![]() The fuselage of the Tempest I was 21 in (533 mm) longer than that of the Typhoon because the engine was moved forward to accommodate a 91 US gal (76 Imp gal / 345 L) fuel tank installed in the fuselage ahead of the cockpit. One difference from the Typhoon was that the Tempest I’s tailwheel was fully retractable and concealed by gear doors. The tail’s attachment was reinforced with “fish plates,” just like those on mid-war Typhoons. The Tempest I’s tail section, which included the vertical and horizontal stabilizers, was basically the same as that used on production Typhoons. The rear fuselage was of monocoque construction. The center fuselage consisted of the cockpit and forward fuselage and was comprised of a tubular frame covered with aluminum panels. The fuselage was made up of four sections: engine and engine mount, center fuselage, rear fuselage, and tail. The Hawker Tempest I was a single-engine fighter of all-metal construction with a conventional taildragger layout. An order for 400 production Tempest Is followed in August 1942. ![]() The Griffon IIB would later be replaced by the Griffon 61, at which time the aircraft would become the Tempest IV. ![]() Four additional prototypes were ordered: two (LA602 and LA607) would be powered by the Bristol Centaurus radial engine as the Tempest II, and two (LA610 and LA614) would be powered by the Rolls-Royce Griffon IIB as the Tempest III. As previously specified, HM599 would be finished with the Sabre IV engine as the Tempest I, and HM595 would be finished with the Sabre II and chin radiator as the Tempest V. In June 1942, the Tempest project was redefined. The tail was very similar to that of the Typhoon, and unlike the Tempest V, its area was not increased. Side view of the Tempest I with its original framed canopy and cockpit entry door on the side of the aircraft. This would allow time for the airframe to be developed while Napier finished work on the Sabre IV engine, which would be installed in the second Tempest prototype, HM599. In March 1942, Hawker decided to finish the first prototype, HM595, with a Sabre II engine and a chin radiator as used on the Typhoon. However, complications with the aircraft’s design and delays with its engine resulted in a slip of the project’s entire timeline. The Sabre IV engine for the Tempest was expected in December 1941, and the aircraft was to make its first flight in late March 1942. Eventually, in August 1942, the Typhoon II was officially renamed Tempest to reflect that is was essentially a new aircraft. Camm proposed that a new name should be selected for the aircraft. With detailed design work underway, it was realized that few existing Typhoon components could be used in the Typhoon II. An order for 100 production aircraft was placed on 24 February 1942. The aircraft was designated as the Typhoon II. On 18 November 1941, two prototypes were ordered and issued serial numbers HM595 and HM599. Discussions continued with the Ministry of Aircraft Production, and Specification F.10/41 was issued to cover the new aircraft. The anticipated development time of the new fighter was decreased by utilizing many existing Typhoon components, and the aircraft had an anticipated in-service date of December 1943. This new design was initially forecasted to have a top speed of 430 mph (644 km/h) at 20,000 ft (6,096 m) but was later revised up to 455 mph (732 km/h) at 26,000 ft (7,925 m). In March 1941, Camm proposed an updated Typhoon design with a new wing and a more powerful Napier Sabre IV engine to improve the aircraft’s performance over that of the original Typhoon, powered by a Sabre II. A number of newly-built Hawker Hurricanes are in the background. Note the wing radiators, the large propeller, and the wide track of the main landing gear. An excellent view of the recently completed Hawker Tempest I at Langley.
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |