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de Havilland Hornet
For the 1930s single-engine cabin biplane see: de Havilland Hornet Moth

D.H.103 Hornet
Sea Hornet

A de Havilland Hornet F.3 of 64 Squadron.

Role Land and naval-based ghter aircraft

National United Kingdom

origin

The de Havilland DH.103 Hornet was a piston engine ghter that further exploited the wooden
construction techniques pioneered by de Havilland's classic Mosquito. Entering service at the end
of the Second World
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the UK and was later used successfully as a strike ghter in Malaya. The Sea Hornet was a carrier-
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capable version.

Design and development

Designed under a team lead by R. E. Bishop with C. T. Wilkins assisting[1] as a private venture for a
long-range ghter destined for the Paci c Theatre in the war against Japan, Speci cation F.12/43
was written around the type. From an early stage it was also envisaged that the Hornet could be
adapted for naval use, operating from aircraft carriers. As a result priority was given to ease of
control, especially at low speeds, and good pilot visibility. Construction was of mixed balsa/plywood
similar to the Mosquito, but the Hornet di ered in incorporating stressed Alclad lower-wing skins
bonded to the wooden upper wing structure using the then-new adhesive Redux.[2] The two wing
spars were redesigned to withstand a higher load factor of 10 versus 8.[3]

The Hornet prototype RR 915

Apart from the revised structure, the Hornet's wings were a synthesis of aerodynamic knowledge
that had been gathered since the Mosquito's design process, being much thinner in cross section,
with de Havilland designers adopting a laminar ow pro le similar to the P-51 Mustang and Hawker
Tempest. The control surfaces consisted of hydraulically operated split aps extending from the
wing root to outboard of the engine nacelles; as in the Mosquito, the rear of the nacelle was part of
the ap structure. Outboard, the Alclad-covered ailerons extended close to the clipped wing tips
and gave excellent roll control.[4]

The Hornet used "slimline" Rolls-Royce Merlin engines with engine ancillaries repositioned to
minimise frontal area and drag. It was unusual for a British design in having propellers that rotated
in opposite directions; the two engine crankshafts rotated the same direction, but the Merlin 131
added an idler gear to reverse its propellor's rotation (to clockwise, viewed from the front).[3] This
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cancelled the torque e ect of two propellers turning in the same direction that had a ected earlier
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designs (such as the Mosquito). [N 1] It also reduced adverse yaw caused by aileron trim corrections
and generally provided more stable and predictable behaviour in ight. De Havilland tried props
that rotated outward at the tops of their arcs (as in the P-38 Lightning),[6] but this con guration
blanketed the n and reduced rudder e ectiveness at low speeds, compromising ground handling;
on production Hornets the conventionally rotating Merlin 130 was on the port wing with the Merlin
131 on the starboard.[7]

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 accessed through detachable
panels forming part of the lower wing surfaces.[3]

To assist air ow over the wing, the engine nacelles were mounted low, which meant that the
undercarriage legs were reasonably short and the pilot's eld 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.

To further aid the pilot's eld 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. Below and behind the cockpit oor was a bay
housing the built-in armament of four short-barrelled 20 mm (.79 in) Hispano V cannon, with 190
rpg, ring through short blast tubes.

Fuselage construction was identical to the earlier Mosquito; a balsa wood "pith" sandwiched
between plywood sheets which were laid in diagonal panels. Aerolite formaldehyde cement was
the bonding agent.[8] The fuselage halves were built on large concrete or wood patterns,
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equipment WIKIin each half and they were then joined along the top and bottom centre lines
was tted
using wooden reinforcing strips. The entire fuselage was then tightly wrapped in ne aviation fabric
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which was doped in place. The tail n which had the trademark, gracefully curved de Havilland
shape, was an integral part of the rear fuselage. On Late Mk Is and future production aircraft, a n
llet was added to the base of the unit.

The horizontal tail unit was an all-metal structure, again featuring the distinctive de Havilland
shape[3] later repeated on the Chipmunk and Beaver.

Hornet F 3

The Hornet F 3's wings were stressed to carry external ordnance. Two to four "60 lb" (27 kg) RP-3
rockets could be carried under each wing; it was also possible to carry a combination of four
rockets with one bomb of up to 1,000 lb (454 kg), or an additional drop tank on each wing, ranging
in capacity up to 200 Imp gal (909 l). Internally, the fuel tanks were enlarged from a total capacity
of 360 Imp gal (1,636 l) to 432 Imp gal (1,964 l) and additional equipment was added. Larger
horizontal tail surfaces were adopted, with larger elevator horn balances. With the evolution of
longer-range, jet-powered ghters such as the de Havilland Vampire, de Havilland Venom and
Gloster Meteor, the Hornet became obsolescent fairly quickly. The F 3 was the last Hornet
derivative to see operational RAF service.[9]

Hornet PR 2 and FR 4

The Hornet PR 2 was intended to operate as a long-range Photo-reconnaissance aircraft. The

Hispano cannon were removed and cameras were mounted in the rear fuselage. Total internal fuel
capacity was increased to 528 gal (2,400 l). PX216, PX220 and PX249 converted from standard Mk
Is, were the prototypes, followed by ve more. The requirement for these aircraft lapsed with the
end of the Second World War in the Paci c; all were used in arrestor barrier trials at Boscombe
Down, and scrapped before entering RAF service.

Twelve Hornet FR 4s were modi ed from F 3s in much the same way, except that the cannon were
retained and the internal fuel capacity slightly reduced from that of the ghter. These FR 4
derivatives saw service with the RAF in Malaya and Hong Kong in the early 1950s.

Sea Hornet F 20, NF 21 and PR 22

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 GAMESMOVIESTVVIDEOWIKIS

Sea Hornet NF.21 of the Airwork FRU displayed at RNAS Stretton in 1955. The radar thimble nose of this variant is evident

The Hornet was designed with the possibility of naval service in carriers rmly in mind. To this end
good low speed handling was required, along with good all-round visibility for the pilot. The basic
Hornet design excelled at meeting these requirements.

Shortly after the rst Hornet prototype ew, Speci cation N.5/44 was issued to de Havilland
covering the modi cation of the Hornet for naval service. The Heston Aircraft Company was
contracted to carry out the conversion work on three early production F.Is. The work entailed
altering the wings to incorporate folding mechanisms so that each outer wing panel, from the
aileron/ ap line outboard could be folded upwards and inwards at an angle. The hinges were part
of the upper wing skin structure while the lower wing skins incorporated securing latches.
Lockheed hydraulic jacks were used to actuate the wing panels. Slotted aps were introduced to
improve low speed " aps down" control.

The lower rear fuselage was reinforced with two additional spruce longerons designed to take the
stresses imposed by the external "vee" framed arrestor hook, which was ush-mounted below the
fuselage. The frame was made up of steel tubing with a forged-steel hook and was held against
the fuselage by a "snap gear". Because the Hornet used the American "3-point" system of
catapult-assisted takeo , two forged steel catapult bridle hooks were tted, one below each wing,
close to the fuselage.[4]

The de Havilland rubber-in-compression undercarriage legs could not absorb the rebound energies
imposed by carrier landings. They were replaced by more conventional hydraulic oleos which
embodied torque links.[10] Merlin 133/134s (derated from 2,070 hp/1,543 kW to 2,030 hp/1,535 kW)
were tted to all Sea Hornets.

Other specialised naval equipment (mainly di erent radio gear), was tted and provision was made
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for three WIKI one on each side of the rear fuselage and one pointing down. Sea Hornet F
camera ports,
20s also incorporated the modi cations of the Hornet F 3, although the internal fuel capacity was
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347 Imp gal (1,557 l), slightly reduced from that of the F I. In total, all of the modi cations added
some 550 lb (249 kg) to the weight of the aircraft. Maximum speed was decreased by 11 mph
(18 km/h).[3]

The Hornet NF 21 was designed to ll a need for a naval night ghter. Special ame 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. To gain access, a small trap door was provided in the lower
fuselage; a xed, teardrop shaped bubble canopy, which could be jettisoned in an emergency,
provided a good eld 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. The
horizontal tail units were increased in span. The e ect of these modi cations on performance was
minimal; about 4 mph (6 km/h)

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 nocturnal (night) use and one K.19B for diurnal (day). A total of 23 PR 22s
were built, interspersed with F.20s being built at Hat eld.[11]

Civilian Hornet

The lone civilian Hornet was a Sea Hornet F 20 TT193. It had been sent to Edmonton, Alberta,
Canada for winter trials and was later sold rather than be transported back to England. Registered
CF-GUO, it was operated by Spartan Air Services and Field Aviation until 11 June 1952 when an
engine failure caused a forced landing at Terrace, British Columbia. Some of the remains are still
there in private hands.[12]

Flying the Sea Hornet

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de Havilland Sea Hornet F Mk 20s of No 728 Fleet Requirements Unit, Hal Far, Malta.
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Captain Eric "Winkle" Brown, former ghter pilot and o cer of the Fleet Air Arm, is one of the
world's most accomplished test pilots and he still holds the record for ying the greatest number of
di erent aircraft types.

Just after VE Day the rst semi-navalised Sea Hornet PX 212 arrived at the RAE, Farnborough. Eric
Brown initiated "work-up to deck-landing" trials. 37 years later, he was still impressed:

"...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 magni cent. The Sea Hornet was easy to taxi, with powerful brakes... the takeo
using 25 lb (2,053 mm Hg, 51" Hg) boost and aps at one-third extension was remarkable! The
2,070 hp (1,540 kW) Merlin 130/131 engines tted 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
takeo performance was to remain fantastic. Climb with 18 lb boost exceeded 4,000 ft/min
(20.32 m/sec)"...
"In level ight the Sea Hornet's stability about all axes was just satisfactory, characteristic, of
course, of a good day interceptor ghter. Its stalling characteristics were innocuous, with a fair
amount of elevator bu eting 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 ghter, 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!"[13][N 2]
During this series of tests Captain Brown found that the ailerons were too heavy and ine ectual for
deck landing and there were some problems with throttle movement, brakes and the rubber-in-
compression undercarriage legs were still tted. 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 con dence 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
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deserved as a trulyWIKI
outstanding warplane...in my book the Sea Hornet ranks second to none for
harmony of control, performance characteristics and, perhaps most important, in inspiring
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con dence in its pilot. For sheer exhilarating ying enjoyment, no aircraft has ever made a deeper
impression on me than did this outstanding lly from the de Havilland stable."[14]

Operational history
Hornet

The Hornet prototype RR 915 rst ew on 28 July 1944 with Geo rey de Havilland Jr. at the
controls.[15] Powered by twin Merlin engines, it was the fastest piston-engined ghter in Royal Air
Force service. The Hornet also has the distinction of being the fastest wooden aircraft ever built
and the second fastest operational twin propeller-driven aircraft — being slightly slower than the
unconventional German Dornier Do 335 of 1945.

The prototype achieved 485 mph (780 km/h) in level ight, which came down to 472 mph
(760 km/h) in production aircraft.

The Hornet entered service in 1946 with 64 Squadron based at RAF Horsham St Faith. 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 was to participate in one of the rst
o cial overseas visits by an RAF unit when they visited Sweden in May 1948. Pilot conversion to
the Hornet was provided by No. 226 Operational Conversion Unit (O.C.U.) which was based at RAF
Molesworth.[9][N 3]

During their relatively short operational service Hornets participated in several record attempts and
air races; for example, on 15 September 1949 Flight Lieutenant H. Peebles ew from RAF
Bovingdon to Gibraltar at an average speed of 357.565 mph (574.445 km/h), setting a new British
point-to-point record, only to see it broken three days later when Group Captain A.P.C. Carver ew
back to Bovingdon, averaging 435.871 mph (701.466 km/h).

Operationally, the Hornet I (later F 1) was to last only a short time before being superseded by the F
3 version. The rst Hornet F 3 was PX 366 which ew 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. Along with 64 Sqn these squadrons operated in Malaysia where they
replaced Beau ghters
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Emergency. Armed with rockets and/or 1,000 lb (454 kg) bombs Hornets, with their long range and
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good endurance, were able to spend up to two hours loitering over the target area. They also
proved to be very reliable; 45 Sqn Hornets, based in Singapore achieved 4,500 operational sorties
over ve years.[9] The last operational Hornet sortie was own on 21 May 1955.[16]

On 23 July 1954, two Hornets from RAF Kai Tak in Hong Kong were the rst to arrive on the scene
of a shootdown of a Cathay Paci c Skymaster o the coast of Hainan Island.[17]

All Hornets were withdrawn from operational service by mid-1956. [18] No complete examples of the
Hornet remain in existence today, although a Hornet F 1 forward fuselage has now been
reconstructed in the UK by David Collins from the scant remains collected together over a number
of years. Progress on this project can be followed on its website.[19]

Sea Hornet

DH.103 Sea Hornet NF.21 displayed at RNAS Stretton in 1955 with wings folded. Also shown are the "handed" propellers of Hornets
and Sea Hornets.

The Sea Hornet F 20 prototype, PX 212, which did not have the wing-fold mechanism, rst ew on
19 April 1945. PX 212 was later converted to the prototype NF Mk 21, rst ying in this form on 9
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July 1946.
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The only unit fully equipped with Sea Hornet F 20s was 801 Squadron on 1 June 1947 at RNAS
Ford. After a move to Arbroath the squadron embarked on HMS Implacable. In 1951, another move
was made to HMS Indomitable until, in June, the Sea Hornets were replaced by Hawker Sea
Furies.[11]

Other Sea Hornets were attached to various Naval Squadrons, including three which were attached
to 806 Squadron which, along with a Vampire and two Sea Furies, were embarked on HMCS
Magni cent for a tour of North America in 1948. The Sea Hornets gave several spectacular ying
displays at the International Air Exposition in New York between 31 July and 8 August.[11] In mid-
1948, one Sea Hornet, PX219, was adapted to carry 2 × Highballs in an installation that was
developed but not applied to the eet. The equipment was removed during January 1949 and it is
currently unknown if the Hornet ever dropped a Highball during ight.[20]

In January 1949, the Sea Hornet NF 21-equipped 809 Squadron at RNAS Culdrose, moved to
HMS Illustrious and then, in May 1951, to HMS Vengeance. The unit was then brie y seconded to
the RAF at Coltishall before a posting to Hal Far Malta where it disbanded in 1954. The NF.21 later
equipped the Fleet Requirements Units at Hal Far, Malta, and St Davids, West Wales.

One Sea Hornet F 20, TT 213, was acquired by the RAAF from the Ministry of Supply in the United
Kingdom. The aircraft was used by the Aircraft Research and Development Unit (ARDU), at
Laverton, Victoria, Australia from 1948 to 1950. It was mainly used for evaluation and tropical trials.

As with its land-based cousin, no complete examples of the Sea Hornet remain extant.

Variants

Hornet F 1
Fighter version, 60 built.
Hornet PR 2
Photo-reconnaissance version, ve built.
Hornet F 3
Fighter version, 132 built.
Hornet FR 4
Fighter-reconnaissance version, 12 built.
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Sea Hornet F 20
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A navalised version for service on British aircraft carriers, 79 built.
Sea Hornet NF 21
Fleet Air Arm night ghter powered by Merlin 133/134 engines, 72 built.
Sea Hornet PR 22
Photo-reconnaissance version, 23 built.

Operators

Australia
Royal Australian Air Force - One aircraft used for evaluation and tropical trials.
Canada
Royal Canadian Air Force - One ex-Royal Navy Sea Hornet was operated brie y by the RCAF 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.[12]
United Kingdom
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
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
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771 Naval Air Squadron
 778 Naval Air Squadron
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787 Naval Air Squadron
792 Naval Air Squadron
801 Naval Air Squadron
806 Naval Air Squadron
809 Naval Air Squadron
1833 Naval Air Squadron

Speci cations (Hornet F 3)

Research based on primary component drawings for the Hornet project have provided accurate
gures.[21] Of particular note is the revised height and length.

Sea Hornet N.F.21 (with second cockpit for observer)

Data from [21][22]

General characteristics
Crew: 1
Length: 37 ft, 8 in (11.48 m)
Wingspan: 45 ft (13.72 m)
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Height: 16 ft, 2 in (4.93 m)
 Wing area: 361 ft² (33.54 m²)
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Loaded weight: 19,550 lb (8,886 kg)
Useful load: 15,640 lb (7,094 kg)
Max. takeo weight: 20,900 lb (9,480 kg[N 4])
Powerplant: Four blade, 12-foot (3.7 m) diameter "handed" de Havilland propellers: Two ×
Rolls-Royce Merlin 130/131 12-cylinder engines, 2,080 hp (1,551 kW) each

Performance

Maximum speed: 472 mph at 22,000 ft (760 km/h at 6,706 m)

Range: 3,000 mi (4,828 km)
Service ceiling: 33,000 ft (10,058 m)
Rate of climb: 4,000 ft/min (20.3 m/s)

Armament
4 × 20 mm (.79 in) Hispano Mk. V cannons (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
Avionics
ASH radar tted in Sea Hornet NF Mk 21.

See also

de Havilland Mosquito
Grumman F7F Tigercat
I.Ae. 30 Ñancú
Lockheed P-38 Lightning
Mitsubishi Ki-83
Westland Welkin

References
Notes

1. The Hornet was designed with "handed" engines and powerful aps to cancel out any handling
problems during takeo or landing.[5]
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 2. A photo of PX212, with Captain Brown at the controls and both propellers feathered is shown
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at the start of this page.[13]
3. All these units had previously own single engine ghters (19, 64 and 65 Sqns on Mustang Mark
IIIs and IVs and 41 Sqn. on Spit re XIVs).
4. Con gured as a Long Range Fighter
Citations

1. http://www. ightglobal.com/pdfarchive/view/1979/1979%20-%200464.html
2. Moss 1946, p. 300.
3. Godfurnon, Nicholas. "The de Havilland 'Hornet' & 'Sea Hornet': Two-Engined Fighter of
Composite Wood and Metal Construction." (http://users.skynet.be/BAMRS/dh103/dh103.htm)
skynet.be. Retrieved: 4 October 2009.
4. Clark 1987, p. 479.
5. Jackson 1987, p. 438.
6. A photo in the Putnam on De Havilland shows the second prototype RR919 with two
conventionally rotating Merlins.
7. Clark 1987, p. 482.
8. Buttler 2003, pp. 114–115.
9. Hall 1990
10. Clark 1987, p. 483.
11. Buttler 2003, p. 125.
12. Milberry 1984, p. 73.
13. Brown 1982, p. 195.
14. Brown 1982, p. 198.
15. Bowman 1997, p. 52.
16. "50th Anniversary." (http://www.dehavillandmuseum.co.uk/hornet/hornet.html)
dehavillandmuseum. Retrieved: 4 October 2009.
17. Harper, Jim. "VR-HEU - Life & Times of James Harper." (http://www.helianthus-productions.co
m/VRHEU.html) helianthus-productions.com. Retrieved: 1 April 2010.
18. Buttler 2003, pp. 124–125.
19. Collins, David. "The Hornet Project." (http://www.dhhornet50.net) dhhornet50.net. Retrieved: 1
April 2010.
20. Buttler et al. 2010, p. 48.
21. Buttler et al. 2010, p. 121.
22. Bridgman 1946,
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Bibliography
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Birtles, Philip J. The De Havilland Hornet (Pro le Publications No. 174). Leatherhead, Surrey, UK:
Pro le 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 rst 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.
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- ghters." Air
Enthusiast,
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111, May/June 2004, pp. 50–55.
 Wixey, Ken. "Ahhhh! Hornet!" FlyPast, No. 156, July 1994.
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External links

Wikimedia Commons has media related to De Havilland DH.103 Hornet.

Wikimedia Commons has media related to De Havilland Sea Hornet.

The de Havilland Hornet Project website (http://www.dhhornet50.net)

Hornet and Sea Hornet (http://www.vic intham.co.uk/post-war-military-aircraft/hornet/horne
t.html)
the de Havilland Hornet & Sea Hornet (http://users.skynet.be/BAMRS/dh103/dh103.htm)
Hornet & Sea Hornet / Variant Summary (http://www.vectorsite.net/avmoss_3.html)
Hornet 50th Anniversary Last Flight Celebration (http://www.dehavillandmuseum.co.uk/horne
t/hornet.html)
The DH Hornet - Flight archive - 1946 (http://www. ightglobal.com/pdfarchive/view/1946/194
6%20-%200151.html)
"Rolls-Royce Merlin 130 Series" (http://www. ightglobal.com/pdfarchive/view/1946/1946%20-
%200164.html) a 1946 Flight article on the Hornet's Merlin 130 engines

This page uses Creative Commons Licensed content from Wikipedia (view authors) (http://en.wikipedia.org/
w/index.php?title=De+Havilland+Hornet&action=history).

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