland Welkin
References
Notes
- ^ A photo of PX212, with Captain Brown at the controls and both propellers feathered is shown at the start of this page.[18]
- ^ The Hornet was designed with "handed" engines and powerful flaps to cancel out any handling problems during take-off or landing.[24]
- Mustang Mark IIIs and IVs and 41 Sqn on Spitfire XIVs).
Citations
- ^ a b c d e f g h i j k l Birtles 1967, p. 3.
- ^ "Archived copy". Archived from the original on 23 September 2015. Retrieved 26 May 2013.
{{cite web}}
: CS1 maint: archived copy as title (link) - ^ a b c d e f Birtles 1967, p. 6.
- ^ Bowman 1997, p. 52.
- ^ Birtles 1967, pp. 3–4.
- ^ a b c d e f g h i j Birtles 1967, p. 4.
- ^ a b c d e f g Birtles 1967, p. 7.
- ^ "1947 | 0801 | Flight Archive". www.flightglobal.com. Archived from the original on 20 October 2016.
- ^ Birtles 1967, pp. 7–8.
- ^ a b c d e f Birtles 1967, p. 8.
- ^ a b c Hall 1990
- ^ a b Clark 1987, p. 479.
- ^ Clark 1987, p. 483.
- ^ a b c d e 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.
- ^ a b c Buttler 2003, p. 125.
- ^ Norman Malayney, "Canada's Only Sea Hornet," Canadian Aviation Historical Society journal, June 1994.
- user-generated source]
- ^ a b Brown 1982, p. 195.
- ^ Brown 1982, p. 198.
- ^ Birtles 1967, pp. 3, 9–10.
- ^ Buttler 2003, pp. 114–115.
- ^ a b c d Birtles 1967, p. 9.
- ^ Moss 1946, p. 300.
- ^ Jackson 1987, p. 438.
- ^ A photo in the Putnam on De Havilland shows the second prototype RR919 with two conventionally rotating Merlins.
- ^ Clark 1987, p. 482.
- ^ Birtles 1967, p. 10.
- ^ Birtles 1967, pp. 6, 9–10.
- ^ a b c d e f g Birtles 1967, p. 5.
- ^ Harper, Jim. "VR-HEU – Life & Times of James Harper." Archived 2008-08-20 at the Wayback Machine helianthus-productions.com. Retrieved: 1 April 2010.
- ^ "50th Anniversary." Archived 2007-12-21 at the Wayback Machine dehavillandmuseum. Retrieved: 4 October 2009.
- ^ Buttler 2003, pp. 124–125.
- ^ Buttler et al. 2010, p. 48.
- ^ Birtles 1967, pp. 8–9.
- ISSN 0143-7240.
- ^ Milberry 1984, p. 73.
- ^ Birtles 1967, p. 12.
- ^ Hornet F.1
- ^ Hornet I range table
- ^ Hornet F1 weight
- ^ Lednicer, David. "The Incomplete Guide to Airfoil Usage". m-selig.ae.illinois.edu. Retrieved 16 April 2019.
Bibliography
- Birtles, Philip J. The De Havilland Hornet (Profile Publications No. 174). Leatherhead, Surrey, UK: Profile Publications Ltd., 1967.
- Bowman, Martin W. Sting of the Hornet. Air Classics, Vol. 33, No. 6, June 1997.
- Bridgman, Leonard, ed. "The D.H. 103 Hornet" Jane’s Fighting Aircraft of World War II. London: Studio, 1946. ISBN 1-85170-493-0.
- Brown, Eric (Captain, CBE DSC AFC RN). "Viewed from the Cockpit: Sea Hornet Supreme". Air International, Vol. 23, No. 4, October 1982, pp. 192–199.
- Buttler, Tony. de Havilland Hornet and Sea Hornet (Warpaint Series no. 19). Newcastle, 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.
- Caruana, Richard. The De Havilland Hornet Scale Aviation Modeller International, October 2002, pp. 943–951.
- Clark, J. H. Forties Favorites 5 – de Havilland D.H 103. Aeroplane Monthly (Article first appeared in The Aeroplane, 25 January 1946), 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.
- Hall, Alan W. Aircraft In Detail: de Havilland DH.103 Hornet. Scale Aircraft Modelling, Vol. 12, No. 8, 8 May 1990.
- Jackson, A.J. De Havilland Aircraft since 1909. London: Putnam, Third edition 1987. ISBN 0-85177-802-X.
- Malayney, Norman, Canada's Only Sea Hornet, Canadian Aviation Historical Society Journal, Fall, 1994, pages 86–89.
- Milberry, Larry. Sixty Years: The RCAF and Air Command 1924–1984. Toronto: Canav Books, 1984. ISBN 0-07-549484-1.
- Mondey, David. British Aircraft of World War II (Hamlyn Concise Guide). London: Bounty Books, 1982. ISBN 0-7537-1462-0.
- Moss, Charles J. "Aeronautical Engineering: Bonding with Redux." The Aeroplane No. 329, 20 September 1946.
- White, Ian. End of the Line: DH Hornet – Last of the Fleet Air Arm's Piston Night-fighters. Air Enthusiast 111, May/June 2004, pp. 50–55.
- Wixey, Ken. Ahhhh! Hornet! FlyPast, No. 156, July 1994.
External links
- Hornet and Sea Hornet
- the de Havilland Hornet & Sea Hornet Archived 27 February 2013 at the Wayback Machine
- Hornet & Sea Hornet / Variant Summary
- Hornet 50th Anniversary Last Flight Celebration
- The DH Hornet – Flight archive – 1946
- "Rolls-Royce Merlin 130 Series" a 1946 Flight article on the Hornet's Merlin 130 engines
- Warbird News article about TT193
- Article about the engine failure on TT193