Described FRANCIS K. MASON GS) Ay EERIry.) F KOOKABURRA TECHNICAL PUBLICATIONS ants ASE rgSeries 1 No.1 TECHNICAL MANUAL PUBLISHED BY KOOKABURRA TECHNICAL PUBLICATIONS DANDENONG, VICTORIA, AUSTRALIA © CONTENTS COPYRIGHT cere KOOKABURRA TECHNICAL PUBLICATIONS 1971 ee or rc Famous machine “The Last of the Many,” PZ865 was the last Hurricane built and was completed as a Mk. IIC in August 1944. It was at one time painted in royal blue and gold racing colours and registered C-AMAU. Photo, Hawker-Siddeley Aviation.HAWKER HURRICANE Described Francis K. Mason IMlustrated by A. Shennan and G. Pentland: Busy scene as Mk. I Hurricanes are assembled in the Ham Common factory shortly after the Battle of Britain. Note absence of sky coloured rear fuselage band on some aire ‘There can be no doubt that the Hawker Hurri- cane ranks as one of the most important aircraft designs in military aviation history. Apart_fron the heavy responsibilities vested in this fighter during those early critical war years when the Nazi blitzkreig seemed destined to carry all before it, the Hurricane was the R.A.F’s principal fighter, and had been the first British combat aircraft to exceed 300 mph. in level flight and — most significant of all — it represented that vital break with tradition and the answer to the stalemate that had th fence arsenal atened the future of Britain's de- At Hawker Aircraft Ltd., C ing point was his highly successful which had demonstrated an unsurpassed structural integrity and represented the epitome of the Company's design ingenuity and experience. The first stage was to design a strong cantilever wing on to the Fury, and this was achieved using a two-spar structure spaced and braced with diagonal members forming an immensely strong Warren truss. The traditional Hawker primary fuselage structure consisted of a pair of Warren trusses fabricated with steel and aluminium tubes bolted together with fish plates. A wooden secondary structure of frames and stringers was attached to this and, with the wings and tail, the whole was fabric-covered. The appearance of the Hawker Hart bomber in 1930 with a top speed of 184 m.p.h. had caused preconceived fighter requirements to be abandoned. simply because no fighter. then in service could match this performance. Specification F.7/30 was issued calling for a fighter with a top speed of 250 m.p.h. and an armament of four guns. By 1933 it was realised that this speed represented the approximate zenith of biplane performance, although as yet no design had succeeded in achieving it. Towards the end of that year three designers — Sydney Camm (Hawker), R. J. Mit- chell (Supermarine), and Willy Messerschmitt (in Germany)~decided’ simultaneously to investigate the potentialities of the small monoplane, thus ignoring the twenty-year-old prejudice against such designs. At first the stcam-cooled Rolls-Royce Goshawk engine was proposed but this scheme fell. from favour due to the anticipated vulnerability of the cooling system, and in 1934 the choice of powerplant shifted’ to Rolls-Royce’s new P.V.12 (later to become the famous Merlin) development of the Kestrel/Goshawk family. Further design improvements by now inchided undercarriage re- traction which, because of the ventral radiator position, could now take place without disrupting any major structural member. ‘The pilot was also provided with an enclosed cockpit — another relatively rare feature for those years. ‘The greatly increased speeds envisaged _ by Camm and Mitchell in their designs led Sqdn.- Ede. Ralph Sorley of the Air Ministry Armament Branch to press for even heavier fighter gun batteries. — his argument being that as speeds increased so the gunsight bearing time would decrease, thus demanding heavier unit weight of firing burst. Specification F.5/34 was thus issued for an eight-gun fighter and, though this in itself led to some interesting designs, it was adopted by Camm as the basis on which to formulate his gun armament. Following receipt of a manufacturing Contract, construction of the protoype continued during 1935. Meanwhile exhaustive tests on gun batteries of many designs had continued at the Aircraft & Armament Experimental Establishment (A. & A.E.E.), resulting in the choice of the American Colt 0.30-calibre gun. Licence manufacture of this gun — suitably modified to fire British 0.303- inch ammunition — was undertaken by BS.A., and both Camm’s and Mitchell's designs were adapted for eight such guns.Fine shot Prototype Hurricane K5083 First flight of the Hawker prototype, K5083 was undertaken by Chief Test Pilot Flight-Lieut. P. W. S. (“George”) Bulman at Brooklands on 6th November, 1935 this stage the aircraft A.U.W. was 5,416 Ib, and with a 1,025 hop. Merlin’ G engine driving a wooden Watts pro- peller, achieved 270 m.p.h. at sea level, 315 mp.h. at 16,200 ft,, 253 mph. at 30,000 ft. its initial’ rate ‘of climb 2,400 ft/min., and reached 20,000 ft. in 8.4 minutes. Service Ceiling was 35,400 ft Service trials on K5083 were performed only four months later and proved so successful that the Air Ministry, simultaneous with the adoption of the “Hurricane”, placed the unprece- dented peacetime order for 600 aircraft in June, 1936, though Hawkers, in confident anticipation, had already commenced jigging and tooling. Dif ficulty, however, was being encountered on the Merlin I engine’and delays resulted in production while the improved Merlin IT was introduced. Hurricane I The first production aircraft (of the batch L1457-L2146) was flown by Philip Lucas, Chief Production Test Pilot, on 12th October, 1937, and within ten weeks the first Hurricane T’s had been delivered to No. 111 (Fighter) Squadron at Northolt. These early production aircraft featured no ventral fairing under the rear fuselage but, comprehensive spinning trials showed that an increase in rudder area improved spin recovery and a fairing soon appeared fore and aft of the now ‘fixed ‘tailwhecl, ‘together with a deepened Other squadrons gave up their Gauntlets and Gladiator biplanes in exchange for Hurricanes - Nos. 3 and 56 among the more famous units so equipped. ‘The public was first acquainted with the arrival of its first monoplane fighters when S,/L. Gillan, C.O, of No. 111 Squadron, flew a f an early Hurricane I in 1938 style car ruflage show fabric covered wing. Hurricane from Edinburgh to Northolt on 10th February, 1938, at a ground speed of over 400 mop.h. (assisted by a strong tailwind) The first Spitfires reached R.A. Fighter Com- mand late in the autumn of 1938, by which time six Hurricane squadrons had already become operational. During 1939 further developments to improve the Hurricane I were being. intro- duced, namely the adoption of the Merlin IIT which’ could accommodate either Rotol or D.H. variable-pitch three-blade metal propellers; also, following work carried out on two designs asso: ciated with the Hurricane — the Hotspur and Henley — metal stressed-skin wings were included in the production lines, Hurricanes in Foreign Service While pressure of international events during 1998 and 1939 demanded the introduction of the Hurricane into RAF. Fighter Command at top speed, Hawkers managed to continue its long- established export business. Twelve Hurricane I's with Merlin II's and wooden propellers were de- livered to Yugoslavia in 1938, these being followed by a further dozen in 1940. The building of H ricanes at Belgrade had commenced by the time Germany invaded in 1941, altogether about 40 Hurricanes serving with the Royal Yugoslav Air Force against the Luftwaffe. One of these air- craft gained the singular distinction as being the only non-Merlin powered Hurricane ever actually built, for this was fitted in 1941 with a 1,050 h.p. Daimler-Benz engine for comparative flight trials. Seven Hurricane I’s were delivered to South Africa in November, 1938, where they served with No. 1 Sqdn., $.A.4.F., and in the same month order for 12’aireraft was placed by Rumania, Plans to put the Hurricane into production in Ganada with the Canadian Gar & Foundry Co. Ltd., of Montreal, led to the shipment of 12 pattern Hurricanes across the Atlantic. Subsequent production in Canada during 1940-42 amountedHurricanes newly-delivered to No. 1 Sqdn. at Northolt, near London on 28th March, 1938. Right, Hurricane Mk. Is over Egypt in 1940. Nearest aircrajt is T9530 whose serial is also chalked om the rudder and wing. Photo, Lan Primmer. to 1,451 aircraft which served alongside Hawker- built machines the world over. Persia placed an order for 18 Hurricanes in 1938, but only one was delivered in 1939 and one in. 1940 before R.A.F. demands over-rode all others for the time being. ‘The Belgian Govern ment bought 20 Hurricanes in 1939 and tooling for licence production of a further 80 aircraft was undertaken by Avions Fairey at Gosselies, but the German invasion in 1940 intervened before more than about two were test flown. These Belgian fighters differed from all other Hurricanes in being armed with four wing-mounted 12.65 mm. (5-cal) Colt/Browning guns. An order by Poland for one Hurricane was hon- oured before the German invasion in September, 1939, but a follow-up delivery of 9 others was forestalled and they were diverted elsewhere. Turkey, the only other foreign country to order Hurricanes before the War, received 15 Mark V's — albeit after the outbreak of hostilities. Hurricanes at War By the outbreak of World War II a total of 497 Hurricanes had been completed for the R.A. (though some of these had been subsequently diverted to foreign air forces). With the imme- diate despatch of the British Expeditionary Force to France, four Hurricane squadrons, Nos. 1, 73, 85 and 87, were selected to provide its air cover. During the quiet period — those first few months dubbed the “Phoney War” — these squadrons found little action, but drew first blood when P./O. Mould of No. 1 Sqdn. destroyed a Dornier Dol? ‘on 30th October. Principal duties of the Hurri- canes consisted ‘mainly of providing defensive patrols over the British lines, but occasionally they flew escort to Blenheim and Battle light bombers and Lysander army co-op. aircraft of early production Belgian Hurricanes could do little against the large numbers of Luftwaffe bombers safely accompanied by swarms of Messer- schmitt BF 109's and 110's. The rapid collapse of the Low Countries left the B.E.F. exposed to the main enemy thrust north of the Maginot Line. Forthwith four more Hurricane squadrons, Nos 3, 79, 501 and 504, were flown to northern France to cover the Allied Armies being forced back on the Channel ports. “At once the RAF. fighters were among the enemy bombers and within ten days the cight squadrons had destroyed over 450 German aircraft. No, 73 Squadron's New Zealand Ace, Flying Officer “Cobber” Kain’s personal score was I7 enemy aircraft destroyed up to the time of his death in a flying accident. By the time the BEF. had been forced back to Dunkirk, few airfields remained serviceable for safe operation of R.A. fighters; already large numbers of Hurricanes were being grounded by lack of fuel, However, throughout those epic days of the Dunkirk evacuation the hard-pressed Hur- ricanes were joined by Spitfires which had been carefully husbanded for defence of the U.K. Alto- gether thirteen Hurricane squadrons fought in the Battle of France, losing between them 195 pilots and, for a total loss of 477 fighters, Britain’s army was saved from utter defeat. Before turning to subsequent events involving home-based Hurricanes, mention must be made of the Russo-Finnish War and the Norwegian campaign. When Russia attacked Finland the defence rested princivally on obsolete biplanes but, with Britain’s pledge to assist with the supply of fighters, 12 Hurricane I’s were taken from U.K, Maintenance Units and shipped to Helsingfors in January and February, 1940, The end of the ‘campaign, however, prevented them from being fully extended in action, In Norway, Hurricanes of No. 46_ (Fighter) ‘When Germany ovened her attack upon Holland Squadron were heavily committed, They were and Belgium on 10th May, 1940, the handful embarked in H.M.S. Glorious on 26th May, undersurface variations, Left. Early scheme of black and white with silver and black fuselage divi- sion. Photo, Ian Primmer. Right, Later black and Sky Type ‘S’ camouflage with no underwing roundels, Photo, Rolls RoyceLine-up of No. 46 Saqdn. Hurricanes in the Middle East, 1941, Codes were YK and the second and fifth aircraft respectively appear to have red spinners. Photo, Jan Primmer 1940, six weeks after the Nazi invasion of Norway and shipped to the airfield at Skaanland for the defence of the Allied forces at the port of Narvik. For 14 days No. 46 Squadron fought the Luftwaffe in the dark, cold sub-Arctic skies; it destroyed about 30 of the enemy before being ordered to destroy its aircraft and retire, Mindful, however, of the likely shortage of fighters at home, the Squadron C.O., Sqdn.-Ldr, K. B, B. Cross, gained permission to Ay his ten survivors on’ to the Glorious for shipment back, despite the lack of previous deck-landing experience. The tragic anti- Climax came when Glorious was sunk on the way home, Hurricanes and pilots being lost. Only Cross and one of his officers survived. Battle of Britain Undoubtedly heading the battle honours won by the Hurricane must be the Battle of Britain, which was fought by Fighter Command between July and October, 1940. Hurricane squadrons were hurriedly brought up to operational status after the Dunkirk tribulations and, when the Battle proper opened at the end of July, 527 Hurricanes (284 squadrons) { Hurricane Mk. IIC, 23888, which was tested at fitted with two long range 90 gallon tank: and 321 Spitfires (19 squadrons) formed the spear- head of Britain's defence. Ranged against them were about 2,700 enemy aircraft. ‘The Hurricane in the Battle was still the eight- gun Mark I, now equipped with Rotol or D-H. variable pitch propellers and metal wings; per- formance is given on page 16. Such was the tempo of those summer days that, a detailed account would run to many pages. Time and again hand- fuls of Hurricanes and Spitfires, flown by R.A.F. pilots from all over the Commonwealth, Free Europe and the U.S.A, found themselves out- numbered by huge formations of enemy Ju37’s Ju8’s, Helll’s, Dol7’s, Bf109's and Bf110's Many’ were the Hurricane pilots whose names were to be carved in the pages of history — Flight- Lieut. J. N. Nicholson, V.C, (the only Fighter Gommand V.C. ever awarded), Sqdn.-Ldr. Doug- cr (the famous legless pilot), Group Capt. ‘Malan (a South African who became the -Fs toprscoring vilot with 38 victories) and Sgt. “Ginger” Lacey (the highest-scoring Allied N.G.O. with 28 victories). Boscombe Down to check the performance whenThree Hurricanes of No. 245 Sqdn. at the time of the Battle of Britain. Note patched and battered paint- on th Tan Pri As the great air battles over Southern England went on, out of a sense of frustration the German High Command switched its attacks to the civil population of London and in so doing conceded air victory necessary before commencing an invasion of Britain. As the battle by day drew toa close, 30 the night, Blitz against London started. Once again the defence turned to Hur- icanes, this time as night fighters By now Hurricane [’s were engaged. elsewhere in fighting the air forces of the Axis powers. ‘When Italy entered the War on 10th/1ith June, 1940, Britain was, despite her losses in France, contriving to send Hurricanes to the Middle East. ‘The reinforcement route lay through southern France, across the Mediterranean to Tunis, and via Malta to Egypt. Casualties during these flights were so heavy that, after about 40 out of 50 Hurricanes had been lost, the reinforcement route was closed. By the end ‘of June four Hurricanes had been retained on Malta and, together with ‘a small number of Sea Gladiators, constituted the ir defence of this vital little island. Shortly afterwards an alternative reinforcement route was opened up across Africa and soon Hurricanes, now equipped with a 44-eal.. ferry fuel tank under each wing, were arriving in the Western Desert, By the end of 1940, three squad- rons, Nos. 73 (ex-France), 208 and 274, were fiying Hurricanes and, as the Italian Ariny_re~ treated across Cyrenaica, so these fighters. tore into the Regia Aeronautica with resounding vic- tories. Unfortunately these sucesses were short-lived for Italy's attack on Albania, now accompanied by ork on rear aircraft which is illustrated on Page 20. ‘Hurricane curiously serialled 7 3977 which was operated on the Russian front in 1941. Photo, Right. Unusual combination of markings is seen Germany's thrust through Yugosalvia towards Greece, demanded that Britain honour her obliga- tions towards the latter country at the expense of her victorious desert forces, While the Hurricanes ‘of Yugoslavia (already mentioned) were over- whelmed, Hurricanes and Gladiators of Nos. 33, 80 and 112 Squadrons were sent to Greece to fight the German and Italian air forces. In one particularly remarkable air battle over the Albanian border on 28th February, 1941, 16 Hurricanes and 12 Gladiators fought ‘50 Italian fighters and bombers, shooting down 27 of the enemy without loss. The small ill-equipped Allied force’ was no match however, for the heavy armoured columns which now broke into Greece and once again Britain was forced to evacuate her army. It was during this campaign that another great Hurricane pilot found fame, albeit at the cost of his life. Flight-Lieut. M. T. St. J Pattle had already destroyed half-a-dozen Italian aircraft while flying Gladiators in Egypt and, as G.O. of 33 Squadron flying Hurricanes, he shot down a further 24 enemy machines. He’ was thus at the time of his death on 19th April, 1941, undoubtedly the highest-scoring Allied pilot, his total of at least 30 aircraft destroyed having been achieved in only nine months. ‘The last days in Greece were characteristic of all evacuations and the Hurricane pilots fought almost down to their last machine before retiring first to Crete and finally back to Egypt. Meanwhile early in 1941 the Lujtwajfe had arrived in North Africa and pilots of the now-aged Hurricane I’s were much handicapped by the use of cumbersome tropi- cal air filters which conspired to reduce their top speed to little over 300 m.p.h. Unusual Halian-type camouflage was carried on these tropicalized Hurricane Mk. Is in North Africa in 1941. Machine at left is “W", probably of No. 213 Sqdn. and the aircraft at the right (illustrated on Page 20) was operated by No. 9 Sqdn. RAAB, the highest scoring British fighter squadron im the Middle East, Photo, Peter Malone.oo LJ i ‘ ~ a { | Drawn by J. H. Clarke ‘The Aeropl: HAWKER HURRICANE MK. 1A Gloster-built Hurricane Mk, IIB, 25252, flown by a Russian General of the Red ‘added over painted out roundels and the machine bears the identification ‘01’ in white Development of the Hurricane II Returning to early 1940, Sydney Camm's design team had been studying’ means by which the Hurricane could be further improved without seriously disrupting the production flow. At that time Rolls-Royce was engaged in producing an up-rated Merlin which could be built in massive numbers throughout Britain as well as overseas. Known as the Merlin XX, this engine at first developed 1,185 b-h.p. and later 1,280 b.h.p., and could be accommodated with little alteration to the engine bearers of the Hurricane I. With this engine appeared the Hurricane Mark II and, retaining the eight-gun battery, was known as the Mark LIA Series 1; aircraft of this type were first delivered to the RAF. from the first week in September, 1940, as replacements and were the only Mark Il’s to fight in the Battle of Britain. Subsequently an additional fuselage bay was in- cluded forward of the cockpit, and the tolerances on the wing attachment point dimensions were relaxed in order to accommodate more easily the attachment of wings with alternative armament, ‘This version was known as the Mark ITA Series 2, but few entered service before December, 1940. Increased armament had been considered early in 1940 and an additional pair of Colt/Browning machine guns in each outer wing was incorporated early in 1941. This Mark was known as the Hurricane I1B. With twelve guns and 6,000 rounds of ammunition, these Hurricanes took Britain's Offensive across’ the Channel in 1941 against soft- skinned targets on the German-occupied French coastline. Later in 1941 (following trials carried out on a Mark 1, P2989) Hurricane IIA’s and TIB's were equipped to carry two 250 Ib. bombs under the wings, some Mark IIB squadrons oper- ating with only 10 machine guns. ‘The next armament change to appear in squad- ron service had in fact originated as long ago as 1935. That year a Specification had been issued calling for a fighter to be armed with four 20-mm. cannon; Hawkers had proposed thus arming the Hurricane but the scheme was not accepted as the heavy armament was expected to over- penalise a. single-engine fighter’s performance. In 1939 two 20-mm. Oerlikon guns were fitted under the wings of a Hurricane I, 11750, as part of the gun clearance trials and "the success attending this installation prompted Camm into further studies on the same lines. At the height of the Battle of Britain, Hawkers received a pair of ir Force. Red stars were Note tropical filter. damaged wings for repair but instead mounted four Oerlikons and commenced air firing tests. (The aircraft was later issued to a squadron during the Battle, but with unknown. results.) Allocation of 20-mm. guns to Beaufighters was prompted by the Blitz of 1940-41, and it was not Until late spring of 1941 that Hurricane TC's with their heavy four Oerlikon cannon armament joined home-based fighter, squadrons in their Channel offensive. It was during these air opera~ tions that Hurricane ITB's and TIC's, equipped with 44-gal. under-wing drop tanks, ‘took part in night intruder operations, lurking ‘over enemy airfields awaiting the return of German bombers from raids over England. Among the star Husri- cane TIC intruder pilots was Flight-Lieut. K. M. Kuttlewascher, a Czech of No. 1 (F) Squadron, who on at least one occasion destroyed three Heinkels in one night over their base in France Elsewhere in northern Europe Hurricane II's were also operating. Hurricane TIA’s were shipped to Iceland in July, 1941, to cover the withdrawal of the British garrison in readiness for occupati by American forces. Hitler’s attack on Russia in mid-I941 brought forth assurances from Churchill that arms would be shipped to assist Britain's new ally. At first two R.A.F, Hurricane squadrons, Nos, BL and 134, were formed and travelled by North Cape convey to north Russian ports under the of Wing Commander H. N. G, Rams- hottom-Isherwood. Both squadrons were heavily engaged against the Lujtwajje but, having retained almost all their aircraft intact, handed the Hurri- canes — Mark ILA’s and LIB’s — over to the Russians to continue their own fight. These 30-odd machines were the forerunners of no fewer than 2.952. Hurricanes supplied from Britain and Ganada in just over two years. Hurricane Mark IID One further variation of the Hurricane II, the IID, was developed. Armed with a pair of Rolls- Royce BF or Vickers "'S” 40-mm. anti-tank guns under the wings and retaining two rifle-calibre Colt/Brownings (firing tracer’ ammunition for sighting purposes), the Hurricane IID entered service with only one home-based operation squad~ ron, No. 18, by far the greater number being shipped to the Middle and Far East in 1942. ‘The first action in which these anti-tank (“tank- buster") Hurricane IID's were engaged was in defence of the Free French Brigade whilst almostwe Tropicalized Hurricane Mk. IV with four but no 40-mm anti-tank gun. Tw encircled by the Afrika Korps at Bir Hakim during May-June, 1942. Later on, some anti-tank squad- rons dispensed with one heavy gun, substituting a 250elb. bomb or 44-gal. drop tank.” Top speed of the standard version was 304 m.p.h, at 12,000 ft. Hurricane Mark IV Further development of the Hurricane IT ted to the Mark ITE, almost immediately re-designated the Mark IV (the Mark III was a projected Packard Merlin version to be built in the U-K., but which did not materialise). ‘This was con: ceived with a universal wing root. attachment, capable of accommodating Mark IIB, IC, LD or eight R.P-equipped wings. Also fitted was a 1,620-h.p. Merlin 24 or 27° engine which, by reason of the principal ground attack role, was characterised by a deepened radiator with addi- tional armour protection. Hurricane IV's served with the RAF. from late in 1942 until the end of the War, both at home and overseas in the Middle and Far East. Maximum speed of the Mark IV without external stores or tropical equipment was 342 m.p.h. at 16,000 it Hurricane Mark V ‘The last distinct Hurricane developed in the United Kingdom was the Mark V with Merlin 32, ground boosted to provide about 1,700 h.p. at’ low level. Only two (KZI93 and’ NE253) ted propeller and deepened radiator. Shackles are evident machine guns were fitted for aiming purposes ‘were built and, with tropical filter and anti-tank “guns, the maximum measured speed was 326 m.p.h. at sea level. Ganadian Hurricane Mks. X, XI, XII and Sea Hurricane XIIA In Canada, inter-dependent development of the Hurricane continued during 1940 and 1941. After 40 Mark I’s had been assembled in 1940 from parts sent from the U.K., Canadian production got under way with the Mark X with 1,300 h.p. Pack- ard-built Merlin 28’s and Hamilion propellers, 489 being built. Most were armed initially with eight Colt/Browning guns, but later many had Oerlikon armament substituted. Next in line were Mark XI’s, which were built with IIB or IIG wings from the outset. Hurricane XII’s and Sea Hurricane TIA’s (398 built) were powered by 1,300 h.p, Packard Merlin 29's, many ofthese aircraft serving alongside the U.K-built Hurri- canes throughout the world. One further major Hurricane development was the naval version, the Sea Hurricane. Stemming from the demonstrated ease with which non-naval pilots had flown their R.A.F, Hurricanes from a carrier during the Norwegian campaign, it was decided to operate hook-equipped Hurricanes from light escort carriers and converted merchantmen (MAG-ships), but while these ships were being A banked Hurricane Mk. IV, KZ 193, of the eighth production batch of 1943 clearly shows the upper Surface camoufage pattern. Right. Copybook formation of No. 3 Sqdn. Mk. ICs sporting sky squadron codes.A late standard Sea Hurricane Mk. Il in typical I camouflage. Undersusfaces were Sky Type ‘S’. Photo, Hawker-Siddeley Aviation. prepared, an 8-gun interim version — the Sea Hurricane IA — was operated for convoy pro- tection from fole’sle catapults on adapted mer- chantmen (CAM-ships) during the crucial 1941 phase of the Battle of the Atlantic. As MAC-ships became available Sea Hurricane 1B's with arrester gear and catapult spools were introduced. Four. cannon Sea Hurricane IC's followed in 1942, All these aircraft were Merlin [Il-powered and all were converted. from R.A.F, Mark I's, Next to appear were Hooked Hurricane II's, which as their name implied were simply R.A.F. Mark II's with only a hook added. Last was the Sea Hurri- cane 1G, a fully equipped 4-cannon Merlin XX aircrait with naval radio, arrester gear, spools and provision for stores. Tropically-equipped versions of all Sea Hurricanes existed, and ‘the type fought with the Fleet Air Arm in many of the great convoy battles on the Atlantic, Russian and Malta runs until, in 1943, they were almost entirely replaced by Seafires. By the end of the North African campaign in 1943, Hurricane IIB’s, IIC’s, ID's and IV's equipped 20 squadrons (including one Free Greek and No. 451. Squadron, RAAF). On_ into Sicily and Italy went many. of these squadrons, though gradually the Hurricanes gave way to Spitfires and Kittyhawks until, by the time opera~ tions had reached the Balkans, only No. 6 Squad~ ron remained flying Mark IV's. This squadron retained its Hurricanes until 1946 in Palestine, being the last R.A.F. operational unit so equipped. Little has been said about the Hurricane's fight against Japan. By the time the Malayan Peninsula had been invaded in December, 1941, aged Hurri- canes were already on their way to the Far East and, though enjoying initial success against unes- corted Jap bombers, were hopelessly outclassed when miatched by the Zero fighter and were quite unable to influence events at Singapore, Further reinforcements, including some ex-Middle East Mark IT's, reached Java and Sumatra and were flown by RAF, Australian, New Zealand and Dutch pilot, ‘Despite many ruccenes, the Hur: canes were again overwhelmed by large Japanese aval air forces, ground loses for one particular day numbering 20 Hurricanes destroyed. Hurricanes of No. 221 Group were sent into action to cover the Allied withdrawal in Burma early in 1942. When the entire country had been overrun and the enemy paused on the Indian border, several Hurricane pose joined in the defence of Calcutta and deprived the Japanese of the necessary air supremacy to advance further. Throughout the apparently interminable jungle A group of pilots of an RAF. squadron in Burma display battle trophies in 1944, The 36 inch wide white identification. bands around wings, white spinners and 18 inch bands on the tail units are of interest, Photo, R.A.AF.Left. Cockpit of @ tropica similar war that was to end three long years later, the number of Hurricanes grew steadily and reached a peak of almost 1,000 aircraft by early 1944, equipping 29 squadrons including seven of the Indian Air Force. ‘The names of Kohima, Imphal, Sinzweya and Arakan are among the Hurricane’s reatest battle honours. And when the sun set on Japan on’ 14th August, 1945, three Hurricane squadrons remained in service in Burma, Apart from the Hurricanes supplied to Russia since 1941, others were supplied to Turkey irom Middle East stocks in 1942, some were shipped to South Africa (later serving with the SAA. in North Africa), about ten ex-No. 74 Squadron Hurricane IIC's were tured over to Persia in 1943, and one, a tropical Mark 1, V7476 (A60-1), found its way to Australia, where it was used as a communications aircrait_ and also as a test machine for the development of an anti-“G” suit designed by Professor Cotton, of Melbourne Uni- versity. During the course of the War at least six Hurricanes were captured intact and flown in enemy colours by the Germans and Italians. A small number of Mark II's and Sea Hurricanes, abandoned in Tunisia, were taken over by the Port and starboard side vi ws of the Hurricane Mk. d Hurricane Mk. IC. Right. Interior of @ Hurricane Mk. ILD was very French Navy at the end of the War, and at least one aircraft was stripped of its camouflage and flown in American colours in Souther Italy in 1944, About 50 Hurricane [G's were supplied to Portugal in 1945, and six Mark IIG’s went to Eire in 1945-46 to join a similar number of Mark Tand II's, which iad been supplied several years carlicr. ‘The Persian contract, interrupted by the War, was continued in 1945 with the supply of a number of Mark IIG’s as well as a single two- | Today, 23 years after the Battle of Britain, two Hurricanes remain airworthy, L363, the’ last Hurricane on R.A.F. charge, leads the annual fly-past to commemorate its greatest, — perhaps i the greatest — air battle. PZ865 (“The Last of the Many”), the last Hurricane of over 14,500 built, is now owned by its makers and is everyday use. As a dramatic postscript, thi veteran, was chosen for its unique speed range as chase ‘plane for the vertical take-off Hawker P.1127 strike fighter during its transition trials in 1961, 1 cockpit areaHAWKER HURRICANE Mark I, HA, HIB, HC 2601b bombstern mod ¥ armaur alos pone! Joresht Spee ight ‘ follwbeel fixed soon ofter Ea Mark urcraft entered service turricone Mar Mark Ile with Rotol constont speed See SS ‘$e0 Hurricane Mark, IeHAWKER HURRICANE MARK IVHurricane Mk. HG used by Yo. 250 Sqdn. for ruary 1942 before being re-equipped with Kittyhawks spinner. Photo, John Waddy ighter defence of the Suez Canal from Port Said in Feb Red stripes around fuselage roundels and black TECHNICAL DATA Mks, IIA, IIB, IC, 11D, IV & V Construction Fuselage: The fuselage structure consisted of four tubular steel longerons, with plan and bulkhead bracing of tubes and swaged wires. The tubular members were rolled to rectangular section at the joints. The engine and front fuselage was covered with light alloy panels and the decking with fabrie-covered plywood. The rear fuselage was built up from wooden formers and stringers, and fabric covered. At a later stage, the fuselage formers and stringers were assembled into side panels complete, and were then affixed tothe fuselage frame, thus speeding up production. abet hertiehy lege wae tod onder neath fuselage, Stringer caps were screwed though the fabric and into mating channelled stringers beneath; this applied only to certain key stringers as noted in the G.A. drawings on the centre pages. Main planes: The centre section was built as one unit, bolted to the fuselage and faired into it with alloy panels. being built complete with the under- carriage before mating to the fuselage. The outer planes were built around a four-spar basic struc- ture to which was attached ribs and stringers, and the covering was flush rivetted to these. Access was provided in the upper surfaces to the arma- ment, via removable alloy panels. The outer panels were of stressed-skin, and those of the IIA were interchangeable with the Mark I Ailerons: The — fabric-covered, — mass-balanced ailerons were of alloy framework, and had a differ- ential action. Flaps: Hydraulically operated split trailing edge flape were Ated 10’ the rear tndersuriaces of ihe wings and centre section. The flaps extended from the inner ends of the ailerons except the section where the radiator fitted. Tail plane: The non-adjustable cantilever tail plane was of all metal construction and was fabric covered. Elevators: Metal framework, fabric covered, each fitted with a controllable trimtab, Operated from a cockpit control. Fin and Rudder: As above. The rudder had a small horn balance which housed the mass-balanced 15 weight, A controllable tab was operated auto- matically from the rudder hinge so as to produce a servo action, and was brought into use from a cockpit control. The fin was offset to counteract propeller torque. Note: Some aeroplanes had slightly larger elevator and rudder tabs than others. Undercarriage: The main wheel units consisted of two oleo-pneumatic shock absorber struts which retracted inwards and backwards into wells be- tween the centre section spars. The units were hydraulically operated with mechanical locking. Further details will be found under “Leading Particulars”. ‘The tail wheel unit had a non- retractable ‘oleo-pneumatic shock absorber strut and carried a fully castoring and self-centring wheel with self-carthing rubber tyre. Power Plant: Rolls-Royce Merlin XX, 12 cylinder, 60 deg. two-speed supercharged, geared, liqu cooled engine rated at 1,280 h.p. at take-off and mounted to high tensile tubular steel engine mounts which in turn were bolted to the centre fuselage framework Fuel System: The main fuel tanks were housed in the centre section between the spars and out- board of the fuselage. In the decking above the fuselage longerons a reserve fuel tank was located between the firewall and the instrument panel. ‘These tanks were protected by self-scaling cover- ing. The two main tanks had a capacity of 33 gal. each and the reserve tank contained 28 gal. ‘To this could be added cither 2 x 44 gal. fixed long-range tanks or 2 x 90 gal. long-range drop tanks. ‘To meet the possibility of engine failure due to the boiling of the fuel at high altitudes in warm weather, the main and reserve tanks could be pressurised.” However, as pressurising impaired the’ sell-sealing properties of the tanks it was only used in the event of the fuel pressure light giving warning. Long-range drop tanks were not self-sealing. Fuel pressure was 8-10 Ib./sq. in. and fuel used was 100 octane only. Oil System: The oil tank of 9 gal. capacity was built into the port leading edge of the wing centre section. When 90 gal. fuel drop tanks were carried, an auxiliary 4 gal. capacity oil tank was fitted behind the pilot’s seat. System oil pres- sure was 60-80 Ib./sq. in.The R.A.AF2s only Hurricane, a tropicalized Mk. IC, was shipped out of Singapore and used as a com- munications and test machine before being confined to this aircraft graveyard at Werribee, Victoria in 1946. Right. A Hurricane Mk. II fitted with two 250 Ib. bombs in March, 1942. Cooling System: A combined oil and coolant radiator was located beneath the fuselage behind the undercarriage wells. A low velocity ducted cowling with a flap shutter, hand operated from a cockpit control, enclosed the radiator. On Mk. UID and Mk. TV tropical versions, a larger capacity radiator was fitted and this was of deeper section. Electrical System: A 12 v. 500 or 750 w. engine. driven gencrator supplied electric power and charged a 12 v. battery carried in the starboard side of the wireless bay and supplied power to the engine starting and ignition circuits, and all ser- Radio: A remotely controlled radio telephone transceiver was located in the bay behind the pilot's seat. Some aircraft were equipped with beam-approach equipment as well. Pneumatic System: The wheel brakes and. gun- firing mechanism were operated pneumatically. ‘An engine-driven compressor supplied air under prestre of 300 Tbs./sq, in to the systems via a storage cylinder. Hydroulic System: Raising and lowering of the undercarriage and flaps was effected hydraulically. Pressure was supplied from a Lockheed engi driven annular displacement type pump and th pressure was supplied to the selected services via & reservoir. A hand pump was incorporated in the circuit for use during servicing or in the event of loss of hydraulic pressure. Gun Controls: ‘The machine guns and cannon were fired by the depressing of the push-button on the control column spade grip. The 40 mm, cannon on the Mk, IID and the Mk. IV were fired electro-pneumatically by a push-button on the throtie lever. ‘They could be fired after a master switch situated ahead of the throttle was operated. ‘A cocking handle lever was provided should the guns misfire Rocket Projectile Controls: fired electro-pneumatically from a push-button switch in the throttle lever and selection of “PAIRS” or “SALVO” could be made from a selector switch. ‘The projectiles were Bomb Controls: Selection and tail-fusing switches were provided on a panel on the R.H. side of the cockpit. Release was by push-button on the throttle lever. Cine Camera-gun: The camera mounted in the wing centre section, starboard side, was automatic~ ally synchronised to the guns, cannon or R.P.’s or triggered manually from the lower button on the spade erip. LEADING PARTICULARS HURRICANE MARKS II to V Dimensions: (See Specifications, for overall dimen- sions) . Fuselage: 28 ft. 10} in. (Spinner to sternpost) ; height, snax.: 6 ft. 74 in.; width: 3 ft. 3} in Wings? Span: 40 ft. 0 in.; Chord at root rib: 8 ft. 0} in.; Chord at the tip: 3 ft. 11 in.; Aerofoil section: Clark YH 19% modified, at the root, and Clark YH 12.2% modified, at the tip. Incidence at the fuselage: 2 deg. Dihedral on the outer plane datum: 34 deg. Sweepback on front spar: 3 deg. Sweepback on the leading edge: 5 deg. 6 min. Tail Plane: Span: 11 ft. 0 in. Chord: 4 ft. 24 in. (Chord max. inc, elevator). Incidence 1} deg. +. Areas: Mainplanes with ailerons and flaps: 257.6 sq. ft. Ailerons (2 20.4 sq. ft. Flaps (total) 25.11 sq. ft With enlarged Tail plane: Standard tabs Sq. Ft. Sq. Ft With clev. and tabs: 33.26 (33.50) Elevators and trim tabs: 1346 (13.70) Trim tabs (each) 0:38 (0.50) Fin (with rudder and tab): 21.89 (21.98) Rudder with tab: 13:06 (13:15) Tab: 0.36 (0.45) Surface Movement. Elevator: 27° up, 20° down. Tabs: 23° up and down. Tabs fixed: 5° up. Flaps: 80° down = 5°. Rudder: 28° left and right. Tab: Trim movement 15° port only. Balance movement 20° each way. SPECIFICATIONS HURRICANE MARK TI POWERPLANT: 1,030 hp. Rolls Royce Merlin TI driving 2-blade Watts propeller or Merlin IIL driving 3-blade D.H. or Rotol propeller. DIMENSIONS: Span: 40 ft. 0 in. Length: 31 ft. 4 in. Height (Watts prop. vertical): 13 ft. 2 in. (Rotol, one blade vertical): 12 ft. 114 in Gross wing area: 258 sq. ft. Aspect ratio: 6. Dihedral: 34°. Undercarriage track: 7 ft. 7 in. PERFORMANCE: Maximum speeds at 15,650 ft Climb: Merlin 11, 12.4 min. to 20,000 ft. Merlin TIT, 82 min. to 20,000 ft.A Mk. IIB on test by Rolls-Royce seen in flight over England in 1942, LOADINGS: Wing loading: 24.1 Ib./sq. ft. at normal loaded weight. Weights: Merlin II: Tare weight, 4,743 Ib. Nor- Ib. Tropical aircraft, overload weight, 7,490 Ib. Sea Hurricane, loaded weight: Mark TA, 6,589 Ib. Mark IB, 7,410 Ib. Mark IC, 7,605 Ib mal loaded weight, 6,218 Ib. Merlin Til: Tare weight, 4,982 Ib. Normal loaded weight, 6,447 SERVICE CEILING: Merlin I, 32,800 ft. Mer lin TIT, 34,000 ft RANGE: Merlin II, 525 miles; Merlin III, 505 miles without reserves. HURRICANE MARK IIB POWERPLANT: One Rolls Royce Merlin XX, twelve cylinder Vee liquid-cooled engine, rated at 1,280 h.p. at take-off, DIMENSIONS: Span, 40 ft. Length, 52 ft. 24 in. Height, with Rotol propeller, one blade vertical, 12 ft. 11d in. Wing area, 2574 sq. ft. PROPELLER: A 3-blade D.H. or Rotol constant speed propeller. WEIGHTS: Empty, 5,640 Ib. Loaded, 8,250 Ib. LOADING: Wing Loading, 32.9 Ib./sq. ft. at normal loaded weight. PERFORMANCE: Maximum speed (clean, ie, no external stores), $40 mph. at 21,000 ft. With 2 x 250 Ib. bombs: 320 m.p.h. at 19,500 ft, SERVICE CEILING: 36,000 ft. (rate of climb at 100 ft./min.). ‘Tropical version, 33,600 ft. MAXIMUM RATE OF CLIMB: Glean, 2,950 ft/min. With 2 x 250 Ib. bombs: 2,530 ft./min. With 2 x 500 Ib. bombs: 2,280 ft/min. Climb: 8.9 min, to 20,000 ft. Tropical version, 11.6 min, to 20,000 ff. FIXED ARMAMENT: 12 0.303 in, Colt/Brown- ing machine guns in the wings, but some squad- rons ‘removed one pair of guns when bombs EXTERNAL STORES: A wide variety of stores could be carried externally and included 2 x 250 Ib. bombs, or 2 x 500 Ib. bombs. HURRICANE MARK IIC POWERPLANT: 1,280 hp. Rolls Royce Merlin XX driving 3-blade D.H. variable pitch or Rotol constant speed propeller. DIMENSIONS: As for Mark I, except length — 32 ft. 24 in. WEIGHTS: Temperate aircraft: Tare weight, 5,658 Ib. Normal loaded weight, 7,544 Ib. Over- load combat weight, 8,044 Ib. Tropical aircraft: Tare weight, 5,785 Ib. Normal loaded weight, 7,707 Ib. Overload combat weight, 8,207 Ib. Sea Hurricane IC: Overload combat’ weight, 8,278 Ib. SERVICE CEILING: Temperate, 33,500 ft. ‘Tropical, 31,600 ft RANGE: Clean aircraft, 460 miles, with 2x 44- gallon drop tanks, 920 miles without reserves. PERFORMANCE: Maximum speeds: Clean air- craft, 328 mp.h, at 15,650 ft. With 2 x 250 Ib. bombs, 275 m.p-h. at 15,600 ft. Climb: Temperate aircraft. 7.6 min. to 20,000 ft. Tropical aircraft, 10.0 min. to 20,000 ft. A Canadian-built Hurricane Mk. X in peaceful surroundings in the U.K. This version way normally capable of a top speed of 335 m.p.h. Photo, Rolls-Royce.was affectionately referred to as the “tin-opener”. HURRICANE MARK IID POWERPLANT: One Rolls Royce Merlin XX 12 cylinder Vee liquid cooled engine rated at 1,280 h.p. at take-off, or one Merlin XXII rated at 1,460 hp. at take-off. DIMENSIONS: As Mark IIB. WEIGHTS: Empty, 5,550 Ib. Loaded, 7,850 Ib. PERFORMANCE: Maximum speed (at mean weight of 7,700 tb.), 270 mph. at 12,000 ft, 316 m.p.h. at 19,000 ft. Fully loaded, to overload condition: 304 m.p.h. at 12,000 ft. With tropical equipment, 288 m.p.h. SERVICE CEILING: 33,500 ft. at maximum loaded condition. RANGE: 480 miles at 176 mp.h. at 2,000 ft FIXED ARMAMENT: Either two Vickers Type “Ss” 40 mm. anti-tank guns, or two Rolls Royce B.F. 40 mm, anti-tank guns. Two 0.303 in. Colt/ Browning machine guns mounted in the wings KZ320, a non-tropicalized Hurricane Mk. IID showing the lethal 40-mm anti-tank guns. This version Tropical Mk. IV with early type rocket launchers. Aircraft such as this went into action in the Mediter- ranean theatre towards the end of 1943. Note completely different camouflage pattern to aircraft above. HURRICANE MARK IV POWERPLANT: One Rolls Royce Merlin 24 or 27 12 cylinder Vee liquid-cooled engine rated at 1,620 h.p. driving 3-blade D.H. or Rotol constant speed propeller, DIMENSIONS: As per Mark IIB. WEIGHTS: Mark IV Tropical: Empty, 6,150 Ib. Normal loaded weight, 8,462 Ib. PERFORMANCE: Maximum speed, 342 mp-h. at 16,000 ft. FIXED ARMAMENT: As for Mark IID, and some Mark [V's carried 8 x 60 Ib, rocket projectiles instead of the antictank guns HURRICANE MARK V See Text for available details. HURRRICANE MARKS X, XI, XII & SEA HURRICANE XIIA See Text for available details.Beautiful flying shot of a No. 3 Sadn, Hurricane Mk. 11C. Photo, Frank Smith. CAMOUFLAGE AND MARKINGS By A. Shennan Examination of the photographs and historical documents describing the camoullage schemes used on Hurricanes reveals a considerable variety of markings but a limited number of camouflage patterns and combinations of undersurface colours. In each case, the camouflage sclected was gov- emed by the geographical and tactical require- ment of hiding the aircraft on the ground and over the territory above which it operated and the need for positive ‘friend or foe’ identification in the air, It cannot be stressed too highly that one cannot say, “All Hurricanes were this colour or that colour”. The basic patterns were followed, but sometimes an old aircraft soldiered on for years still in its original (obsolete) colours and markings. BRITISH DAY FIGHTER SCHEME 1938-9 Uppersurfaces were painted dark earth and dark green shadow shading in either Pattern A or B, the latter being a mirror-image of the former. Undersurfaces were generally painted overall silver. The scrial number was ‘night’ in letters 8 inches high, and extending no longer than 29 inches along’ the rear fuselage ahead of the tailplane, The serial was repeated beneath the wings twice, in ‘night’ with the port side letter/ numerals facing with their tops aft, and the star- board side with the tops facing forward. Early Hurricanes received this marking and the size of the letters and numerals was governed by. the chord of the wing; numerals were to be half the mean chord in height. (The fabric-covered wings of the early Hurricanes were later replaced with early type metal-covered wings having either eight or twelve guns. The differing shapes of the agcess panels over the butts of the guns are the iguishing feature of the two later metal wing s.) Roundels were ‘Type A.1 red, white, blue and yellow divided in sevenths across the diameter and were carried on all uppersurfaces and fuselage sides. Underwing roundels were Type Ain red, white and blue, divided into fifths across the diameter. Fin flashes were not used on early production machines, but later a rather vague instruction stipulated that the vertical fin flash of red, white and blue should be divided into stripes of equal width, 19 SUMMARY OF UNDERSURFACE: SCHEME 1: All silver undersurfaces. SCHEME 2: Undersurfaces divided equally; black and white, black to under port wing, white to under starboard wing. SCHEME 3: Various, Some aircraft had fuselage under- surface silver, with division of black and white on centreline, SCHEME 4: A variation in 1940. ‘The white was replaced with sky blue (or Type ‘S', a greenish shade), but there are instances of machines with the earliest scheme serving right through the Battle of Britain with either Scheme 2 or 3. BRITISH DAY FIGHTER SCHEME, 1939-40 Uppersurfaces were still camouflaged, except that the earlier light shades of dark earth on some Hurricanes had now been replaced with a more constant shade of dark earth. Regulations not- withstanding, there was considerable overlap in schemes. On Hurricanes in France, the fuselage roundel ‘sometimes had the outer yellow surround removed, as seen on Hurricanes of No. 85 (Fighter] Squadron in. the Low Countries Undersurfaces were painted in Scheme 2, at first, this later being supplanted by Schemes 3 and 4 (Scheme 2 divided the undersurfaces of the wings equally down the centreline of the aircraft, black to port and white to starboard when viewed from above.) From 1939 to 1940 the division was made down the centreline of the aircraft from spinner to rudderpost, medium grey or sky (Air. Min Order A.513 says “Sky ‘Type ‘S’ — ‘duck egg blue”) to starboard and black to port. The black section included the tailplane on the port side, Normally no roundels were carried on under- surfaces, Above, the roundels were for a short period of B Type; red and blue on all uppered finish should be noted. NoMany aircraft sere cult. Photo, Lan Primmer, surfaces and fuselage sides, During the Battle of Britain the fin flashes were mainly the tall variety, taking up about half the width of the fin and extending from the root to the tip. Squadron codes were applied in medium sea grey, sky grey or sky blue and the size and shape of the letters varied considerably. Photographs show machines of one squadron flying with both medium sea grey and sky coloured codes in the same flight: the medium sea grey ones being re- placement aircraft. In 1940 the undersurface colour was changed to Sky Type ‘S’ overall, and a variety of actual shades appeared, from a yellowish green to a sky blue as the final colour so often depended on the nature of the primer coat underneath, In addition, batches of the new paint varied considerably, as the shade was relatively unstable by nature, Dur- the ‘Battle, the undersurface roundel: "were iedium sea grey undersur~ faces replaced the blue and some squadrons, for example, No. 257, used grey with A.l. Type roundels with the yellow surround beneath both wings. A variation of the early black and white undersurfaces was one Middle East scheme, where the majority of the undersuxfaces wore azure blue, and the. port outer wing panel was black, On the black wing an A.2 Type roundel was applied, of the same overall dimension as the A Type roundel beneath the starboard wing. Many machines were transferred from Europe to the Middle East, by air, and arrived in European Day Temperate Land Scheme. NIGHT FIGHTERS, 1939-45 ‘The promulgated scheme was an overall appli- cation of preparation RDM2, ‘night’ matt black, with dull-red code letters, serials and sometimes, as an added measure, spinners painted the same dull- red also, Roundels were Type B red and blue in all six positions. Fin flashes were sometimes retained as red, white and blue. This scheme was used wherever ‘night fighters could be especially prepared. In some cases, such as near Suez, some Hurricanes operated at night in standard day camouflage. Hurricane Mk. Ils used at night or during twilight or dawn hotirs sometimes retained their normal day camouflage on upper surfaces, this then being ocean grey or medium sea grey and dark green with ‘night’ undersurlaces. Alter 1942 the codes on these day camouflaged machines were dull-red. DAY FIGHTER SCHEME, 1942-47 Aircraft destined for the Middle East and North Africa had dark earth and middle stone uppersur- faces and azure blue undersurlaces. No fuselage bands were carried and roundels were the stand: 21 ing in the Far East did not carry squadron codes, making precise identification diff ard B, A.l and A types for pre-July 1942 ‘and B, C and C.l types for post-July 1942, Early Mk. Is bore the dark carth and dark green uppersurtaces and azure blue undersurfaces with the underneath of the port wing black. Roundels were Type A on azure blue, and Type G.1 on the black, the outside dimensions being equal. Godes were invariably white, and the squadron codes were sometimes dis- pensed with, only the individual aircraft letter being retained in white, In some cases, letters were not used and a numeral only was used behind the roundel. In mid-1942 along with the change in roundels came a revision in the paint scheme, the new colours being dark green and ocean grey or datk sea grey with medium sea grey undersurfaccs This scheme was intended especially for the Euro- pean Theatre, and was known as the Day Temp- erate Land Scheme. ROYAL NAVY SEA HURRICANES, 1942-47 (Also R.C.A.F, Sea Hurricanes in Canada) ‘The temperate sea scheme of mainly Pattern B shadow shading, dark slate grey and extra dark sea grey with Sky Type ‘S’ undersurfaces pre- vailed. Codes were light grey or dull-red according to period. Catafighters for CAM-ships had azure blue undersurfaces with sky codes. Roundels were consistent with land-based fighters of the particular periods and Sty Type ‘S' rear fuselage bancls were introduced in December 1940. Serials were ‘night’ or dull-red, as were the words: ROYAL NAVY on the rear fuselage of Naval aircraft, Sea Hurri- cane Mk. Is were later withdrawn from carrier operations, and joined shore stations to be used for training. Such aircraft carried white codes. DAY FIGHTER SCHEMES, 1940-41. (South Bast As Hurricanes serving in Malaya and the Nether- lands East Indies came via the Middle East _and tad European Temperate Land schemes, These were quite appropriate schemes for flights over jungle terrain, Roundels followed northern regu lation pattern and all apparently served in RAP. markings, even those flown by Dutch pilots. No evidence has come to light that Hurricanes of the Dutch East Indies Militaire Luchtvaat (Army Air Force) ever carried the orange and black triangle marking of the Netherlands. Indeed, there was hardly time before they were shot down. or destroyed on the ground. However, the British roundel with its red centre must have been an embarrassment in combat due to the confusion with the Japanese “meatball” marking. DAY FIGHTER SCHEMES, 1942-45 (South East Asia) Hurricanes serving with the R.A.F, and Indian Air Force carried the normal British camouflageSCALE IN FEETE et ec te Top to bottom, lejt to right. Unusually marked Hurricane 74040 was operated by No. 171 O.T.U. in North Africa. Serial and number were white. One of the No. 151 Wing Hurricanes operated in Russia. Photo, Bruce Robertson. LZ H, of No. 501 (Couty of Gloucester) Sqdn., 1940. Phot Gradidge Machine of No. # YO-L, V6867, ut on readiness in 1940. Hurricane Mk. T No. 3 Sqdn. R.A.s m by Flt.-Lt. B, Pelly. Note green ure blue around nose. Photo, Tom T1 1 Sadun. Mb. ICs shows two airer ually small seri= as, Photo, Frank Smith, Striking blue juselage marking was seen on this No. 274 Sqdu. Mk. LIB in the st in 1942, See Page 22 for other colours. HV 667, a Mk, ILD with desert camouflage and black Lack of squadron identification was Middle Fe spinner ot unusualNo. 135 Sqdu. Mk. HU flown by Aust and markings for the period of ocean grey or dark sea grey and dark green camouflage with medium sea grey undersuriaces. Later, a small blue and white roundel was used. This white centre was found to compromise the camouflage, and so was replaced with one of azure blue. (On ex-officer of a Liberator squadron recalls that light grey was used on his aircraft instead of blue, this colour being the only on ‘lable at the time.) Undersurfaces were medium sea grey and the codes were in smaller than normal letters in white. Additional S.E.A.C. markings were applied in. 36 inch bands of white, above and below the wings, with an 18 inch wide white chordwise band Of white at the top of the fin, and on the tailplane in the same manner, ‘These’ markings must have negated the effect of camouflage almost com- pletely. Spinners were usually black and no rear fuselage bands were applied. Some Hurricanes had no visible code letters at all, and numerous Hurri- canes flew with serials painted over. HURRICANES IN RUSSIA Hurricanes supplied to Russia under Lend-Lease carried standard British camouflage schemes for the period, with the addition of code | jedium sea grey with fuselage numerals in ‘ndersurfaces and spinners were Sky Type ‘S’ and no fuselage bands were carried. In. British service there, the Hurricanes carried British roundels of the period, and retained dark green and dark earth camouflage with Type ‘S’ undersurface. Aircraft in Russian ¢ had the round painted out and a red star (sometimes with yellow butline) superimposed instead. When these aircraft Were painted white overall, the red stars, showed no outlines, Numerals were then painted black as ‘was the serial, now moved to the fin in U.S.A.A.F. serial fashion. Hurricanes arriving via the Middle East usually came in with dark earth, middle stone and azure blue schemes. Hurricane Mk. IG. of No. 34 Sqdn. at Palet in lian Hurricane ace Fi setting at Calcutta in December 1942. Photo, W. Storey -Lt. W. J. Storey, D.F.C., reposes in jungle HURRICANES IN YUGOSLAV SERVICE Hurricanes in Yugoslav service wore Des ouflage and the Soviet red star was supe over the existing British roundels, the whole out- ined in the yellow surround of an A.1 roundel Undersurfaces were azure blue with a sky spinner and fuselage band. A ‘flag’ type fin flash of red, white and blue had a double width white strip bearing a red star in the centre. Wing roundels were identical to those used on the fuselage. AMERICAN HURRICANES The US.A.A.P. was supplied with a number of Canadian-built Sea Hurricane Mk. XIIAs and Hurricane Mk, Xs for the landings in North Africa (Operation Torch), Flown from carriers, they carried Temperate Sea schemes; and had USS. Star markings instead of the regular British fuselage roundel, The words ROYAL NAVY were retained on the fuselage as was the serial. Later, some of the Hurricanes served in Italy and Sicily, and one at least was flown with an overall Silver scheme with blue and white ‘star-and-bar’ insignia. PHOTO-RECONNAISSANCE HURRICANE: ‘Numerous Hurricanes were used in North Africa and the Middle East, for photo-recce duties. Such machines had cameras fitted beneath the rear fuselage. Many were painted Mediterranean dark blue overall, or the true shade of “P.R.U, Blue”, a dull greyish blue that has never appeared accur- ately on any chart to date. A.M.O./A.513/41 pro- vided for aircraft for photographic use to be painted “according to operational requirements” Which allowed considerable latitude hence the Variety of shades known to have been used. B type red and blue roundels were carried on uppersur- faces and the fuselage only. Spinners and individ- ual letters behind roundels were often pale blue No fuselage band was carried nor were under- surfaces roundels used 1944, This unit did not use squadron codes on either its Hurricanes or Thunderbolts, Photo, Frank Smith. Right. A nother Hurricane Mk, IC, this time beside a wrecked Bf 110 in the Western Desert, January 1943. Photo, lan Primmer.(yzDrawn by G. Pentland. This is the Hurricane Mk, IIA in which the hitherto unlisted Australian ace, W. J. Storey, then a Pilot Officer with No. 135 Sqdn., R.A.F. in Burma, shot down one of four Nakajima Ki-2? fighters over Ran- goon on 29h January 1943. The aircraft crashed on the strip from which P.O. Storey had just taken off and exploded nest to a parked RAF. Blenheim, A week later the same pilot destroyed two more Ki-27s with two probables (one later confirmed), and on 23rd February still another, all whilst using the desert camouflaged machine shown here. The jollowing year, using a different Hurricane, Storey took Bis score to eight confirmed kills after destroying three KI-43 fighters over Akyab on 5th March, 1943. A photograph of his fourth Hurricane can be seen on Page 24.