Geoffrey Sinclair

Canada received 15 mark III/P-40M, RCAF serials 831 to 845, Taken on Strength 26 January to 5 February 1943. USAAF serials, in order, 43-5706, 5778, 5699, 5691, 5779, 5794, 5786, 5787, 5698, 5802, 5811, 5803, 5812, 5810, 5795. There were also 35 Kittyhawk IV/P-40N The 8 survivors were struck of strength on 23 August 1946. Mentions of Western Air Command, 5 and 8 OTU and 132 and 135 squadrons in the mark III and IV listings.

RAF Curtiss Tomahawk distribution, a comparison between US acceptance and export figures and the UK import figures, using the RAF Delivery Logs for individual aircraft. The Middle East is defined as Takoradi and the Middle East unless stated otherwise. USAAF Report NO. WS-378. Imports from North America AIR 19/524 (monthly figures), Exports to and arrivals in the Middle East from AIR 22/410B and AIR 8/511 (weekly figures). RAF serials AH741 to AH880 Mark I, AH881 to AH990 Mark IIA, AH991 to AH999, AK100 to 570, AM370 to AM519 and AN218 to AN517 Mark IIB. (AH741 to AH743 arrived in Britain without serials and were given AX900, BK852 and BK853 by mistake.) The first 100 mark I were from order BR-F-273, accepted June to September 1940, exported August to November, the remaining 1,080 Tomahawks were order BR-A-84, Accepted September 1940 to July 1941, exported October 1940 to September 1941. Mark I production was from June to October 1940, IIA in October and November 1940, IIB from November 1940 to July 1941. The US reports all 1,180 Tomahawks exported, the British report a total of 977 arrived, 461 in Britain, 516 in the Middle East, a difference of 203. The delivery logs state 100 were sent direct to China, 49 were sent direct to Russia and 54 lost at sea, total 203. If you assume the Tomahawks were exported in serial number order then US exports to the Middle East February to April 1941 are 165, Middle East imports April to June 1941 are 165. US exports to the Middle East May to July 1941 are 251, imports July to September 1941 are 251. The China/American Volunteer Group Tomahawks would be exported March and April 1941 while the direct exports to Russia in August and September 1941. Tomahawks were imported into Britain as follows, 1 in August 1940, then from October 1940 to February 1941. Imports to the Middle East started in February 1941, none in March, then from April to September 1941. AK365 is the first serial in the Delivery Logs with the note of direct USA to Middle East export, which means to agree with the import report totals 9 earlier serials were also direct to the Middle East. Of the 461 Tomahawks imported into Britain, 28 are reported as being exported to the Middle East, made up of 2 to Takoradi in December 1940, 22 to the Middle East (Egypt) in July and 4 to Takoradi in September 1941, but these 4 never arrived. A further 171 were exported to Russia August to December 1941. The delivery logs have 33 pre AK365 serials that are reported to have ended up in the Middle East, which equals the 9 direct USA to Middle East and the first 24 from Britain and no obvious candidates for the final 4. The Delivery Logs have 171 exports to Russia. All up this results in Tomahawk imports of (Middle East excludes Takoradi in this list) 2 ex UK arrived Takoradi week ending 27 December. 100 ex USA arrived Takoradi week ending 14 Feb 1941 95 ex USA arrived Takoradi week ending 11 April to week ending 25 April 25 ex USA arrived Takoradi week ending 30 May 1941. This is the end of Tomahawk imports to Takoradi, by week ending 17 October 1941 a total of 190 of the 222 had arrived in the Middle East, as of week ending 16 January 1942 it was still 190. By the week ending 4 July 1941, 45 ex USA had arrived in the Middle East, to match the import report monthly figures it would be 10 in April, 30 in May, 5 in June. 96 ex USA arrived in the Middle East week ending 18 July to week ending 1 August 1941 100 ex USA arrived in the Middle East from 2 August to week ending 29 August 55 ex USA Arrived the Middle East from 30 August to week ending 3 October 1941. Ex UK arrivals, 18 week ending 26 September, 4 week ending 3 October 1941. No record of arrival for the 4 reported shipped ex UK to Takoradi in September 1941. The Delivery Logs are scans of microfilm of mostly hand written documents, there are a number of difficult to read entries, along with, in this case, things like Middle East scratched out, replaced by Russia. When it comes to the Middle East entries it is not stated whether the date is departure or arrival. So additional information is both necessary and welcome. The 33 pre AK365 candidates for aircraft sent direct from the USA or exported from the UK to the Middle East are, (serial, date given) AH933 and AH937 Dec-40 AH953 to AH964 Jul-41 AH988 Sep-41 AK171 Apr-41 AK173, AK175, AK195, AK199 and AK200 Jul-41 AK248 and AK249 Jan-42 AK254 and AK312 Jul-41 AK346 May-41 AK348 None AK349 to AK351 Apr-41 AK352 Sep-41 AK353 and AK354 Apr-41 Of the above list AK346, AK348, AK349, AK351 and AK354 have good evidence they were in the Middle East by late June 1941. It is currently assumed AK171, AK350, AK352 and AK353 are the other 4 that went direct from the USA , based on their serial numbers and/or given dates. Further data is required to confirm this. There were 30 Tomahawk exports ex UK to West Africa November 1942 to March 1943, mostly for 349 squadron, the delivery logs give 18 of the serials, AH759, AH774, AH793, AH796, AH828, AH840, AH849, AH859, AH901, AH923, AH928, AH938, AH948, AH972, AK103, AK119, AK151, AK169. Other references add AK150, AK153, AK194 and possibly AK775, so 21 or 22 of the 30 identified. AH774, AH793, AH840 and AH938 ended up in Canada in September 1943 as instructional airframes, reportedly due to damage sustained on the voyage to West Africa. USA direct to China, AK466 to AK468, AK471 to AK473, AK478 to AK481, AK486, AK487, AK492, AK493, AK500, AK501, AK507, AK508, AK514, AK515, AK521, AK522, AK528, AK529, AK535, AK536, AK542, AK543, AK549, AK550, AK556, AK557, AK562, AK563, AK569, AK570, AM375, AM381, AM388, AM395, AM402, AM409, AM416, AM423, AM429, AM431, AM433, AM435, AM437, AM439, AM441, AM443, AM445, AM447, AM449, AM451, AM453, AM455, AM457, AM458, AM460, AM462, AM463, AM465, AM467, AM468, AM470, AM472, AM473, AM475, AM477, AM478, AM480, AM482, AM484, AM487, AM489, AM491, AM492, AM494, AM496 to AM499, AM501, AM502, AM504, AM506, AM508 to AM519 Lost at sea, AH866 to AH876, AH973, AK131 to AK134, AK210 to AK224, AK226 to AK241, AK313, AK319, AK331 to AK335 USA direct to Russia, AN469 to AN517 UK to Russia, AH936, AH952, AH965 to AH971, AH974 to AH985, AH987, AH989 to AH994, AH996, AK108 to AK115, AK129, AK130, AK142, AK143, AK145, AK149, AK152, AK157, AK160, AK164, AK170, AK172, AK174, AK177 to AK180, AK183, AK187, AK188, AK193, AK196, AK197, AK198, AK201 to AK209, AK242 to AK247, AK250 to AK253, AK255 to AK274, AK277, AK278, AK280 to AK311, AK314 to AK318, AK320 to AK330, AK336 to AK345, AK347, AK355 to AK364 31 to Turkey from Middle East, AK538, AK568, AM408, AM503, AN229, AN232, AN233, AN242, AN258, AN279, AN280, AN281, AN282, AN296, AN302, AN306, AN332, AN340, AN349, AN359, AN383, AN389, AN392, AN403, AN417, AN425, AN437, AN463, AN464, AN465, AN467. Ole Nikolajsen's book says Turkey received 42 Tomahawk IIBs, serials 3801 to 3842.

The RAF's Fairy IIIF are reported all retired in August 1935. As of 3 September 1939 the RAF reported it had 24 Gordon in the UK and 27 in the Middle East. There were 23 Seals in the UK, 2 in the Far East and 2 in Malta. On 1 May 1940 Gordons: 14 UK, 13 Iraq, 11 Middle East, Seals: 18 UK, 4 Far East, 2 Malta. On 3 September 1940 Gordons: 1 UK, 13 Iraq, 11 Middle East, Seals: 10 UK, 4 Far East, 2 Malta. On 3 September 1941 Gordons: 0 UK, 7 Iraq, 6 Middle East, Seals: 0 UK, 4 Far East, 1 Malta. On 3 September 1942 Gordons: 4 UK, 11 Mediterranean, Seals: 0 As of end February 1943 the RAF reported it had 16 Gordon, 4 in UK under repair, 8 in the Middle East Theatre and 4 in New Zealand (remnants of the pre war sale to RNZAF?) A quick check gives K2608 SOC 29 Nov 1942, K2609 SOC 1 Aug 1942, K3988 SOC 1 Sep 1943 47 Squadron had Gordons until December 1939 273 Squadron received Seals and Vildebeest III when it formed in August 1939 in Ceylon and kept both types until March 1942.

The History of Soviet Aircraft from 1918 by Vaclav Nemececk, the original work was published in Czech in 1970 then later in German, the English version is dated to 1986 and updated as much as they could. Think of it as the Soviet version of Warplanes of the Third Reich, great introduction to the breadth of the topic, but be careful believing the details.

Some official documents on the early P-40/Tomahawk to ponder. From Model Designation Army Aircraft Eleventh edition January 1945. Curtiss P-36A, specification 98-605-1 6493, contract AC-10136 for 239 aircraft, 1 P&W R-1830-13 or -17. Low wing, all metal monoplane; fuselage of semi monocoque construction; retractable landing gear and tail wheel, hydraulically operated; trailing edge flaps, hydraulically operated; Curtiss electrically controlled constant speed propeller. (Curtiss Model 75L) Curtiss XP-40, specification 98-605-1, contract AC-10136 for 1 aircraft, 1 Allison V1710-19. Similar to P-36A except for different engine with integral supercharger. Curtiss P-40, specification 98-610-2, contract AC-12414 for 200 aircraft, 1 Allison V1710-33. All metal, low wing monoplane with two 0.50 cal. synchonized machine guns and two 0.30 cal. machine guns, one in each wing. Radio command set SCR-183, filter RC-32, throat microphone P-20-A, amplifier RC-19, armor plate, bulletproof windshield, leakproof tanks installed in service. Curtiss P-40B, specification 98-610-5, contract AC-15802 for 131 aircraft, 1 Allison V1710-33. Similar to the P-40 except as follows; Armor plate in front and rear of pilot; bulletproof windshield, leakproof fuel tanks, four 0.30 cal. machine guns instead of two; command set SCR-283, camouflage finish. Curtiss P-40C, specification 98-610-5, contract AC-15802 for 193 aircraft, 1 Allison V1710-33. P-40B modified with internal leakproof fuel tank instead of external covering. Radio set SCR-247N. Curtiss P-40D, specification 98-610-3, contract AC-12414 for 22 aircraft, 1 Allison V1710-39. Similar to P-40 series except for four 0.50 cal. machine guns, two in each wing, provisions for one 20mm cannon in each wing and droppable auxiliary fuel tank. From Model Designation Army Aircraft Twelfth edition June 1946. As there are differences from the 1945 edition. Curtiss P-36, Mohawk, specification 98-600-A-2, contract AC-9045 for 3 aircraft, 1 P&W R-1830-13. Designed as a medium altitude (10,000 ft.) fighter featuring all metal construction. 3 spar cantilever wing with outer panel sealed for flotation purposes, monocoque fuselage, hydraulically actuated split flap and fully retractable landing gear. Non leakproof fuel tanks fitted. Originally Y1P-36. Curtiss XP-40, specification 98-605-1, contract AC-10136 for 1 aircraft, 1 Allison V1710-19. Similar to P-36A except for different engine armor plate and leak proof tanks. First Flight October 1938. Curtiss P-40, specification 98-610-2A, contract AC-12414 for 524 aircraft (199 delivered), AC-15802 for 100 aircraft (0 delivered). Like XP-40 except V-1710-33 engine, change armament and fuel capacity and addition of bullet proof glass. T.O. 01-25CD-1. Accepted May 1940. Curtiss P-40B, specification 98-610-5A, contract AC-15802 for 224 aircraft (131 delivered). This airplane similar to the P-40 with changes in armament and fuel system. T.O. 01-25CE-1. Accepted February 1941. Curtiss P-40C, specification 98-610-11, contract AC-15802 for 193 aircraft. Identical to P-40B except for internal leakproof fuel tank instead of external covering. T.O. 01-25CE-1 Accepted March 1941. Curtiss P-40D, specification 98-610-3A, contract AC-15802 for 1,519 aircraft (0 delivered), AC-12414 for 22 aircraft. Redesigned fuselage with improved visibility, 1 Allison V1710-39 engine, four 0.50 cal. machine guns in wings. No nose guns. T.O. 01-25CF-1. Accepted June 1941. Description of the P-40 “Warhawk”, Wing: Full cantilever design of multicellular all metal construction. Split flap hydraulically actuated installed on wing trailing edge. Ailerons are fabric covered. Fuselage: Monocoque structure, constructed of flush riveted aluminum alloy, attached to wing by means of bolts in shear. Empennage: The horizontal stabilizer and vertical fin are of multicellular construction, metal covered with flush riveted aluminum alloy. Stabilizer constructed in one piece. Basic structure of elevator and rudder is metal, covering is fabric. Alighting Gear: Conventional type landing gear is fitted consisting of a single strut, pneumatic oleo type hydraulically actuated retractable main gear and tail wheel. Main gear rotates 90 degrees and retracts back into wing. Development. Design initiated March 1937, Contract Date July 1937, First Flight October 1938, Contract Delivery Date February 1938, Actual Delivery Date October 1938, Production May 1940. The production reports have the XP-40 accepted in December 1938, 200 P-40 May to October 1940, 140 Tomahawk I June to October 1940, 110 Tomahawk IIA October/November 1940, 930 Tomahawk IIB November 1940 to July 1941, 131 P-40B February to May 1941 (but only 1 each in April and May), 193 P-40C March to May 1941 and 22 P-40D May/June 1941. RAF Delivery log information, assuming I have not missed any, given some are hard to read. Tomahawk I to North Africa, AH774, AH793 and AH828 on 16 November 1942. AH759, AH796 and AH849 on 29 November 1942. AH866 to 876 lost at sea. Tomahawk IIA to North Africa, AH938 on 16 November 1942, AH903, AH928 and AH972 on 29 November 1942. En route to Middle East, AH953 to 964 in July 1941, AH913 to 915 and AH988, 21 September 1941. To Takoradi, AH933 and AH937 20 December 1940. Lost at Sea AH973. AK serial Tomahawk IIB to China/AVG, 466 to 468, 471 to 473, 478 to 481 (10), 486, 487, 492, 493, 500, 501, 507, 508, 514, 515 (10), 521, 522, 528, 529, 535, 536, 542, 543, 549, 550 (10), 556, 557, 562, 563, 569, 570, total 36. AK568 to Turkey 1 July 1942. AM serial Tomahawk IIB to China/AVG, 375, 381, 388, 395, 402, 409, 416, 423, 429, 431 (10), 433, 435, 437, 439, 441, 443, 445, 447, 449, 451 (10), 453, 455, 457, 458, 460, 462, 463, 465, 467, 468 (10), 470, 472, 473, 475, 477, 478, 480, 482, 484, 487 (10), 489, 491, 492, 494, 496 to 499, 501, 502 (10), 504, 506, 508 to 519 (14), total 64 AM503 to Turkey. AN serial Tomahawk IIB to Turkey, 229, 232, 233, 242, 258, 279 to 282, 296 (10), 302, 306, 332, 340, 349, 359, 383, 389, 392, 403 (10), 417, 425, 437, 463, 464, 465, 467, September 1941 to July 1942, total 27. AN467 Category E on 19 July 1942 but to Turkey in March, so not sent?

Getting back to the original list of suspects. Battle of France Then and Now P2539 19 May Force landed, damaged by return fire of Ju88 aircraft "D" abandoned. P2541 no entry P2543 19 May Crash landed, damaged by Bf110, aircraft a write off P2545 no entry P2569 11 May, badly damaged in engine and tail plane by Bf110, force landed at Rouvres, aircraft "D" repairable but later abandoned P2570 29 March, damaged by Bf109, overturned on landing, aircraft a write off. P2575 10 May, damaged by Do17, force landed, repairable, "J". Delivery logs note P2570 and P2575 survived until 1944.

An update on the three reported production aircraft. R7936 First Flight 28 August 1941, CRD AAEE. R7937 CRD Hawker. Some sources indicate that possibly R7937 became HG641. No one reports it flew. For it NOT to fly the airframe had to be trucked to Hawker and shortly after arrival used to provide parts for the third prototype HG641. R7938 CRD Rolls Royce. There is an RAF history card for R7938 only. The weight of evidence is it flew.

Canadian Built Hurricanes. All sent to Britain were incomplete airframes, so required work before issuing which would normally include bringing them to current RAF standard. How far CCF was behind current RAF production standards, for example better pilot protection in 1939/40, is unclear. The initial CCF contract for 40 was signed on 24 November 1938, L1848 was sent to Canada as a pattern aircraft, produced in February 1939, shipped that month and returned to Britain in 1940, so that is the standard CCF would have as an example, L2144 Contract Card and Delivery Log entries says to Canada as pattern, presumably in September 1939 but no further details, it disappears. The RCAF received L1759-63, L1878-90 and L2101-3., when the survivors returned to Britain in 1940 they required work to bring them to current RAF standards. All CCF mark I shipped to Britain arrived engineless. For CCF mark II arriving in Britain it was 447 engineless, 234 with Merlin 28 (118 in early 1942, 116 in early 1943). Apart from a few test flights the Merlin 28 were replaced by Merlin XX, the Merlin 28 went to Lancasters. As of end September 1942 orders (complete or being filled) from the US for Hurricanes were 144 Merlin 28, 480 Merlin 29 and 480 Hamilton Standard 23-E-50 propellers while 763 Hurricanes had been reported shipped less engines and propellers. (Total production to end of month 1,055, including 30 mark I for the RCAF, 50 Sea Hurricanes, 105 mark XII, so 870 available to be shipped, of which 852 had arrived in Britain and 16 lost at sea, while 763+118 arriving with engines = 881). So rough agreement between different reports. The US War Production Board says Canada started making propellers in the first quarter of 1941, Hamilton Standard 12D40 and miscellaneous wooden types, in the second quarter production of Hoover 2030 was begun, that is it for Canadian aircraft propeller production. The evidence is any CCF built Hurricane outside of Canada was equipped with a British engine and propeller, apart from a few Merlin 28 test flights. For those serving in the RCAF it was either British engine and propeller supply for mark I standard or US for mark XII standard.

If the colour photograph being talked about is that of "C" H3423 posted above then that is a still from the Battle of Britain movie, https://wings-on-film.fandom.com/wiki/PZ865 PZ865 Appearances: Battle of Britain Carried serials H3421, H3423, & H3424 and squadron codes MI-C, MI-D, MI-G, KV-A, & OK-I

Austin built 300, all AP serials, and I was differentiating between the blocks based on their initial letter(s) and I thought I had posted the Austin production details earlier. Production February 1941 to October 1942 but probably more to note is only 10 built to end July 1941 after a new record monthly output of 3 in July, then 5 in August before output began ramping up.

For an idea when the different Hurricane serial blocks were built, with the obvious reminder there are always exceptions. Hawker production begins December 1937 and ends in July 1944. Serial blocks 600 L, 300 N, 510 P, 10 R, 4 W, 496 V, 1000 Z, 4 AS, 207 BD, 393 BE, 89 BM, 666 BN, 495 BP, 340 HL, 48 HM, 506 HV, 494 HW, 225 KW, 594 KX, 637 KZ, 44 LA, 329, LB, 576 LD, 567 LE, 489 LF, 39 MW, 150 PG, 112 PZ Cumulative total to end of serial block, 600 L, 900 N, 1410 P, 1420 R, 1424 W, 1920 V, 2920 Z, 2924 AS, 3131 BD, 3524 BE, 3613 BM, 4279 BN, 4774 BP, 5114 HL, 5162 HM, 5668 HV, 6162 HW, 6387 KW, 6981 KX, 7618 KZ, 7662 LA, 7991 LB, 8567 LD, 9134 LE, 9623 LF, 9662 MW, 9812 PG, 9924 PZ. Oct-39 Hawker L serials end (641 Hurricanes built to end of month) N serials begin Mar-40 Hawker N serials end (951 Hurricanes built to end of month), P serials begin Jul-40 Hawker P serials end, R and W serials begin and end (1,591 Hurricanes built to end of month), V serials begin Aug-40 Hawker Z serials, mark II, begin, so building V serial mark I and Z serial mark II in parallel. Dec-40 Last V serials from Langley Jan-41 Last V serials from Brooklands, (actually delivered 1 February) Feb-41 The 4 AS serials delivered, mark I, from Brooklands, 3 on the 1st, the other on the 5th. Officially only 1 mark I produced in February, while 224 mark II produced August 1940 to January 1941. Jul-41 Hawker Z serials end (2,984 Hurricanes built to end of month), BD serials begin Aug-41 Hawker BD serials end (3,150 Hurricanes built to end of month), BE serials begin Oct-41 Hawker BE serials end at Brooklands, BM serials built at Brooklands October to December 1941. (3,488 Hurricanes built to end of month) Nov-41 Hawker BE serials end at Langley (3,618 Hurricanes built to end of month) BN serials begin at Langley Dec-41 Hawker BM serials end at Brooklands, (3,800 Hurricanes built to end of month) BN serials begin at Brooklands Mar-42 Hawker BN serials end (4,393 Hurricanes built to end of month), BP serials begin May-42 Hawker BP serials end (4,877 Hurricanes built to end of month), HL serials begin Jun-42 Hawker HM serials begin, all built at Langley June and July 1942, HL serials end at Langley Jul-42 Hawker HL (Brooklands) and HM (Langley) serials end (5,362 Hurricanes built to end of month), HV serials begin Sep-42 Hawker HV serials end (5,817 Hurricanes built to end of month), HW serials begin Oct-42 Last deliveries from Brooklands, 84 delivered in September, 2 in October. Nov-42 Hawker HW serials end (6,218 Hurricanes built to end of month), KW serials begin, but mark IV HW683, HW747 not officially produced until December Dec-42 Hawker KW serials end (6,494 Hurricanes built to end of month), KX serials begin but mark IV KW792, 799, 800, 804, 807, 808, 809, 816, 817, 897, 899, 908 to 911, 918 to 921 not delivered until May 1943, KX serial mark IV deliveries not delayed Feb-43 Hawker KZ serials begin (6,932 Hurricanes built to end of month) Mar-43 Hawker KX serials end (7,211 Hurricanes built to end of month) May-43 Hawker KZ serials end, LA serials begin and end (7,681 Hurricanes built to end of month), LB serials begin Jul-43 Hawker LB serials end (8,120 Hurricanes built to end of month), LD serials begin Sep-43 Hawker LD serials end (8,602 Hurricanes built to end of month), LE serials begin Dec-43 Hawker LE serials end (9,236 Hurricanes built to end of month), LF serials begin Mar-44 Hawker LF serials end, MW serials begin and end, (9,676 Hurricanes built to end of month), PG serials begin May-44 Hawker PG serials end (9,826 Hurricanes built to end of month), PZ serials begin Gloster production begins in October 1939 under Contract 962371/38 Requisition 195/38, which is split 500 Gloster, 292 Hawker Brooklands, 232 Hawker Langley. Gloster production ends in March 1942 Serial blocks 500 P, 100 R, 500 V, 200 W, 1,000 Z, 255 BG, 195 BH Cumulative total to end of serial block 500 P, 600 R, 1100 V, 1300 W, 2,300 Z, 2555 BG, 2700 BH Jul-40 Gloster P serials end, (568 Hurricanes built to end of month) R serials begin Aug-40 Gloster R serials end, (708 Hurricanes built to end of month) V serials begin Nov-40 Gloster V serials end (1,122 Hurricanes built to end of month) W serials begin Jan-41 Gloster W serials end (1,300 Hurricanes built to end of month) Z serials begin May-41 First Gloster mark II delivered Jun-41 Last Gloster mark I delivered Sep-41 Gloster Z serials end (2,312 Hurricanes built to end of month) BG serials begin Dec-41 Gloster BG serials end (2,602 Hurricanes built to end of month, 2,531 to end November) BH serials begin Canada, production from February 1940 to May 1943, there are several problems, firstly the first dates mentioned are often when arriving in Britain or an RCAF date that is different to an RAF one, plus the final 60 mark I were stored in Canada and in any case arrivals in Britain were incomplete airframes, with some of the mark II ones fitted with Merlin 28 but flown with Merlin XX, so work had to be done on all arrivals before being issued, and this can probably best be seen by the way Canada built mark IIB for the RAF but many are listed as IIC. That said the mark I seem to have been done in serial order. Then comes the emergency of late 1941, with the BW sea Hurricanes arriving mostly first, then in the December 1941 to April 1942 period the remaining mark II AG (February to April, except AG341), the AM (December to April), AP (February), BW (April and May) and BX (February to April) serials with the first 25 or so AM serials delayed, arriving after later AM serials. JS serials begin in April 1942. In May 1942 only JS serials, then in June after the first 150 JS serials, production switches to the RCAF order, back to the final 100 JS serials in March 1943, then back to the final probably 25 of the RCAF order in June 1943. With AG341 officially arriving in June 1943. Serial blocks P 40, T 20, Z 100, AE 20, AF 55, AG 265 (245+20), AM 100, AP 1, BW 165 (First 50 Sea Hurricanes), BX 35, JS 250, RCAF 400 Cumulative total to end of serial block P 40, T 60, Z 160, AE 180, AF 235, AG (first group) 480, AG (second group) 500, AM 600, AP 601, BW 766, BX 801, JS 1051, Can 1451. Aug-40 CCF P serials end, (40 Hurricanes built to end of month) Sep-40 CCF T serials begin, (41 Hurricanes built to end of month) Nov-40 CCF T serials end, (61 Hurricanes built to end of month), Z serials begin Mar-41 CCF Z serials end, AE serials begin and end, (223 Hurricanes built to end of month, 157 to end February), AF serials begin Apr-41 CCF AF serials end, (281 Hurricanes built to end of month), AG serials, first group, begin Aug-41 CCF AG serials, first group, end, (485 Hurricanes built to end of month), AG serials, second group, begin. Production halted until late October, so cumulative total to end October is 486) Nov-41 CCF Mark II and Sea Hurricane production begin. The Sea Hurricanes are all built by end January at the latest and possibly end December. See notes about AG, AM, AP, BW and BX serials. Mar-42 CCF Cumulative production to end month 783 Apr-42 CCF End of AG (except AG341), AM, AP, BW and BX serials (851 Hurricanes built to end of month), start of JS serials Jun-42 CCF Temporary end of JS serials after 150 built, start of RCAF order. (969 Hurricanes built to end of month) Feb-43 CCF Probable resumption of final 100 JS serials, plus AG341, temporary end of RCAF order after probably 375 built. (1,401 Hurricanes built to end of month) By around this stage 150 of the RCAF order are to be sent to Britain. Mar-43 CCF Probable end of final 100 JS serials, plus AG341, resumption of RCAF order. (1,437 Hurricanes built to end of month)

https://www.britmodeller.com/forums/index.php?/topic/234963507-all-the-hurricane-questions-you-want-to-ask-here/page/68/&tab=comments#comment-3784983

No data on camouflage, 32 PBY-4 built, 1 in May 1938, then 28 October 1938 to February 1939, the final 3 in April and May 1939, well within the pre war paint schemes. PBY-5 production started in September 1940, over a year later, Catalina I and II production started in November 1940. The amount of any British influence on USN aircraft camouflage is also unknown.

The web page states at the end The information on this page is from the Dictionary of American Naval Aviation Squadrons - Vol. 2 CD-ROM (which is unfortunately no longer available). It is available online https://www.history.navy.mil/research/histories/naval-aviation-history/dictionary-of-american-naval-aviation-squadrons-volume-1.html https://www.history.navy.mil/research/histories/naval-aviation-history/dictionary-of-american-naval-aviation-squadrons-volume-2.html Read on line or downloadable, at around 8 and 18.5Mb respectively.

The official production reports, Supermarine production, F.VIII November 1942 to November 1943, total 272 LF.VIII May 1943 to January 1945, total 1,226 HF.VIII May to November 1944 plus 1 in March 1945, total 160 F.IX June 1942 to June 1943, total 519 LF.IX February 1943 to June 1943, total 40 Vickers production, F.IX February to October 1943, total 733 LF.IX 1 in March and 1 in June 1943, then August 1943 to August 1945, total 3,971 HF.IX March 1944 to June 1945, total 400

Four Hurricanes reported interned in Belgium Delivery Logs, which make no mention of country. L1619, 87 Sqn, interned L1628, 87 Sqn, interned L1813, 43 Sqn, France 3 November 1939, rest of entry illegible, no obvious mention of interned. N2361, 43 Sqn 6 December 1939, interned, SOC Dec 1939 John Foreman L1619 Force Landed Belgium 10 Nov 1939 and interned L1628 Force Landed Belgium 14 Nov 1939 and interned L1813 Force Landed Belgium 14 Nov 1939 and interned N2361 interned Belgium? Dec 1939. http://www.rafcommands.com/database/serials/details.php?uniq=L1628 Covers the first three with pilot names and fates. https://ww2aircraft.net/forum/threads/belgian-hurricane.24836/ says N2361 arrived on 9 December and has reports of 15 or 20 Hurricanes bought by Belgium. There seems to be a lively debate about the number delivered, but the RAF documents, and the export report for the final quarter of 1939 are saying 20. The 15 figure seems to assume the 4 interned Hurricanes were put into service with Belgian serials to explain the reported serial numbers. Apologies, in my previous message I recorded the index number of the Belgian Hurricanes rather than the serials H20 to H39. The delivery logs make no mention of metal or fabric wings. Photographs, https://www.asisbiz.com/il2/Hurricane/Belgium-AF.html In terms of any proposed Belgian Hurricane armament a note from the US Army supply histories, at Liege (in 1944) is the company Fabrique Nationale des Armes de Guerre, which holds the Browning patents, enabling it to manufacture much US army equipment. Belgian industry will supply around 1,000 different types of items before the war is over. This includes 200 complete 60 mm mortars and modifications to 60 and 81 mm mortars. No mention of machine guns though.

Hawker Hurricane sales to Belgium in 1939, RAF and Belgian serials RAF / Belgian L1918 / 1 L1919 / 2 L1920 / 3 L1993 / 4 L1994 / 5 L1995 / 6 L1996 / 7 L1997 / 8 L2040 / 9 L2041 / 10 L2042 / 11 L2043 / 12 L2044 / 13 L2105 / 14 L2106 / 15 L2107 / 16 L2108 / 17 L2109 / 18 L2110 / 19 L2111 / 20 If built in serial number sequence, using RAF Pilot Dates of nearby serials, year of 1939. L1918-20, 1-3 in April, L1993-7, 4-8 in June, L2040-4, 9-13 in July, L2105-11, 14-20 in September, the final 7 have delivered 19 November 1939 in their RAF Contract card entries and "Sold to Belgium" on the same date in the Delivery Logs. AIR 8/362 reports 7 Hurricanes exported to Belgium in the final quarter of 1939.

Same airframe as the Typhoon but powered by the Vulture instead of the Sabre engine, sources agree three prototypes, all are mentioned in the RAF delivery logs. P5219 First Flight 6 October 1939, Delivered 13 September 1941, Taken on Charge 31 December 1942, P5224 First Flight 5 December 1940, Rolls Royce C.R.D. 26 August 1941, A&AEE C.R.D. 1 October 1941, HG641 first flight 23 October 1941, Taken on Charge 3 February 1943, fitted with a Centaurus engine. Most sources indicate one or two production versions, however the RAF delivery logs say three mark Ia all Taken on Charge on 13 September 1941, R7936 First Flight 28 August 1941, CRD AAEE, R7937 CRD Hawker. Some sources indicate that possibly R7937 became HG641. R7938 CRD Rolls Royce. There is an RAF history card for R7938 only. AIR 22/420 Aircraft Stocks and Movements reports three Tornado in possession of the Ministry of Aircraft Production as of 1 July 1942, the last report with Tornado listed is on 28 January 1943, entries under the Current Operational Types and Marks heading. Any additional information or corrections?

Picture visible. Hawker Langley Mark I V7774 TOC 30 Nov 1940, 52 MU 28? Dec 1940, Takoradi 29 Jan 1941, ex Takoradi ME (B?) 14 Apr 1941, SOC 5 Sep 1941. V7770 to V7772 and V7797 to V7799 exported on 16 December 1940, ship name not given. V7778 retained in Britain, the only one between V7753 and V7823 that did not end up in the Middle East, mostly in 1941. A batch of 20 W and Z serial Hurricanes on "R.134" shipped to Takoradi on 4 April 1941 are all marked "Not Tropicalised", so the assumption is the rest were. V7774 was part of a group of Hurricanes that were presumably "bought" during wings week and given appropriate names, whether the name survived any repainting is unknown. V7773 Surrey V7774 Cheltenham Queen. V7775 Sussex V7776 Spirit of R.F.C. V7777 Go To It V7778 Vicy V7779 Alma Baker V7780 Alma Baker Malaya V7795 Alma Baker Australia V7796 Alma Baker New Zealand

Extracts from AVIA 46/114, drafts and timelines for a Hawker Hurricane Biography, the first date on the file cover page is 23 April 1951. History time line (partly) written by Hawkers? History 2 identical to History time line until 1940. Air Ministry Registered File No. B.999911/39. Hurricane Flight and Ground Trials. Air Ministry Registered File No. 522511/36. Single Seater Fighter to Specification F.36/34. Flight and Ground Trials. BRITISH WAR PRODUCTION. By M. M. Postan. Fellow of Peterhouse, Professor of Economic History in the University of Cambridge. LONDON 1952. it is clear some of this effort is for the the above official history. The first set of data is dates from the different timelines to around end 1942, best sorted by date in a spreadsheet, using the ID field to put them back into original order. Then comes two drafts, clearly written by different people, but plenty of overlap. ID / Timeline / Date / Note 1 / History / 1930 / Requirements for Bulldog replacement. Specification delayed for 6 months - November 30 to May 31 - in order to include 4 guns instead of 2, heated cockpit, etc. 2 / History / 1-Oct-31 / Revised specification approved. 3 / History / 27-May-32 / Tender design conference. Hawker's design rejected because it was too orthodox. 4 / History / Aug-33 / Mr. Camm discussed the possibility of building what was then called the "Fury Monoplane" with Major Buchanan (D.D.T.D.). The aircraft was to be a Single Seater Fighter armed with 4 machine guns, two in the fuselage and one in each wing. 5 / History / Oct-33 / A general design was prepared using the original Rolls Royce "Goshawk" engine 6 / History / 5-Dec-33 / Three-view drawing of "Fury Monoplane" completed. 7 / History / 18-Dec-33 / Design discussed in detail with Capt. Liptrot at the Air Ministry. 8 / History / Jan-34 / Design altered to take the Rolls Royce P.V.12 engine installation. 9 / History / Mar-34 / Stressing of Interceptor Monoplane, as it was now called, commenced. 10 / History / May-34 / Drawings commenced in the Experimental Drawing Office. 11 / History / Jun-34 / 1/10th scale model built for extensive tests in N.P.L. Compressed Air Tunnel. 12 / History / 5-Jun-34 / Predicted Normal Loaded Weight 4,600 pounds. 13 / History / Aug-34 / Model undergoing tests in Compressed Air Tunnel. 14 / History / 4-Sep-34 / Design submitted to the Air Ministry. 15 / History / 17-Oct-34 / First Drawings (fuselage) of prototype issued so the Experimental Shop. 16 / History / 17-Dec-34 / Predicted Normal Loaded Weight now 4,800 pounds. 17 / History / 18-Dec-34 / Conference with Rolls Royce on P.V.12 engine. The max. power for level flight was stated to be 1,025 HP at 2,900 R.P.M. and 15,000 feet. Rolls Royce stated that the dry weight of the engine will not exceed 1,200 pounds. 18 / History / 10-Jan-35 / Air Ministry conference on the Mock-up at Kingston. 19 / History / 21-Jan-35 / Predicted Normal Loaded Weight increased to 4,800 pounds. Estimated maximum speed 330 m.p.h. at 15,000 feet. 20 / History / 21-Feb-35 / Contract from Air Ministry for one High Speed Monoplane, K5083, to design submitted 4th September 1934, known as F.36.34 Single Seat Fighter. As it was a P.V. machine it was not built to any specifications, but machine corresponds closely to F.5.34 and F.10/35 day and night fighters. 21 / History / 2-Apr-35 / Provision to be made in K5083 for 2 Vickers Mark V guns in the fuselage and one Browning machine gun in each wing. 22 / History / 10-Jul-35 / Investigation into the construction of metal stressed skin outer wings commenced. 23 / History / 20-Jul-35 / Contract amended to include one set of eight gun wings (either Vickers Mark V or Browning). Separate set of wings to be made. 24 / History / 20-Aug-35 / Predicted Normal Loaded Weight now 5,200 pounds including 8 gun load. 25 / History / 23-Aug-35 / Mock-up inspection of 8 gun installation by Air Ministry. 26 / History / 23-Oct-35 / Prototype K5083 transported from Kingston to Brooklands. 27 / History / 30-Oct-35 / All-up weight of prototype K5083 is 5,416 pounds with normal load as weighed at Brooklands. 28 / History / 6-Nov-35 / First flight of prototype K5083 at Brooklands. Watts two-bladed, fixed pitch (wood) airscrew fitted. 29 / History / 20-Nov-35 / Inspection by Lord Weir. 30 / History / Dec-35 / Various reports of production orders. 31 / History / 7-Feb-36 / Prototype K5083 delivered to R.A.F. at Martlesham Heath. All-up weight now 5,670 pounds. 32 / History / Mar-36 / Production Drawings commenced. 33 / History / Apr-36 / Performance and handling trials completed. 34 / History / Jun-36 / Spare set of wing with 8 guns sent to Brooklands for armament trials and R.A.F. display. 35 / History / 3-Jun-36 / Production Contract for 600 aircraft received. (two thirds of total number of single engine single seater fighters for Scheme F.) 36 / History / 8-Jun-36 / Production Drawings for fuselage issued to shops. 37 / History / 27-Jun-36 / The name "Hurricane Mark I" approved by Air Ministry. 38 / History / Jul-36 / Hurricane K5083 exhibited at R.A.F. Air Pageant at Hendon. 39 / History / 20-Jul-36 / Air Ministry Specification No. 15/36 issued, covering above production contract. 40 / History / Dec-36 / It was decided to install the "Merlin II" engine since the "Merlin I" was not being put into production. Owing to difference in the cylinder blocks, the cowling shape and fairing lines were considerably altered. Other units affected were the air intake, airscrew, engine controls, engine mounting, hand starter gear, header tank and header tank mounting. Note - There is no doubt that this engine change slowed up production contract very much more than was at first anticipated. 41 / History / 2-Feb-37 / Air Ministry conference held on production and prototype fuselages to decide on variations in production from experimental aircraft. 42 / History / Apr-37 / Experimental metal wing of Hawker type. R.A.E. tests successful. 43 / History / 19-Apr-37 / The first Merlin II was installed on the first production Hurricane L1547. 44 / History / 8-Sep-37 / First production Hurricane L1547 was transported to Brooklands. Dry weight of engine 1,355 pounds. 45 / History / 12-Oct-37 / First flight of first production Hurricane I L1547. 46 / History / 11-Nov-37 / Ejector exhausts fitted to Hurricane L1547. 47 / History / 15-Dec-37 / First Delivery to Fighter Squadron, Northolt. 5 more aircraft delivered during month. 48 / History / 19-Jan-38 / Larger rudder and underside fin fitted. 49 / History / 4-Mar-38 / Normal Loaded Weight of Hurricane L1547 now 6,017 pounds. 50 / History / Jun-38 / Hurricane I L1547 delivered to R.A.F. at Martlesham Heath. 51 / History / 29-Aug-38 / De Havilland Two-pitch 3 bladed dural airscrew fitted to Hurricane I L1562. 52 / History / 15-Oct-38 / Normal Loaded Weight now 6,300 pounds. 53 / History / 1-Nov-38 / Air Ministry Contract for 1,000 Hurricane I aircraft. 54 / History / 7-Dec-38 / Air Ministry conference to discuss armouring of Hurricane I aircraft. 55 / History / 4-Jan-39 / Air Ministry Specification No. Hurricane I/P.3 issued for production of Hurricane aircraft by Canadian Car and Foundry Co. Ltd. 56 / History / 24-Jan-39 / First flight of Hurricane G-AFKX with Merlin III engine. 57 / History / 23-Mar-39 / First Hurricane for Yugoslavia flew. 58 / History / 21-Apr-39 / De Havilland Constant Speed airscrew flight tested on a Hurricane. 59 / History / Apr-39 / Flight Tests of Hurricane I L1877 with metal stressed skin wings. 60 / History / 13-May-39 / First Hurricane for Belgium flew. 61 / History / 17-May-39 / First Tropical Hurricane (L1669) flew. 62 / History / 24-May-39 / Hurricane I L1750 with two 20 mm. cannons was tested. 63 / History / 17-Jun-39 / Hurricane I L1856 flew with Merlin XII engine. 64 / History / Aug-39 / Rotol Constant Speed airscrew and Merlin III engine installed on Hurricane I L2026. 65 / History / 20-Oct-39 / Gloster first production Hurricane I flew. 66 / History / 12-Jan-40 / Sketch sent to Mr. Rowe showing our proposals for fitting four additional guns in Hurricane metal wings. 67 / History / 9-Feb-40 / The Air Ministry agreed to the detail design and trial installation of twelve gun wings. Some doubt was expressed as to whether the Hurricane at 6,700 pounds would be acceptable from the point of handling. 68 / History / 19-Feb-40 / The installation of the Merlin 3 S.M. (Merlin XX) in the Hurricane was discussed with Mr. Rowe on his visit to Kingston. 69 / History / 1-Mar-40 / Details of the proposed installation of the Merlin 3 S.M. were forwarded to the Air Ministry. 70 / History / 4-Mar-40 / Preliminary schemes for the long range Hurricane were submitted to A.D./R.D.L., who replied immediately asking for the highest priority on the trial installation. 71 / History / 12-Mar-40 / Provisional date for the first flight of Hurricane Mark II (Merlin XX) given as June or July 1940. 72 / History / 16-Apr-40 / Statement forwarded to the Air Ministry with a G.A. drawing of the Hurricane with long range tanks. The Air Ministry agreed to a reinforcing range of 1,150 miles without guns or ammunition, and Mr. Farren informed Hawker's that the long range Hurricane had become a matter of the highest priority (Norway). 73 / History / 19-Apr-40 / The Air Ministry finally agreed to the introduction of twelve gun wings on Hurricane II (Merlin XX). 74 / History / Apr-40 / Hawker's were asked to consider the conversion of the Hurricane to a floatplane. On April 24th the Hurricane floatplane became an urgent Air Staff requirement. On April 26th a pair of Blackburn Roc floats were received in the Experimental Shop at Kingston. Flight trials were scheduled for June. 75 / History / 7-May-40 / First flight of long range Hurricane with overload fuel tanks, P3462. 76 / History / 19-May-40 / The Air Ministry asked for an urgent investigation into the fitting of skis to the Hurricane. 77 / History / 21-May-40 / Meeting held at Kingston to decide on the programme for the introduction of the Hurricane Mark II into production. This was planned for December 1940, but owing to a short supply of guns it appeared probable that it would be necessary to fit 8 gun wings initially. 78 / History / 1-Jun-40 / D.C.A.S. ruled that all work on floats and skis for fighters should be abandoned. The Hurricane floatplane was by this time almost complete in the Experimental Shop. A trial of the ski undercarriage was later completed in Canada. Abandonment of this work was due to the evacuation of Norway. Note - Norwegian Campaign. Hurricanes for Norway were taken out by H.M. Aircraft Carrier "Glorious" whence they were flown off the deck to Norwegian aerodromes. Later, on the evacuation of Norway, there were flown back on to the carrier where they all landed successfully without the use of deck arrester gear. This illustrated that fast modern fighters could also be used as fleet fighters, and undoubtedly influenced the introduction of the Sea Hurricane, and later the Seafire. 79 / History / 7-Jun-40 / Mr. Camm submitted alternative armament arrangements for Hurricane I & II to D.T.D. The trial installation of four cannons was being carried out on a pair of damaged wings at Kingston. 80 / History / 9-Jun-40 / First Flight of Merlin R.M.45 in Hurricane, G-AFKX 81 / History / 11-Jun-40 / First Flight of prototype Hurricane mark II, P3269. 82 / History / 20-Jun-40 / A.C.A.S. (T) and D.O.R. rejected Mr. Camm's suggestion for increased 0.303 ammunition (400 rounds per gun) in the standard Hurricane, on the grounds that the guns would overheat and become unserviceable, and that the change would not be worth the effort. This was in spite of the fact that the Tornado specification had been amended to call for 500 rounds per gun. 83 / History / 8-Aug-40 / To end October. "Battle of Britain". Flight Lieut. R.C. Reynell, Hawker Test Pilot, killed on active service, while getting operational experience with a Hurricane Squadron. 84 / History / 19-Aug-40 / Four cannon Hurricane left Boscombe Down after trials to join an operational squadron at North Weald. 85 / History / Nov-40 / Thirty sets of Hurricane IIC (Four cannon) wings being built by semi tooled and hand methods in the experimental shop, using wings damaged in the region of the gun bay. 86 / History / 26-Nov-40 / The Ministry requested an urgent examination of the practicability of converting Hurricanes for catapulting. Mr. Camm replied that this was possible and that one aircraft would be ready in five weeks. 87 / History / 1-Dec-40 / Four blade Rotol propeller tested on Hurricane. 88 / History / 10-Dec-40 / D.D./R.D.A. enquired whether the Hurricane could be fought with long range tanks. This involved strengthening tank attachments, self sealing, etc. 89 / History / 18-Dec-40 / D.D./R.D.A. put the brakes on the Hurricane catapult conversion. He wrote saying that it was not intended to go beyond an investigation, but that it was useful to know that the design was ready, should it be needed. 90 / History / 26-Dec-40 / The Inspector General suggested converting a number of Hurricanes to two seater trainers. The design of this conversion had been completed a year previously, and a prototype neared completion in the experimental ship. The conversion was never adopted. 91 / History / 11-Jan-40 / Discussion on mounting a Hurricane on a Liberator and a composite aircraft. 92 / History / 19-Jan-41 / D.T.D. wrote saying that the Admiralty required twenty sets of catapulting parts for Hurricane. Contract received on April 24th 1941. 93 / History / 20-Jan-41 / Authorisation received to proceed with the manufacture of 100 sets of four cannon Hurricane wings. 94 / History / 8-Feb-41 / First Flight of a tropical Hurricane II. 95 / History / 5-Mar-41 / Merlin R.M.5.S. (Merlin XLV) installed in Hurricane G-AFKX. First Flight. 96 / History / 13-Mar-41 / D.T.D. asked for long range tanks to be modified and strengthened for combat. 97 / History / 2-Apr-41 / Mr. Camm wrote to Mr. Rowe suggesting that the Griffon Hurricane should proceed. This suggestion was not adopted. 98 / History / 18-Apr-41 / Hurricane I, P2989, flight tested at A.&A.E.E. with 2 x 250 pound bombs. 99 / History / May-41 / Installation of 2 Vickers 40 mm. guns in Hurricane required by Air Staff. 100 / History / 13-May-41 / Meeting with D.O.R. and A.D./R.D.L. at Kingston. Priority was given to strengthening and self sealing 44 gallon auxiliary tanks, and second priority to 44 gallon drop tanks. 101 / History / 29-May-41 / Experiments by Flight Refuelling Ltd. with a towed Hurricane. 102 / History / 30-May-41 / Design work on 40 mm. gun installation begun at Esher. 103 / History / 7-Jun-41 / Letter received from A.D./R.D.N. that the Sea Hurricane was satisfactory in every respect. 104 / History / 11-Jun-41 / Test flight of long range Hurricane IIC with two 44 gallon auxiliary tanks. All up weight 8,040 pounds; take off 310 yards off grass. 105 / History / 11-Jul-41 / First drawings of 40 mm. guns issued to Experimental Shop. 106 / History / 19-Sep-41 / Installation of Vickers 40 mm. guns complete, and prototype, Z2326, delivered to A.&A.E.E. 107 / History / 25-Oct-41 / Take off test of Hurricane IIC with two 90 gallon drop tanks. All up weight 9,060 pounds; take off concrete 320 yards. 108 / History / 11-Nov-41 / Mr. Camm wrote to Mr. Rowe suggesting that the Hurricane could be made to carry two 500 pound bombs alternatively to two 250 pound bombs. 109 / History / 3-Dec-41 / D.T.D. asked Hawker's to cooperate with Rolls Royce in installing two R.R. 40 mm. guns in the Hurricane. At a meeting at M.A.P. on December 8th, it was decided that Hawkers would make the installation in addition to the Vickers gun installation. 110 / History / 13-Dec-41 / D.T.D. asked for a report on the practicability of universal armament wings on the Hurricane for low attack. 111 / History / 16-Jan-42 / Mr. Camm wrote to D.T.D. suggesting aerodynamic cleaning up of the Hurricane II, giving an increase of about 20 m.p.h. 112 / History / 19-Jan-42 / D.T.D. asked Mr. Camm to give assistance to Hills & Sons of Manchester in converting a Hurricane to take a slip wing. Mr. Camm was against the proposal and suggested a meeting. 113 / History / 23-Jan-42 / Contract received for 1,000 additional Hurricane II aeroplanes. 114 / History / 22-Feb-42 / Hurricane IIB test flown with 2 x 500 pound bombs. 115 / History / 25-Mar-42 / Contract received to increase total number of Hurricanes from 4,738 to 6,238. 116 / History / 11-Apr-42 / M.A.P. asked for urgent manufacture of 250 sets of 90 gallon jettisonable tanks to give a still air range of 1,550 miles. 117 / History / 9-Jun-42 / Contract received for additional 2,000 Hurricane II aeroplanes. 118 / History / 31-Aug-42 / R.D.N.3 informed Hawkers that a contract was being placed for the conversion of Hurricane IIC for Naval use. Arrester hooks to be fitted. 119 / History / 11-Dec-42 / Report on investigation into the installation of a Merlin 32 in the low attack Hurricane (now Hurricane IV) forwarded to D.T.D. The decision to install the Merlin 32 was notified by D.T.D. on December 28th. 120 / B.999911/39 / 28-Jun-39 / R.D.L.(a) says decision taken to fit 12 Hurricanes with Rotol CS airscrews for service trials 121 / B.999911/39 / 30-Jun-39 / Letter from Martlesham Heath with comparative performance of two Hurricanes with Merlin II engines and wood airscrews, one standard and one with two 20 mm. cannon - "The effect of the cannons …. Has been to reduce top speed by 8 m.p.h. T.A.S." 122 / B.999911/39 / 24-Nov-39 / Report from A.&A.E.E. Boscombe Down on L1750 Merlin II handling and performance trials with two 20 mm. cannon fitted - "The airplane handles in all respects exactly like a standard Hurricane." Service ceiling estimated 30,500 feet, climb to 15,000 feet in 7.6 minutes. 123 / B.999911/39 / 20-Oct-39 / Arrangements for first Hurricane with Rotol constant speed airscrew to be tested at Boscombe Down. 124 / B.999911/39 / 26-Jan-40 / A.&A.E.E. give performance figures for L2026 with Rotol airscrews mentioned on 20 October 1939, level speed 17,000 feet equals 316 m.p.h. T.A.S. 125 / B.999911/39 / 5-Feb-40 / Local Technical Committee Hawkers. Fuel tank protection - Hurricane. A set of Hurricane tanks, i.e. two wing tanks and large fuselage tank to be sent forthwith for covering by Messer's Linatex (3/16 inch Linatex about to be approved for fuel tank production). Hurricane first production aircraft with Rotol airscrew. Firm as authorised to conduct extended acceptance trials up to a maximum of 5 hours on P3265, the first production aircraft with Rotol airscrew. 126 / B.999911/39 / 5-Feb-40 / (Date Assumed from previous entry) Hurricane standard and tropical performance at 5,000 feet, maximum speed, R.D.T.1 data approximate instrument reading 260 mph. Egypt Service aircraft instrument reading 255 mph. 127 / B.999911/39 / 1-Mar-40 / Extension of flying time to be granted to Gloster Aircraft Co. on their first Rotol Hurricane. 128 / B.999911/39 / 7-May-40 / Report on comparative trials by A.A.S.F. France on Hurricane and Messerschmitt 109. Me. Faster than the Hurricane by 30 - 40 mph on level and can outclimb and initially out dive Hurricane but not as manoeuvrable. Opinion of Squadron Leader commanding 67 Wing that balance is in favour of Hurricane once the 109 has committed themselves to combat. He also thinks that until all Hurricanes have constant speed airscrews to get up to the height adopted by the 109's, we will have few further chances of combat as they sit above and only come down to surprise a straggler. 129 / B.999911/39 / 30-May-40 / D.R./R.D.A. has agreed that a standard Hurricane fuselage fitted with 12 gun wings shall proceed to A.&A.E.E. for trials to get early opinion on this type of installation. 130 / B.999911/39 / 31-May-40 / Letter to R.T.O. "D.O.R. has asked for an immediate flight check on the operational range of the Hurricane fitted with long range tanks in the wings. These flight trials must take precedence over any flight tests that may be done at A.&A.E.E. to check the handling of the aircraft." 131 / B.999911/39 / 19-Jun-40 / O.R.1(b) says a tropical conversion set is to be developed for the Hurricane II. Priority and number of sets cannot be stated at present. 132 / B.999911/39 / 21-Jun-40 / Boscombe Down report on gunnery trials with Hurricane P3811 with 12 Browning guns installed. In conclusion the report says "From these trials it is concluded that the inaccessibility of the extra 4 guns is at present such that they are hardly worth fitting and that it would be much better to retain the standard 8 gun installation and to try and find means of increasing the ammunition supply to at least 600 rounds per gun." 133 / B.999911/39 / 28-Jun-40 / Of the 50 aircraft being converted by Hawkers working party, some have already been completed. They will still have D.H. two pitch airscrews and tropical equipment. Further the long range conversion is only applicable to Hurricane with metal wings. Additional fuel 88 gallons (two 44 gallon tanks) Standard tanks 97 gallons filled to capacity, total capacity 185 gallons. 134 / B.999911/39 / 12-Jul-40 / Report by Boscombe Down on handling trials with second 12 gun Hurricane B3811 [P3811 assuming typo] 135 / B.999911/39 / 22-Jul-40 / R.D.L.1(b) comments on Boscombe's report on trials of Hurricane L2026 Merlin III with Rotol constant speed airscrew. Drop of 4 m.p.h. compared with 2 pitch airscrew aeroplane. 136 / B.999911/39 / 15-Aug-40 / Hurricane I V7360 with 4 cannons has completed firing trials at Boscombe. Fighter Command to carry out trials (It is a mark I aircraft and not therefore fully representative of the production type). 137 / History 2 / 9-Feb-40 / Hawker's proposal for the Mark II Hurricane sent in to the Ministry. Power Plant: Merlin XX. Armament: 12 Browning guns with 300 rds./gun. 138 / History 2 / 19-Feb-40 / The installation of the Merlin 3 S.M. (Merlin XX) in the Hurricane was discussed with Mr. Rowe on his visit to Kingston. 139 / History 2 / Apr-40 / Normal Loaded Weight of Hurricane I with Rotol Constant Speed Airscrew now 6,727 pounds. 140 / History 2 / 10-May-40 / Long range Hurricane I (for re-inforcing aircraft overseas) flew. All up weight 7,310 pounds. First Hurricane I for Iran flew. 141 / History 2 / 9-Jun-40 / First Flight of Merlin R.M.4.S in Hurricane, G-AFKX 142 / History 2 / 11-Jun-40 / First Flight of prototype Hurricane mark II, P3269. All up weight 6,738 pounds. 143 / History 2 / Aug-40 / First production Hurricane II aircraft delivered with 8 gun wings. 144 / History 2 / Oct-40 / Hurricane II with four 20 mm. cannons flown to Boscombe Down for gun trials. 145 / History 2 / 24-Nov-40 / Normal Loaded Weight of Hurricane II now 6,968 pounds. 146 / B.522511/36 / Apr-36 / Performance and handling trials of Hawker monoplane F.36/34 No. K5083 Merlin C engine at A.&A.E.E. Martlesham Heath, photographs attached. The prototype was ballasted to represent the 8 gun wings and service equipment. It reached a speed of 314 m.p.h. at 15,000 feet having climbed to that height in 5.7 minutes. Its highest registered speed was 315 mph at height of 16,500 feet. The airscrew used was a 2 bladed wood fixed pitch. Estimated service ceiling 35,500 feet. Estimated absolute ceiling 35,400 feet. Greatest height reached 30,000 feet. "The aircraft is simple and easy to fly and has no apparent vices." 147 / B.522511/36 / Nov-36 / Discussion at the Air Ministry as a result of spinning trials by the firm's pilot. The Hurricane is definitely dangerous to spin. A.M.R.D. says a cure must be found for the inadvertent spin and Director of Training says pilots must be taught to recover from an inadvertent spin. Prohibiting spinning engenders fear in pilots. 148 / B.522511/36 / 17-Nov-36 / Arrangements made for tests to be carried out in the spinning tunnel at R.A.E. Meanwhile spinning definitely prohibited on the Hurricane. 149 / B.522511/36 / Sep-37 / As the time approaches for the first production aircraft to be delivered, spinning trials have still not been completed. Hawkers raised a protest on principle against the trials as they say modern methods of flying make an inadvertent spin unlikely. D.D.T.D. admits that experience of spinning on heavily loaded monoplanes is very limited. Director of Training and others still press strongly for a solution of recovery from spin and D.T.D. agrees to press the firm to complete the trials. 150 / B.522511/36 / 27-Oct-37 / A.D./R.D.A. asks R.A.E. to make tests for recovery of Hurricane model from spin in the tunnel as a matter of first priority as a number of Hurricanes will have to be accepted before any change can be introduced. 151 / B.522511/36 / 9-Nov-37 / D.A.D./R.D.A. writes a note on spinning of Hurricanes:- (1) Deliveries to Squadrons are to start in December. (2) Spinning trials not yet carried out on first production Hurricane by firm. (3) R.A.E. think that they have found a modification to give satisfactory results. (4) Hawkers are therefore being asked to fit this modification urgently for trials. 152 / B.522511/36 / 1-Nov-37 / First Production Hurricanes to be fitted with Merlin II's. 153 / B.522511/36 / Nov-37 / R.A.E. discover a better modification consisting of additional fin surface on bottom of rear fuselage and extension of rudder downwards for 6 inches. D.T.D. agrees and asks that not more than 30 production aircraft be accepted without this modification. 154 / B.522511/36 / 17-Dec-37 / First production aircraft L1548 despatched to Squadron 111 at Northolt on 15 December 1937. Estimated that 5 production Hurricanes will be in service hands before end of December. 155 / B.522511/36 / 3-Feb-38 / Hurricane production to continue without spinning modification until the embodiment can be made without causing a delay in deliveries. 156 / B.522511/36 / 6-Dec-38 / Arrangements to be made for comparative trials at A.&A.E.E. Martlesham Heath on L1547 between fixed pitch and V.P. airscrew. 157 / B.522511/36 / 19-Sep-38 / Spinning modification accepted on 102nd aircraft. 158 / B.522511/36 / 12-Dec-38 / A.&A.E.E. speed tests. Merlin II engine and fitted with 8 guns. Wooden airscrew 301 m.p.h. at 17,500 feet. 2 Pitch metal airscrew 320 m.p.h. at 17,500 feet. 159 / B.522511/36 / 21-Jan-39 / Handling and performance tests on Hurricane with 3 bladed 2 pitch airscrew mentioned on 12 December 1938 took place during time period from 7th to 23rd November 1938. 160 / B.522511/36 / 9-Mar-39 / R.D.L.1(a) says "The first set of skin stressed wings will be available for fitment to Hurricane shortly." 161 / B.522511/36 / 22-Nov-39 / A.&A.E.E. Martlesham Heath. Comparison of take off tests between Hurricane with fixed pitch wooden airscrew / D.H. 2 pitch airscrew. Distance to 50 feet 640 / 430 yards. Take off Run 510 / 250 yards. Landing run 330 / 340 yards. 162 / Draft 2 / 21-Feb-35 / The Air Ministry placed a contract for one Hurricane prototype. 163 / Draft 2 / 7-Feb-36 / The prototype was delivered to A.&A.E.E., Boscombe Down. 164 / Draft 2 / Apr-36 / Preliminary performance and handling trials completed. 165 / Draft 2 / 20-Jun-36 / Prototype fitted with spare set of 8 gun wings and despatched to Martlesham Heath for gunnery trials. 166 / Draft 2 / 3-Jun-36 / First production order for 600 aircraft. 167 / Draft 2 / 15-Dec-37 / First Delivery to No. 111 Fighter Squadron, Northolt. 5 more aircraft delivered during month. Hurricane I (Merlin III) Armament: 8 Brownings, 78 gallons of fuel, all up weight 6,600 pounds, take off run to clear 50 feet, 440 yards, ceiling 33,000 feet, time to 15,000 feet 6.5 minutes, maximum level speed at maximum power altitude) 315 m.p.h. at 17,750 feet. Endurance 3.4 hours at 170 - 180 m.p.h. (economical speed) at 15,000 feet. Hurricane II (Merlin XX) Armament: 8 Brownings, 78 gallons of fuel, all up weight 6,760 pounds, take off run to clear 50 feet, 380 yards, ceiling 37,000 feet, time to 15,000 feet 5.6 minutes, maximum level speed at maximum power altitude) 316 [typo 336?] m.p.h. at 21,000 feet. Endurance 2.9 hours at 170 - 180 m.p.h. (economical speed) at 15,000 feet. Hurricane II (Merlin XX) Armament: 8 Brownings, 97 gallons of fuel, all up weight 6,900 pounds, take off run to clear 50 feet, 400 yards, ceiling 36,800 feet, time to 15,000 feet 5.7 minutes, maximum level speed at maximum power altitude) 336 m.p.h. at 21,000 feet. Endurance 3.4 hours at 170 - 180 m.p.h. (economical speed) at 15,000 feet. Hurricane II (Merlin XX) Armament: 12 Brownings, 97 gallons of fuel, all up weight 7,200 pounds, take off run to clear 50 feet, 420 yards, ceiling 36,600 feet, time to 15,000 feet 6.0 minutes, maximum level speed at maximum power altitude) 335 m.p.h. at 21,000 feet. Endurance 3.3 hours at 170 - 180 m.p.h. (economical speed) at 15,000 feet. Hurricane II (Merlin XX) Armament: 4 cannons, 97 gallons of fuel, all up weight 7,450 pounds, take off run to clear 50 feet, 460 yards, ceiling 36,000 feet, time to 15,000 feet 6.3 minutes, maximum level speed at maximum power altitude) 332 m.p.h. at 21,000 feet. Endurance 3.2 hours at 170 - 180 m.p.h. (economical speed) at 15,000 feet. Draft 1. The Hawker Hurricane Day and Night Fighter. Introduction. The Hawker Hurricane had the distinction of being the first monoplane fighter and also the first of the new types developed under the early expansion programme to be delivered for service with the R.A.F. Its battery of eight machine guns in the wing, its speed of approximately 315 m.p.h. and its retractable undercarriage were the chief points which contributed to place the aircraft far ahead of its contemporaries. Origin of Requirements. The origin of the Hurricane can be traced back to the summer of 1930 when the Air Staff began to consider a replacement of the Bulldog, the Bristol biplane fighter which had been obsolescent for some time. A draft specification was prepared in August 1930 but its issue was postponed for six months so that advances in certain items could be incorporated. This revised specification, known as F.7/30, was approved in October 1931 and the tender design conference was held in May 1932 (File 17122/30 Enclosure 61 A dated 27 May 1932). The Hawker company submitted both a monoplane and biplane design, but both were rejected, the monoplane on the grounds that, although it met the specification requirements, the design was too orthodox. The Hawker company however, undeterred by this adverse decision, went ahead with the design of an improved fighter with the knowledge of, but without assistance from, the Air Ministry. During the autumn of 1933, when the Air Staff were discussing a replacement for the Fury, D.D.T.D. (Major Buchanan) visited the Hawker company and discussed their aircraft with Mr. Camm. (Notes on the history of the Hurricane sent to Professor Postan by the Hawker Aircraft Co. Ltd.) At this stage the design still had a Goshawk engine and only four machine guns, two in the fuselage and one in each wing. But in 1934 the Rolls Royce P.V.12, later known as the Merlin I, appeared and as it promised to outstrip contemporary engines from the point of view of power output Hawkers modified their design to enable the new engine to be installed. (Notes on the history of the Hurricane sent to Professor Postan by the Hawker Aircraft Co. Ltd.) Detail drawings were commenced in May 1934 and in July 1934 D.D.T.D. was able to report that the preliminary design of the Hawker private venture had been completed and the firm were on the point of embarking on the construction of the prototype. (File 326870/34) Minute to DT.D. dated 13 July 1934.) it was at this point that Hawker's private venture fighter design came to play an important part in the Air Ministry's plans. The Air Staff and technical branches were very concerned at the superiority of the fighters which were being developed abroad and they did not want the inferiority of contemporary British aircraft to persist during the period of re-armament. (File 326870/34) Minute to DT.D. dated 13 July 1934.) This development of ideas was reflected in the Air Staff's contemporary fighter specifications which demanded a much higher performance and technical superiority than their predecessors. (Specification F.5/34 which was approved in November 1934 asked for a speed of 275 m.p.h. and 8 guns. Specification F.10/35 which was not put out to tender although the requirements were circulated to the industry in April 1935, asked for a speed of not less than 310 m.p.h. and 8 guns.) Consequently, when in September 1934 the completed design of Hawker's private venture fighter with its promise of first class performance was submitted to the Air Ministry, the latter assumed responsibility for its development as an experimental type. (Report on visit to Hawkers on 21 April 1943 [typo date?]). The mock up conference was held in January 1935 and on 21 February 1935 a contract was placed for one high speed monoplane to the design submitted in the previous September. (Notes on the history of the Hurricane sent to Professor Postan by the Hawker Aircraft Co. Ltd.) Construction of the Prototype. Because the Hurricane was a private venture the normal procedure of competitive tender did not apply and it is difficult to fix a date for the commencement of development. But the possibility of building what was then called the Fury monoplane was discusses with D.D.T.D. in August 1933. (Notes on the history of the Hurricane sent to Professor Postan by the Hawker Aircraft Co. Ltd.) and the design was discussed in detail with the Air Ministry in December of the same year. For the same reason the Hurricane was not built to any particular specification, but was given the number F.36/34 for identification purposes only. In July 1934 when D.D.T.D. had first discussed the design with Mr. Camm the firm had hoped the aircraft would be flying by the spring of 1935. But the first flight did not take place until November 1935. This delay was partly because during construction some alterations were made to satisfy Air Staff requirements. It was pointed out by Squadron Leader Sorley (O.R.) in a minute to A.C.A.S. dated 1 May 1935 that the mock up fighters F.36/34 (Hurricane) and F/37/34 (Spitfire) only required slight alteration to conform to the latest fighter specification, the F.10/35 (File 535616 Enclosure 1A dated 1 May 1935) The most important alteration was the armament. For some time the Air Staff had been confronted with the problem of the recently evolved monoplane design offered to the twin engined bomber a speed very nearly equal to that of a single engined fighter. As a result the chances of repeated attack from the fighter were believed to be slender, and a decisive result would have to be obtained in the minimum of time. What was needed was a weight of fire power which could be built up in the two seconds which was the time thought to be available. By using eight Browning guns a density of 256 rounds per second should have been possible. A trial was staged on the ground with eight 0.303 inch guns and was convincing enough for the eight gun theory to be accepted by the Air Staff. (The evolution of the 8 gun fighter armament is very fully dealt with in Appendix A "Factors involved in the conception of the 8 gun fighter" by C.R.D. Air Marshal Sorley) The new F.5/34 and F.10/35 specifications therefore included eight guns. Both the Supermarine Company and the Hawker Company were anxious to incorporate these modifications in their aircraft so that they would be in line with the latest Air Staff requirements, but there were certain technical problems to be solved. The main technical problem was how to mount the guns. To enable the fighter to obtain the best possible speed it was necessary to keep it as slim as possible so the size of the fuselage was of great importance. Mounting the guns in the fuselage tended to increase the cross sectional area but the relatively thick wings of a monoplane offered a space in which the guns might be mounted. This entailed mounting a battery of four guns in each wing which in turn demanded a rigid structure and the provision of many new features. As the Hurricane wing was a thick one the installation of the guns was a somewhat easier proposition than with the thin winged Spitfire. But the Hurricane prototype was too far advanced for the wings to be modified to take eight guns so an alternative pair were made and delivered in June 1936, and inspection of the eight gun installation by the Air Ministry took place in August 1936 The prototype with unmodified wings was delivered to the A.&A.E.E. in February 1936 and handling trials were completed by April 1936. The report from Boscombe Down on these trials described the aircraft as easy to fly with no apparent vices. (File 522511/36 Enclosure 1A dated April 1936) Production. As early as May 1935 Sqn. Ldr. Sorley wrote to A.C.A.S. suggesting that the Hurricane and Spitfire would be the types needed for squadrons in 1936 and recommending that a start should be made on their production instead of ordering other types which were verging on obsolescence. (File 535616 Enclosure 1A dated 1 May 1935). But D.T.D. and A.M.R.D. did not accept this recommendation. As they anticipated serious alterations they wished to wait until the prototypes had flown before embarking on jigs and tools. The first production order was therefore not given until June 1936 (Although the actual production order was not given until June 1936 some earlier intimation of production must have been given to the firm because production drawings were started in March 1936) when 600 Hurricanes were ordered under Scheme F, all to be completed by 31 March 1939. It was the expansion of scheme F that places such great importance on new types and this order represented two thirds of the total number of single engine single seater fighters. The first aircraft was delivered in December 1937. Technical difficulties. Although production of the Hurricane was not unduly delayed there were nevertheless some important technical difficulties which had to be overcome after production had commenced. The chief of these were the difficulty of discovering a way of correcting the dangerous tendency of the Hurricane in a spin; the setbacks encountered over the development of the stressed skin all metal wing and the alterations necessitated by the installing of a Merlin II engine instead of a Merlin I. Fortunately these problems were of such a nature that the type could be used in service before modifications were incorporated in the production line. Because of this, early deliveries were not prejudiced but the Hurricane had not, strictly speaking, completed its development until they were overcome. The first difficulty, that of spinning, was exposed in November 1936 during spinning trials by the firm's pilot, as a result of which spinning was forbidden on Hurricanes. (File No. 522511/36 throughout) The Air Staff were very anxious that these dangerous flying characteristics should be cured from the point of view of morale and training of R.A.F. pilots. The firm however refused to complete spinning trials on the grounds that modern methods of flying make an inadvertent spin unlikely. D.D.T.D. admitted that spinning on a heavily loaded monoplane was unlikely but the Director of Training pressed very strongly for a solution of recovery from spinning and D.T.D. agreed to press the firm to complete the trials. Neither side would modify their decision and deadlock lasted until the first production aircraft were approaching delivery. But in October 1937 the R.A.E., who had been experimenting on models in the wind tunnel for several months, found a solution to the problem. They were able to make a specific recommendation. A trial installation was immediately arranged, but 101 Hurricanes were released to the service before the spinning modification was included. As regards the second difficulty, that of the stressed skin all metal wing (File No. 522507/36), the prototype had fabric wings, but it had always been hoped that production aircraft would have the new stressed skin wings. In these wings the metal covering was made a part of the weight bearing aerial structure. The importance if the stressed skin lay in its weight saving capacity. Fabric covered wings had already reached the limit of weight allowed and the stressed skin wings saved no less than 70 pounds. Investigations by the firms into this question had been started as early as July 1935. When the production specification was drawn up however it was decided that the Hurricane should in the first place be fitted with fabric covered wings, which would be interchangeable with metal ones. At this stage the technical state of the stressed skin wings was still experimental and not progressed further than the design stage. The position was aggravated by the fact that Hawkers were working on two other monoplanes for the Air Ministry at the same time, the P.4/34 [Henley] and the F.9/35 [Hotspur], both of which were expected to have metal wings. The construction was the same in each case, the difference being in the armament. In June 1936 it was estimated that the test wing would be ready by September but "stiffness" problems arose which involved a new design and it was necessary to earmark a special group of men in the drawing office for metal wing development. In December it was agreed that the P.4/34 should be fitted with the first pair of metal wings. This decision naturally reacted adversely on the Hurricane and in October 1937 it was considered that the new wings could not come in before the 301st aircraft. It was not until March 1939 that the first pair of production stressed skin wings were received from Glosters and fitted to production aircraft at Brooklands. Shortly afterwards flight tests were completed and the wings were cleared for operational use. Further Developments. Although when the Hurricane first appeared in 1937 its performance was considered remarkable, it was surpassed by the Spitfire which it will remembered appeared a few months later. This slight lead in production was the reason that the Hurricane was used more extensively in the early war months. But as greater numbers of Spitfire came off the line the preference of the R.A.F. was markedly in favour of the later aircraft. (A.C.A.S.(T) - D.G.R.D. Meeting dated 7 February 1940, 16th meeting, conclusion 4) Indeed after the Battle of Britain was over, it was accepted that the Hurricane was obsolescent as a first line fighter, even though it had been improved by the installation of the Merlin AA medium and high altitude engine in order to combat the German improvements to the ME109. Thus the subsequent remarkable developments of the Hurricane were not designed to keep the aircraft in the first line of fighters. For instance, the Hurricane proved itself by its sturdy and conservative construction to be specially suitable as a vehicle for new forms of armament which were awkwardly shaped and very heavy. But except for the 20 mm. cannon none of these different guns was intended as air to air weapons. The Hurricane, then, turned out to be one of those invaluable aircraft whose structure was capable of taking such equipment as was necessary to enable the aircraft to be used to fulfill those alternative operational roles which arose so frequently and suddenly in air warfare. It was not only the first fighter to carry four 20 mm. cannon in the wings, it was the first to be turned into a "tank buster" by the installation of 40 mm. cannon, the first to be fitted with rocket projectiles and the first to be adapted for catapult launching at sea as well as the first British fighter to be used as a fighter bomber. Each of these modifications, with the exception of the last, required major modification and in each instance the redesign was undertaken at the special request of the M.A.P. The various marks of the Hurricane are dealt with in more detail below. Hurricane IIA and IIB. The performance of the Hurricane was relatively inferior both to the Spitfire and the Messerschmidt 109. It was therefore decided to install the new Merlin engine, the Mark XX with improved carburettor and supercharger to obtain the full advantage of the new 100 octane fuel. Hawker's proposals were accepted in February 1940 (Minute from R D Lib dated 17 April 1947) and a trial installation was put in hand. The mark IIA first flew in June 1940 and went into production in August 1940 (Minute from R D Lib dated 17 April 1947). The new engine necessitated a longer engine mounting; other modifications which were brought in on the Mark II were a new cooling system and a strengthened undercarriage. Rotol propellers were also fitted. The Mark IIA was fitted with the original eight 0.303 inch guns. The controversy at the Air Ministry over the most suitable relation of ammunition to guns was not settled until 1941 and in 1940 the claims of twelve 0.303 inch guns were still considered. Hawkers sent in a sketch to D.T.D. in January 1940 outlining their proposals to fit four extra guns. These proposals were accepted and the first production IIB fitted with twelve 0.303 inch machine guns appeared in March 1941 (Minute from R D Lib dated 17 April 1947). This arrangement was however never wholly successful. In June 1940 the Boscombe Down Report on gunnery trials with twelve guns concluded that the "inaccessibility of the extra 4 guns is at present such that they are hardly worth fitting and that it would be much better to retain the standard 8 gun installation and to try and find means of increasing the ammunition supply to at least 600 rounds per gun." (Minute from R D Lib dated 17 April 1947) The cannon gun was however soon to make its appearance. The Mark IIB was also notable for the first modification "in the field" of a fighter to carry small bombs. The idea originated from Air Marshal Sir Arthur Tedder who, when he was in the Middle East, on his own initiative slung 4 x 40 pound bombs under the Hurricane. The idea was subsequently taken up officially, a trial installation made with 2 x 250 pound bombs, and successful flight trials carries out at the A.&A.E.E. in April 1941. This fighter bomber version was a great success and in August 1941 the Air Staff suggested that Hurricanes should be substituted for Blenheims in channel operations. In November 1941 the firm put forward proposals for 2 x 500 pound bombs to be fitted as an alternative to the 2 x 250 pound bomb. The Mark IIC. The need for increasingly heavy armament for fighters was realised by the Air Staff long before the outbreak of war. But the 20 mm. cannon gun to which attention was directed could not fire successfully unless the mounting was extremely solid. By 1935 the metal construction of aircraft was strong enough to take the heavy recoil and the cannon became a practical proposition. The specification F.37/35 was the Air Staff's experiment in the new weapon. But in 1940 the weapon was still untried and the controversy over its use was still raging when the Battle of Britain and Lord Beaverbrook overtook development. A trail installation of 4 x 20 mm. guns was carried out in a pair of damaged Hurricane wings in June 1940, and by the following August a four 20 mm. cannon Hurricane had left Boscombe Down after successful trials to join an operational squadron. The success of these modified Hurricanes in operation was sufficient to cause all pressure to be exerted to bring aircraft off the production line with the guns fitted. But, although the Hurricane had certain structural advantages over the Spitfire, a thicker wing with a more rigid structure for instance, there were many engineering problems to be overcome to enable the guns to be mounted within the wing. These had already caused the proposal in 1935 to fit the guns into the Hurricane to be shelved, and now that they had to be tackled they helped to delay the introduction of the new wings into production until February 1941. (Minute from R D Lib dated 17 April 1947) These difficulties were of course accentuated by purely production difficulties, but the tardy appearance of the Mark IIC caused such concern in the winter of 1940/41. Hurricane IID 40 mm. "tank buster" When the operational requirement for an aerial "tank buster" arose, the choice of an aircraft to carry the 40 mm. gun fell on the Hurricane because, as on other occasions, its sturdy wing structure could support the extra weight. The first urgent requirement came from C.A.S. in April 1941 for the production of the Hurricane with 2 x 40 mm. wing guns, one in each wing, and as on earlier occasions Hawkers had anticipated the demand early enough to be able to supply a 40 mm. installation within four months of the demand. Design work began in May, in July the first drawings were issued to the experimental shop and by September 1941 the 40 mm. gun was complete and the prototype had been delivered to the A.&A.E.E. In October 1941 there was a demonstration of 2 x 40 mm. guns mounted on the Hurricane against a Valentine tank. Both the Air Ministry and the War Office representatives watched the trails and were very much impressed with the potentialities of the new gun, and with the success of the installation which had completed its trials with almost a record freedom from troubles. An order to 100 Vickers 40 mm. guns had been placed at the beginning of the project; this was increased to 500 in June 1941 and 1,000 were on order by March 1942. The gun was in service in the Middle East by May 1942 and in June a report was received which stated that the aircraft had succeeded in inflicting considerable damage on enemy tanks, but that they were themselves very vulnerable to attack. Hurricane IV The rocket was the last stage in the evolution of airborne armament. The Air Staff became interested in the use of the rocket in the late summer of 1941 as a result of a report by the British Military Mission in Moscow (Minute from R D Lib dated 17 April 1947). In August of that year the Russians were using rockets firing aircraft with good effect against German tanks and bomber formations. Early in September A.C.A.S.(T) asked C.R.D. to investigate the possibility of using rockets in aircraft in the first place against ships and tanks. In response to this request D.Arm.D.'s Department in the M.A.P. began in November 1941 experimenting with the necessary installation. Two problems had to be faced. The first was to design a projector fitted to the aircraft from which the rocket could be fired. The second was to adapt an existing rocket projectile. The latter was done in the C.P.D.'s Department, Ministry of Supply. The existing 3 inch high altitude anti aircraft rocket was chosen and modified to fit the rails of an aircraft projector. The projector itself was designed and developed by the R.A.E. between November 1941 and Spring 1942. By August 1942 three Hurricanes were fitted with projector rails and tests proved them to be effective. [The biography of James Lacey notes he was one of four test pilots, two were killed when "their rockets went off when still attached to their aeroplanes"] The Hurricane IV was in production in December 1942 and was released to the Service in January 1943. It was basically similar to the Mark IIC aircraft but was adapted for carrying 8 r.p.s with 20 pound or 60 pound head. Later, in August it was fitted with a special low attack wing. These wings contained basic armament of 2 x 0.303 inch Browning machine guns and catered for the following alternative installations, which were carried under the wings, two "S" type guns (40mm) or two B.H. type guns, (40mm) or eight Rockets (25 or 60 pound warheads) or two 250 or 500 pound bombs or two SBC (small bomb containers) or SCI (smoke curtain installation) or two 45 or 90 gallon drop tanks. The low attack wing was required in order that close support and offensive operations, with as much variety of stores as possible, could be undertaken. Quite a considerable amount of detail design work was involved in installing 40 mm. guns on the Hurricane IID. The installation difficulties were, however, overcome by dint of close co-operation and technical assistance by all concerned. Hurricane V Merlin 27 engine. The Hurricane mark V was similar to the Mark IV but differed principally in having a Merlin 27 engine with a 4 blade propeller and a larger radiator. As on the Mark IV a low attack wing was fitted with provision for various alternative armaments. These were especially suitable for the low altitude operations which the r.p. installation necessitated. It had originally been intended that a Merlin 32 engine should be installed but this was later changed for production reasons. The proposal to use a low altitude engine in the Hurricane IV was made in September 1942 and the first Hurricane V with Merlin 27 appeared in December 1943. The aftmost C.G. position occurred when two "S" type guns were fitted and the longitudinal stability characteristics were found to have deteriorated. The remedy was most fortunately simple, the four blade being replaced by the 3 blade. Sea Hurricane In middle 1940 the firm submitted a scheme for conversion of the Hurricane I to enable it to be launched by catapult by ships at sea. This was response to the urgent requirement for the defence of merchant ships in convoy. The Prime Minister himself had given instructions for the installation to proceed on high priority. (Minute from R D Lib dated 17 April 1947) In November 1941 [Typo 1940?] two converted aircraft had been delivered to the R.A.E. for trials and later in the same year the Sea Hurricane IA went into action. These aircraft were used for the protection of convoys. They were carried on board specially equipped merchant vessels. When a raider was sighted the Hurricane was catapulted off the deck to attack it. The pilot however had to bale out as the aircraft could not land on the ship. The Sea Hurricane differed from the normal Hurricane by the modifications given below, Strengthened fuselage to withstand catapulting, Catapult launching spools fitted, Attachments for slinging gear fitted, Attachments for lashing down gear, Pilots adjustable head rest fitted, Provision made for an immersion heater in the engine oil tank. This enabled the oil in the tank to be heated before starting the engine. Later Sea Hurricanes known as mark IB were fitted with fixed fittings for deck arrester gear which enabled the aircraft to return to the ship. Draft 2 (note in pencil "Prof. Postan. Not up to date. Dubious paragraphs marked and commented on.") Development of the Hurricane On 15th December 1937 a Hurricane was flown to Northolt Aerodrome, and it was followed by 5 more before the end of the month. The Hawker Hurricane thus had the distinction of being the first monoplane fighter and also the first of the new types developed under the auspices of the early expansion programmes to be delivered for Service with the R.A.F. (Deliveries of the Fairey Battle had, it is true, begun the previous summer, but as the type was obsolescent by the outbreak of war it need not destroy the Hurricane claim.) A battery of 8 machine guns in the wing, a speed of 315 m.p.h. and a retractable undercarriage were the chief points which contributed to place this machine far ahead of contemporary aircraft. The Hawker Private venture. The Hurricane has the same superficial characteristics as the Spitfire but is usually thought of as the "junior partner"; it may be useful therefore to devote a few pages to the study of its development so that it may be realised how different were the circumstances surrounding the early history of these two famous types. The main divergence is one which gives to the development of the Hurricane a special interest, for, whereas the Spitfire was sponsored by the Air Ministry from the very first the Hurricane owes its existence to the courage and confidence of the Hawker Aircraft Company; in other words, it is a Private Venture. When in 1932 the Air Ministry examined the tender designs to the long delayed Specification F.7/30 for a Bulldog fighter replacement they had the choice of a very large number of entries. The replacement aircraft was to be a vastly superior machine to the Bulldog and both Supermarine's and Hawker's had submitted designs for monoplane types. The experts in the Department of Technical Development were in favour of the Supermarine design. It was an interesting one, combining operational advantages with an experimental construction and seemed to offer a far better return for the money that Hawker's orthodox and rather pedestrian effort did. Therefore Hawker's design was rejected and Supermarine's received from that time on the financial security of Air Ministry support. In spite of their lack of success Hawker's had sufficient faith in their chief designer to undertake the expense of an improved fighter design, which would include all the operational standards required by the Air Ministry , while not adhering to any particular Specification. It was naturally hoped that sooner or later the Air Ministry would become sufficiently interested to buy the prototype. That is the origin of the Hurricane and the Spitfire. A gulf separates the technical standards of 1932 and 1935 when at last the Air Ministry recognised the value of Hawker's Private Venture fighter, and the design to which the Air Ministry commissioned Hawker's to build a prototype must have been a very different one to that envisaged in 1932. What exactly occurred during those three years is largely conjecture. (The period is not easily covered from the M.A.P. end, but will undoubtedly be filled in by Hawker's themselves.) (Note in pencil, Be filled now by request for quotes Hawkers flagged) All that I know is that during 1933 Hawkers were working on their Private Venture, that in 1934 they were allocated a Specification No. F.36/34 for identification and on 21 February 1935 they received a contract for a prototype. This prototype was not built to any particular Specification, though the operational requirements conformed closely to the two fighter Specifications F.5/34 and F.10/35. (The latter was identical with the former save for the addition of a night fighting requirement.) On what date and in what circumstances the Air Ministry came to be interested in the project is not clear, nor is it possible to say whether the prototype contracted for in February 1935 had already been begun. If not it is possible that the A.M. had been impressed by the design and mock up alone. Prototype and Production. The Air Ministry may have been influenced in their decision to order a prototype of the Hawker P.V. design by the fact that in early 1935 plans for the enlarged expansion Scheme C, were being worked out for presentation to the Cabinet. Much thought was given at that time to the types of aircraft which should be developed for the future, although it was realised that it was unlikely that any of them could appear in production before the date of completion of Scheme C. A whole section of the Second Interim Report of the Sub Committee for Air Parity of May 1935 was devoted to the technical standards and prospects of new types, and the fact that Hawkers were building a prototype for a single engine 8 gun fighter was taken into consideration. (It was expected to be ready in the Autumn of 1935). The following year, by April 1936, the prototype had been tried out and was described in a report from Boscombe Down as "easy to fly, with no apparent vices.". The Hawker P.V. was evidently a success and, as if further proof was needed, under the important expansion Scheme F of 1936 no less than 600 Hurricanes were ordered. This number constituted two thirds of the total number of single engine fighters required by March 1940. Production was thus inaugurated with a swing and in so far as delivery rates went the Hurricane appears to have fulfilled the hopes entertained for it, for in February 1938 when the type had been in production only a couple of months the order was increased by 300 to compensate for the setback of the Spitfire which was causing the Air Staff many headaches. Time Table Because the Hurricane is a Private Venture the normal procedure of competitive tender does not apply to it, consequently it is difficult to fix a fair date for commencement of its development in order to judge it on equal terms with other types. At the moment it must suffice if the date is given as some time in 1933, when it was known to the Air Ministry that Hawker's were working on a P.V. (Note in pencil, mentioned? in A.M. records ? July 1944. ? mentioned in Hawker records August 1933) Prototype Stage 21 February 1935 the Air Ministry placed a contract for one Hurricane prototype. 7 February 1936 the prototype was delivered to A.&A.E.E., Boscombe Down. April 1936 preliminary performance and handling trials completed. 20 June 1936 Prototype fitted with spare set of 8 gun wings and despatched to Martlesham Heath for gunnery trials. Production Stage 3 June 1936 First production order for 600 aircraft, 15 December 1937 First Delivery to No. 111 Fighter Squadron, Northolt. 5 more aircraft delivered during month. Technical Difficulties If there was no actual delay in the commencement of production or disturbance of the monthly rate of early deliveries, it does not mean that the Hurricane was free from technical difficulties. The chief among these were the setbacks encountered over the development of the stressed skin all metal wing, and the difficulty found in discovering a means for correcting the dangerous behaviour of the Hurricane prototype in a spin. These two examples happened to be of such a nature that it was possible for the type to be used operationally before the alteration effecting improvement was incorporated in the production line and because of this early deliveries were not prejudiced. However, until these alterations were included in new production aircraft it cannot be strictly said that the Hurricane had completed its development and for this reason these two troubles are described here. To take the aerodynamic difficulty first; in Autumn 1936 Hawker's test pilot nearly lost his life when the prototype got into an uncontrollable spin. The Air Staff were most concerned that the dangerous flying characteristics thus exposed should be cured, from the point of view of morale and the training of R.A.F. pilots; the firm, however, refused to complete spinning trials, which were incidentally part of the flight trials agreed upon in the contract. Neither party would modify their decision and the deadlock lasted until the first production aircraft were approaching delivery. Then, in October 1937, the R.A.E. discovered a solution to the problem; they had been experimenting on models in the wind tunnel for several month and finally they were able to make specific recommendations. (An additional the fin surface on the bottom of the rear fuselage and a 6 inch downward extension to the rudder.) A trial installation of this alteration was immediately arranged, but it was obviously too late to incorporate it at the beginning of production. As a concession the Director of Technical Development agreed that up to 30 aircraft could be accepted without the spinning modification. In February this condition had to be relaxed because, for some reason which is not clear, deliveries would have been held up had embodiment been insisted upon. Eventually no less than 101 Hurricanes had been released to the R.A.F. before the spinning modification was included. (I do not know at present whether the modification was ever carried out retrospectively) Although the prototype had fabric covered wings it had always been hoped that production aircraft would all have the new stressed skin wings in which metal covering was made part of the weight bearing structure, but when the production specification was being drawn up after the first order, it was evident that the first place Hurricanes would have to be produced with fabric covered wings, which would be interchangeable with the metal ones. At that moment it could not be laid down exactly how many Hurricanes would have to be fitted with the fabric wings for the technical state of the stressed skin wings was still highly experimental and had not progressed further than the design stage. Hawkers were working on two other monoplanes for the Air Ministry, the P.4/34 [Henley] and the F.9/35 [Hotspur], both of which were expected to have metal wings and the question of which type should have priority was a difficult one. In June 1936 the R.T.O. had judged that the test wing would be ready by September and the first pair of wings ready for fitting to an aircraft in March. Later "stiffness" problems arose which involved a redesign to combat the delay which was inevitable it was necessary to earmark a special group of men in Hawker's Drawing Office for metal wing development and by October it was thought that the first tentative troublesome design stage was over. In December the question of priority had to be finally dealt with and the prototype P.4/34 was chosen for the fitment of the first pair of metal wings, somewhat naturally to the detriment of the Hurricane stressed skin wing development. As might be expected, this meant the definite postponement of production aircraft changing over to the new wings for some time and in October 1937 it was thought that the new wings could not come in before the 301st aircraft. In March 1939 the first pair of production stressed skin wings were received from Glosters and fitted to production aircraft at L1877 Brooklands. Shortly afterwards flight tests were completed and the wings were cleared for operational use. The fact that Glosters had been subcontracted to build the wings, however, probably increased the delay for Mr. Lemon in his famous report of September 1938 (EPM 120 (38)) complained that the production situation at the Gloster Company was quite one of the worst in the entire industry and the order for Hurricane wings was suffering as a consequence. (Note in pencil, this summary ?uoces all the story of the 8 gun fighter. See p.2 of notes on visit to Hawker's)

Alfred Price, distribution of Luftwaffe 31 May 1944, operational units, Aircraft / Percent / Area / Command 2,392 / 32.53 / East / Luftflottes 1, 4 and 6 294 / 4.00 / North / Luftflotte 5 348 / 4.73 / South / Luftflotte 2 353 / 4.80 / South East / Luftwaffenkommando Sud Ost 2,493 / 33.90 / Centre / Luftflotte Reich 1,039 / 14.13 / West / Luftflotte 3 434 / 5.90 / Transport / Fliegerkorps XIV 7,353 / 100.00 Luftflotte Reich held 814 out of 1,602 single engined fighters, next was Luftflotte 4 with 186, then Luftflotte 3 with 168. All 283 twin engined fighters were with Luftflottes 3 and Reich, Of 874 night fighters Reich held 639, Luftflotte 3 held 103.

I am not sure the article is boring, more like worrying, things like, The Gladiator came with a closed cockpit, production beginning in January 1937, so the writer thinks it was about then "finally admitted that another war in Europe was inevitable". End of production Gauntlet March 1937, Fury May 1937, Demon January 1938 except one more trainer version for the RAAF in March 1938. The BF109D was a 1938 aircraft, "Can you imagine the likely outcome of Bf 109Ds against Hurricanes and Spitfires? It would have been like fish in a barrel." Cue drum roll and pan camera to Bf109E. Hawker built up production to 40 odd per month in 1939 before the wartime expansion, as did Supermarine for Spitfire output. The Hurricane airframe was cheaper and easier to build than the Spitfire pre war, and the airframe made up roughly half the cost, around 1942 the reports are the Spitfire took as many man hours as the Hurricane, no doubt due to greater production levels making more tooling worthwhile. I have seen phrases like "deadly in the hands of experienced men." so often that it may be just me but it translates to not the best performer. By the way the Gladiator was in service right up to the war's end, meteorological reconnaissance. Adolph Galland does have a quote along the lines of the Hurricane was a nice aircraft to shoot down. 14,487 Hawker Hurricanes, including prototypes. Plus maybe 1 civil. I will leave alone the idea early mark II were shorter. V2461 was an Albemarle. Z3050 was the first production IIc, taken on charge 23 March 1941. The contract cards and delivery logs use mark II from the beginning of production, unless someone came in later and altered them. By 1 October 1941 Fighter Command had 43 Spitfire and 32 Hurricane squadrons, on 1 January 1942 it was 58 to 12. Z2415 was struck off charge on 13 July 1942, it was part of the early rocket trials which began in November 1941. The IIE was not an early mark IV, Austin only built IIB The mark IV used the Merlin XX, see for example, https://heritage.canadiana.ca/view/oocihm.lac_mikan_135766, C12317, image 428 Mark IV serials were HW683, HW747, then in the KW, KX, KZ, LB, LD, LE and LF series. Production beginning in December 1942. KZ193 was the second modified mark IV, KX405 first flight was 14 March 1943 with a Merlin 32, KZ193 on 20 July 1943 with a Merlin 27.

Possible Hurricane serials, BD860 to BD869 were IIB and C, lost or sent overseas by 9 March 1943. LD860 and 1 were IIC to SEAAC (South East Asia Air Command) December 1943. LD862 to 866 were mark IV, all Taken on Charge mid September 1943. LD862 Karachi 14-Aug-44 Missing 6-Apr-45 LD863 ACSEA no date, SOC 14-Feb-46 LD864 Karachi 5-Dec-44 SOC 8-Oct-46 LD865 CASA 3-Nov-44 SOC 31-Mar-45 LD866 Bombay 17-Aug-44 SOC 29-Nov-45 That is it for Hurricane ?D86?. So all of the mark IV could have been present in late 1943 and early 1944. 1 Tactical Exercise Unit, formed 1 January 1944 at Tealing North Scotland (Dundee) by renaming 1 Combat Training Wing, which was ex 56 OtU, disbanded 31 July 1944 2 Tactical Exercise Unit, formed 15 October 1943 at Grangemouth Scotland (Edinburgh) by renaming 2 Combat Training Wing, which was ex 58 OTU, disbanded on 25 June 1944. Code letters were allocated to both units but no evidence they were used. 438 Squadron formed on 10 November 1943 by renaming 118 RCAF with Hurricane IV until May 1944, Typhoons began arriving in January. https://heritage.canadiana.ca/view/oocihm.lac_mikan_135766, C12317 image 418 on. The time window would appear to be 22 November 1943 to 5 January 1944 before the move to Scotland, then there is the transfer to Hurn on 18 March 1944, refuellling at Woodvale From a quick look no mentions of visits. 401st Deenthorpe, arriving around 1 November 1943 with B-17G. http://401bg.org/Main/People/Maslen/Index.aspx 305th Chelveston, was in the UK in 1942. The triangle G marking dates from June 1943. The two bases were close enough to each other for a visitor, the other possibility is one of the 8th Air Force maintenance unit airfields. Geography certainly says a visiting 438 squadron Hurricane, the lack of code letters says TEU, perhaps as part of a fighter attack training exercise for example. The long shadows say early/late in day, any guesses as to the season?

Luftwaffe Codes, Units and Markings by Barry Rosch specifically mentions a Do17F-1 code G2+BH as an example of an Aufklärungsgruppe (F) 124 aircraft, so there is a good chance a photograph of it exists, though it could be a loss report as the source. An OOB I have for the Luftwaffe in September 1939 indicates Do17F were still present in some of the long range reconnaissance units, plus Stab/KG77 given KG77 was still flying Do17E at the time.

A warning, I am no Luftwaffe camouflage expert. The trouble is the painting guide says 1937 but the codes are from 1939 and the use of brown was phased out in 1938, though clearly not all aircraft were repainted. The machine carries the G2 codes assigned to Aufklärungsgruppe (F) 124 in mid 1939, staffel colour white, before that the codes were 40+<letter>11. There are plenty of web sites offering their ideas on the font, I suggest measuring the size of the cross and letters in the painting guide to determine the letter size needed for the crosses you intend to use. Font ideas https://www.britmodeller.com/forums/index.php?/topic/59715-luftwaffe-number-font/ Unit Codes, Anhang I and III options at http://www.luftarchiv.de/ Unit History https://www.ww2.dk/air/recon/aufkl124.htm