Above on the left is a formation of 601 squadron Hurricanes Marks IIb, these aircraft were built in August 1941 and this is an Imperial War Museum photograph. Above on the right is PZ865, the last Hurricane produced, a Mark IIc it was produced in May 1944, entitled The Last of The Many, this fine photograph is by Cyril Peckham.
The above left picture of G-HURR, was photographed by Len Harvey at Woodchurch on 1 August 2004. The above right picture by courtesy of Michael Tozer Michael Tozer Photography of Z5140 landing, was photographed by him during the 'Merlins over Malta' tour in September 2005.
The above left and right pictures of LF363, were photographed by Tim Hammond at Duxford on 5 May 2007.
The above left and right pictures of Z5140, by courtesy of Michael Tozer Michael Tozer Photography was photographed by him during the 'Merlins over Malta' tour in September 2005.
The above left picture of PZ865, was photographed by Len Harvey at Duxford on 9 September 2005. The above right picture of Z51450, was photographed by Andrea Featherby over Cambridgeshire on 22 September 2005.
The following description relates to the first prototype Hurricane K5083 at the time of its first flight on 6 November 1935, the many subsequent modifications are recorded in the Development Section and the overall drawings in the Drawings Section.
The Hurricane is a monoplane low wing, single seat fighter aircraft designed to specification F36/34 and armed with eight 0.303 inch calibre Browning machine guns mounted within the outer wings.
The wings are in three sections, the centre section between the main undercarriage legs with 0 degrees dihedral and the two outer sections with a dihedral of 3.5 degrees. The wings have a thickness to chord ratio of about 18.5 % at the root tapering to about 13% at the tip. The aircraft has a track of 7 feet 7 inches and a wheel base of 19 feet 10 inches.
The structure is metal with fabric covering of the wings outboard of the undercarriage and of the fuselage from the rear on the cockpit to the tail fin and elevators, all three of which have metal covered leading edges. The fuselage is composed of four metal tubes forming a square, they are cross braced with metal tubes and stiffened with tensioned wires. The rear fuselage shape if realised by transverse wooden formers between which are multiple stringers over which the fabric covering is stretched. Four stringers are screwed down (in recesses in the formers) over the fabric to secure it. The engine cowling and front fuel tank are covered in removable metal panels and the sides of the cockpit in plywood panels. The centre wing is covered in non stress bearing metal panels.
It is powered by a single Rolls-Royce Merlin 'C' 12 cylinder upright V engine, powered by 87 octane petrol, cooled by 100% ethylene glycol and driving a wooden 2 blade fixed pitch Watts propeller of diameter 11 feet 6 inches.
The internal fuel system consists of three petrol tanks, one of 28 gallons capacity between the engine firewall and the pilot and one of 33 gallons capacity between the front and rear spars on the port and starboard sides of the wing centre section; giving a total capacity of 94 gallons. The 9 gallon oil tank forms the leading edge of the port side of the wing centre section.
The hydraulic system operates the main and tail wheel retractable undercarriage and the flaps. The pneumatic system operates the main wheel brakes and the guns. There is a dc electrical generator feeding a 12 volt battery which powers the radio, lights, instruments, reflector gunsight and fuel pumps. It has a flare dispenser.
The following ten photos were taken by Tim Hammond on 17 July 2009 at the Hawker Restoration aircraft factory showing details of two Hurricanes being produced.
The above left picture shows the wooden former and stringer structure. The stringer aligned with the bottom left corner of the picture is one of those that is screwed down over the fabric to secure it. On completion the wooden structures are painted in silver dope giving them the appearance of being metal.
The above right picture shows the front fuselage with the firewall behind the engine bearers and cowling supports. The pipe at the lower left side of the firewall is the upper coolant pipe. The 28 gallon fuselage petrol tank is situated behind the firewall and in front of the cockpit. Part of the wing centre section front spar is also shown.
The above left picture is looking on the starboard side of the cockpit area. About half way up on the lefthand side, the brown wheel, actually mounted on the port cockpit wall, is the elevator trimming tabs control. The small black wheel near to it is the rudder trimming tab control. On the right hand side the control with the red cover is the undercarriage and flap selector, it is seen in more detail in the fifth row of photos down from here. The upper coolant pipe is seen at the base of the picture.
The upper right picture is a general view of the port side of one of the aircraft showing the wooden cockpit covering and the grey tailplane without leading edge and the yellow elevators.
The above left photo shows at bottom centre the upper edge of the firewall. The fuselage fuel tank is mounted between it and the cockpit. The windscreen and part of the center wing section structure are also evident.
The upper right photo shows the starboard side of the Merlin engine with the single stage centrifugal flow supercharger at its back and the propeller shaft, partly obstructed, at its front. The six exhaust ports, with blanking covers, are seen about two thirds up with the sparking plugs cable harness below them.
The above left picture is of the port side of the cockpit area showing the brown elevator trimming tabs control wheel at the centre.
The above right picture shows the wooden construction of the cockpit 'dog kennel' and a general view of the production area.
The above left picture shows a port side view of part of the centre wing section structure with the rear spar and the aerofoil forming structure on the lower righthand side.
The above right picture shows the elevators structure, with the tailplanes being to the right.
The following four photos were taken by Andrew Norris on 17 July 2009 at the Hawker Restoration aircraft factory showing details of two Hurricanes being produced.
The above left photo shows the one piece tailplane, the leading edge at the top will later be covered in metal.
The above right photo shows the complex construction of each of the many rear fuselage joints, each of which consists of about 70 components.
The above left photo shows the construction of the fin with its two spars and metal covered leading edge.
The above right photo of the starboard side of the cockpit shows the undercarriage control and the flap control and position indicator. The black knob at lower right is the windscreen de-icing pump.
The photo on the left is K5083, the Hurricane prototype, probably taken in 1936. Since the first flight on 6 November 1935, the tailplane struts have been removed and the plain exhaust ports and the two bladed propeller can be seen.
During the course of development of the Mark I, the following major modifications were made; tailplane struts removed, ejector type exhaust ports added, cockpit canopy strengthened, two bladed fixed pitch propeller eventually changed to three blade Rotol variable pitch type, fabric covered wings changed to metal stressed skin construction which was 70 lb lighter, one aircraft was flown with one outer wing fabric covered and the other one of metal stressed skin construction. The retractable tail wheel changed to fixed type (following a design problem, the then Sidney Camm decided that it should be fixed), deletion of main wheel secondary covers, increase in fin area and addition of ventral strake, addition of armour plate behind pilot and a bullet proof windscreen.
Soon after introduction into service, in order to improve spin recovery performance, the base of the fin was lowered and the rear fuselage ventral strake introduced. Deliberate spinning was not encouraged as even after this modification it could cause a loss of altitude of 10,000 feet! The metal covered wings were introduced in the spring of 1940. The use of of 100 octane petrol to enable higher boost settings was also introduced inn the first half of 1940 as were two position deHavilland or variable pitch Rotol propellers which greatly improved the climb performance.
Combat experience in 1940 showed the need for rear visibility and a mirror was fitted outside the cockpit above the top of the windscreen frame as a standard modification. Flt/Lt (as was then) Pete Brothers thought that the top speed could be improved, so he had the mirror of his aircraft fitted inside the cockpit under the top of the windscreen frame and rivets filed flush at the front of the aircraft resulting in his aircraft becoming 5 mph faster! It was found that the 100% ethylene glycol coolant was a fire hazard and it was changed to a non-inflammable 30% ethylene glycol 70% water solution which still gave adequate anti-freeze performance.
The Sea Hurricane was development of the Hurricane with equipment added for shipborne use.
The first Mark was the Sea Hurricane Mark 1a, which was a Mark I with a Naval Radio fitted and with catapult spools, it was used with Fighter Catapult Ships (FCS), Catapult Armed Merchantman (CAM) ships and for training purposes and the first one flew in January 1941.
This was followed by the Mark 1b which was also equipped with an A-frame arrester hook, this was for use flying from aircraft carriers and the first one flew in March 1941.
The next version was the Mark 1c which had four 20 mm cannon in place of the eight Browning machine guns, the first of these was delivered in January 1942 and it had a top speed of 296 mph at 15,100 feet.
The final version of the Sea Hurricane was the Mark IIc which was the Hurricane Mark IIc with Naval Radio, Catapult spools and A-Frame arrester hook, it had a top speed of 316 mph at 17,00 feet and entered service later in 1942.
The photo on the left, taken in February 1942, is of Z2515, a Hurricane Mark IIa built between January and July 1941. Many Mark I Hurricanes were converted to Mark IIa and the only external difference is that the Mark IIa is 7 inches longer.
The Mark IIa was the fastest production Hurricane with a maximum speed of 342 mph at rated altitude. The single speed supercharger Merlin 3 of the Mark I was replaced by the two speed supercharger Merlin 20 which was 30 % more powerful at 12 kft. Relatively few Marks IIa were made as it was an interim development before the 12 gun Mark IIb. It was introduced into service towards the end of the Battle of Britain.
The photo on the left, taken in April 1943, is of KZ466, a Hurricane Mark IIc built between November 1942 and April 1943.
The Mark IIc at last addressed the main weakness of previous marks, lack of hitting power. The rifle calibre machine guns were no longer very effective against the the armoured and more strongly built enemy aircraft as had been found in the Battle of Britain. The four 20 mm cannon solved this problem and they became the standard RAF gun weapon for the next twelve ten years. The Mark IIc remained in RAF service until November 1945.
The Mark IId, armed with two 40 mm cannon and two O.303 inch machine guns, initially had a top speed of only 210 mph at sea level. After its Merlin XX engines were modified to give more power at low level, the sea level speed increased to 250 mph, comparable to the Marks IIa to IIc.
The photo on the left, taken in June 1943, is of LB774, a Hurricane Mark IV (originally know as the Mark IIe) built between April and November 1942 and April 1943. This aircraft, fitted with a tropical air filter and the two 40 mm cannon replaced by eight Rocket Projectiles, served as aircraft 'E' with number 6 squadron at Folcara in Italy supporting the Eighth Army in 1944.
The Mark IV was a development of the Mark IId with increased armour and a 'Universal' wing enabling all types of stores to be carried without aircraft modification, the exception being the four 20 mm cannon with which the Mark IIc remained in service.
The photo on the left, taken in January 1944, is of NL255, the Hurricane Mark V prototype. The four bladed propeller and deeper radiator may be seen.
The Mark V was a development of the Mark IV with a more powerful Merlin engine giving a low atlitude power of almost 1,700 hp and a top speed at 500 ft of 326 mph, 54 mph faster than a Mark IIa at the same altitude. It did not go into production.
The Hawker Aircraft Limited photo on the left shows one of the two two-seater Hurricanes which were supplied to Persia in 1947.
After the War, a two seat Hurricane was developed, the first one first flying on 27 September 1946. This had both cockpits open but flight tests showed excessive turbulence in the rear cockpit, so it was fitted with a modified Tempest canopy. Based the Mark IIc, the two-seater, without armament but with a tropical air filter, had a top speed of 320 mph at 21,500 feet at a weight of 8,140 lb.
Using the information in Reference (2), the total number of Hurricanes produced was 14,154 and the following Table shows how many of the different Marks were made, in brackets when estimated. Sea Hurricanes were not built as such but were converted Hurricanes Mark I or IIc, sometimes with a changed serial number.
| Mark | Mark I Mark X | Mark IIa Mark XIIa | Mark IIb Mark XIIb | Mark IIc Mark XIIc | Mark IId | Mark IV | |
First Flight Dates: |
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The above figure shows the number of RAF Hurricane squadrons from the first, number 111 at Northolt in January 1938, to the last, number 6 in Cyprus in January 1947. Although 146 RAF squadrons (listed above) were at some time equipped with the Hurricane, the most at one time was 65 squadrons in November 1941. The following Table shows the first and last Squadrons and Dates for the RAF for the different Marks.
| Mark | Mark I | Mark IIa | Mark IIb | Mark IIc | Mark IId | Mark IV | |
First Squadron |
111 | 46 & 605 | 56 | 3 & 257 | 6 | 164 | |
Last Squadron |
318 | - | - | 28 | - | 6 |
The following texts are divided into the many theatres of war in which the Hurricane served with the RAF. For the purposes of the following, the RAF is considered to be all squadrons between 1 and 695 and so includes squadrons with pilots from Occupied Countries and Commonwealth Nations under RAF Operational Control and Logistic support. The South African and Indian Air Forces had their own separate squadron numbering systems.
The Hurricane, along with the Spitfire, was responsible for the air defence of Great Britain from December 1939 culminating in the Battle of Britain from July to October 1940.
The Hurricane took the main part in air defence against the Luftwaffe during the Battle, accounting for 55% of all enemy aircraft destroyed, more than all the other air and ground defences combined. The following 34 RAF Hurricane squadrons were in action, 1, 3, 17, 32, 43, 46, 56, 73, 79, 85, 87, 111, 145, 151, 213, 229, 232,238, 242, 245, 249, 253, 257, 302, 303, 306, 310, 312, 501, 504, 601, 605, 607, 615 and also RCAF squadron 401. The highest scoring RAF squadron was number 303 (Polish), flying Hurricanes.
The turning point of the Battle was 7 September when the Luftwaffe stopped attacking RAF airfields and started the Blitz on London. This change of tactics was caused by a single Luftwaffe aircraft bombing London which was followed by a retaliatory RAF raid on Berlin.
The role of the Hurricane in the Battle of Britain is described in detail in many other sources, some of which are listed at the end in the 'Further Information on the Hurricane' Section.
From 1941 the role of the Hurricane gradually started to change from fighter to fighter bomber. Hurricanes Mark IId of 164 squadron based at Warmwell were later engaged on anti-shipping sorties in the English Channel area.
Hurricanes of number 46 squadron were deployed to Norway in April 1940 and after air combat there withdrew with the rest of the forces. The Hurricanes took off from and landed successfully back on (without arrester hooks!) the aircraft carrier HMSGlorious but when the ship was sunk in June 1940, all the aircraft and all but two of the pilots were lost.
Numbers 1, 73, 85 and 87 Hurricane squadrons went to France in 1939 with the British Expeditionary Force (BEF). They were later joined by numbers 607 and 615 Gladiator squadrons which converted to Hurricanes in the spring of 1940, completing conversion in the thick of battle. Thus six hurricane squadrons were based in France at the start of the blitzkreig on 10 May 1940. They were then reinforced by numbers 3, 17, 79, 151, 213,242, 501 and 504 Hurricane squadrons who were based in France during all or part of the May to June period. Numbers 32 and 56 Hurricane squadrons also supported from airfields in England. The Hurricane squadrons inflicted over 200 losses on the enemy but themselves lost 386 aircraft due either to direct enemy action or the fact that they had to be abandoned when the squadrons were forced to withdraw to England in June 1940. Many Hurricane pilots who fought in France subsequently took part in the Battle of Britain. Hurricane squadrons flying from England also provided air cover for the Dunkirk evacuation, though out of sight of the troops at the port.
Following the Battle of Britain, Hurricane squadrons started flying offensive sorties over France and the Low Countries by both day and night. The daytime sorties were initially flying over the Continent looking for targets of opportunity and also providing fighter cover for Blenheim bomber raids.
Later Hurricanes flew nightime intruder raids over Luftwaffe aerodromes using their four 20 mm cannons to good effect. A notable exponent of this art was the Czech pilot Flt Lt Karel Kuttelwascher DFC and Bar of number 1 squadron. His final score was 18 enemy aircraft destroyed. His Night Reaper nose art symbol is shown at the right, painted on PZ865 photo taken in May 2007.
Later in the War the Hurricanes were used for attacks on ground targets using bombs and rockets. They were escorted by other Hurricanes, then Spitfires and later Typhoons.
To counter the threat from German aircraft, Hurricanes were mounted on the forward decks of CAM (Catapult Armed Merchantman) ships (mainly of the Empire series) and launched by rocket catapults. The first volunteer pilots were invited from RAF squadrons in January 1941 so were mainly Battle of Britain veterans. Their Headquarters was the Merchant Ship Fighter Unit (MSFU) at Speke, near Liverpool. Through the period of use of the CAM ships, most of the pilots were from the RAF but some RN pilots flew as well. CAM ships sailed on the West, North (to Russia) and South (to Gibraltar and Mediterranean) sea routes.
After engaging the enemy, the pilot would try to fly to land or if too far out at sea would have to ditch his aircraft and hope to be picked up. The Hurricanes were not launched lightly due to the risk to the pilot and the possibility that the flames from the catapult rockets might attract unwanted attention. They were not launched against shadowing aircraft as these could easily be replaced but only against those attacking the convoy.
Following the availability of escort aircraft carriers, MSFU closed down on 1 July 1943 and CAM ships soon ceased to operate. The last convoy with a CAM ship set sail on 23 July 1943 from Gibraltar to England. Escorting were SS Empire Darwin and SS Empire Tide. First Empire Darwin launched Sub-Lieut J. Pickwell who shot down a Condor and later Empire Tide launched Plt Off P.J.R. who shot down another one. Both pilots were rescued.
According to different sources either six or eight enemy aircraft were destroyed during the two years that the CAM ships were in operation. One pilot was killed and I could not find a source for the number of Hurricanes lost.The Hurricane was responsible for the air defence of Malta from June 1940 to May 1942. Initially the aircraft were Hurricanes Mark I operated by number 261 squadron which formed on the Island. The Island was under attack by the Italian Air Force and the Luftwaffe as well from January 1941. The first Marks IIa and IIb reached the Island on 3 April 1941 and at that time, 261 squadron was disbanded and 185 squadron formed. On 21 May the first Marks IIc arrived and a second Hurricane squadron, number 249, with Marks IIb. A third Hurricane squadron, number 126, was formed on the Island on 28 June 1941.
The Hurricane squadrons fought heavy attacks by the German and Italian Air Forces. 126 squadron, between December 1941 and January 1942, destroyed 34 enemy aircraft for a loss to themselves of ten aircraft and six pilots. The other two squadrons also acquitted themselves well. By May 1942, all three squadrons had exchanged their Hurricanes for Spitfires and continued the fight.
Number 81 squadron with Hurricanes Mark IIa and number 134 squadron with Hurricanes Mark IIb were taken to Russia in the aircraft carrier HMS Argus and landed on 1 September 1941 at Vaenga, near Murmansk. The two squadrons scored more than 12 enemy aircraft destroyed and also trained the Russian Air Force in flying and maintaining the aircraft. At the of October 1941, 134 squadron handed their aircraft over the the Russians and 81 squadron also did so in November.
The Hurricane squadrons fought both in the air and against ground targets during all North African battles starting in Egypt in December 1940 and ending in Tunisia in May 1943 with the surrender of the Axis forces.
The Allies were successful against the Italian Army and Reggia Aeronautica and Tobruk was captured on 22 January 1941, by which time there were seven Hurricane squadrons in Africa. When the German Africa Korps and Luftwaffe arrived later in 1941, the tide of battle was reversed and the Allies were forced back to Egypt. The El Alamein offensive launched in October 1942 was successful resulting seven months later in the surrender of the Axis Forces.
The Hurricanes were flown in air combat against the Reggia Aeronautica and later also the Luftwaffe. One of the squadrons, number 126 flying Hurricanes Mark II, between December 1941 and February 1942 destroyed 34 German and Italian aircraft at a cost to themselves of ten aircraft and six pilots. Another squadron, number 73, also flying Hurricanes Mark II, during June and July 1942 shot down 30 German aircraft (including Me109Fs) with a loss to themselves of 11 pilots. Many other squadrons flew in air combat.
The Hurricanes were also engaged in close support of the Allied Army, using machine guns, 20 mm cannon, bombs and later 40 mm cannon (RAF squadron number 6 only). Number 6 successfully attacked enemy tanks with their 40 mm cannons,at one time destroying 20 in nine days and gave themselves the unofficial badge and motto of "Flying Tin Openers". Many other squadrons were also engaged on close support sorties.
The first Hurricane squadron in Egypt was number 274 in September 1940, flying Hurricanes Mark I. At the time of the surrender of the Axis Forces, there were 23 Hurricane squadrons: RAF numbers 74, 123, 127, 208, 335 and 336 flying the Mark IIb; numbers 32, 33, 73, 87, 94, 134, 213, 237, 238, 241, 253 and 274 flying the Mark IIc; and number 6 flying the Mark IId. These were also SAAF squadron numbers 3, 7, 41 and RAAF number 451 flying the Mark IIc.
The invasion of Sicily started on 10 July 1943 and the previous night Hurricanes of squadron number 253 based on Lampedusa were flown on anti-searchlight sorties. Hurricanes including RAF squadrons numbers 127, 213 and 274 took part in the unsuccessful operations against the Dodecanese Islands in September and November 1943 and offensive sorties were flown over Crete.
In February 1944, RAF number 6 squadron became based in Italy. They were now equipped with Rocket Projectile firing Hurricanes Mark IV. In five months of operations number 6 squadron destroyed much Axis shipping with its rocket projectiles. In August 1944 it was transferred to The Balkan Air Force flying with the (Yugoslav) squadron numbers 351, who flew Hurricanes Mark IIc and number 352 who flew Spitfires. Number 6 squadron moved to Yugoslavia in April 1945 and were based there on VE day.
Number 351 Hurricane squadron was a Yugoslav manned fighter bomber unit formed in Libya on 1 July 1944. It moved to Italy and conducted ground attack sorties in support of the partisans in Yugoslavia. The squadron moved to the island of Vis and in the Spring of 1945 moved to the Yugoslavian mainland and disbanded on 15 June 1945.
Although the Japanese invaded Malaya (Malaysia) on 8 December 1941, the first Hurricanes did not arrive in the Far East until 3 January 1942, when some Marks I and some Marks IIb were unloaded at Singapore. Their first action was on 20 January when they destroyed eight enemy aircraft without loss. The next day the situation was reversed when Japanese fighters shot down five Hurricanes without loss to themselves. By this time all the pilots and ground crews of numbers 232, 242, 258 and 605 squadrons had arrived at Singapore. Numbers 242 and 258 squadrons stayed at Seletar airfield at Singapore, number 232 deployed to Batavia, Java and number 605 went to Palembang, Summatra. On 26 January 1942 the Hurricane numbers were increased when HMS Indomitable launched 48 Marks IIa and IIb
The Radar Stations in Malaya were destroyed or abandoned early in the conflict and without early warning many Hurricanes were destroyed on the ground or while climbing. The squadrons fought well against the enemy, destroying many aircraft and attacked the Japanese Army. As the enemy advanced they were forced to leave Singapore on 10 February 1942 and Summatra on 18 February. By the 29 February the survivors of numbers 232, 242 and 258 squadrons had been absorbed into 605 squadron. On that day another attack was made on the Japanese Army. After that the Hurricanes could not take-off due to airfield damage and repeated Japanese air strikes and on 7 March the last Hurricane was destroyed. Some of the surviving pilots and ground crews were captured or lost at sea but most escaped to Australia.
30 Hurricanes Marks I and IIa reached Rangoon in early January 1942 and they equipped squadron number 67 at the nearby Mingaladon airfield . Squadron number 17 arrived at Mingaladon on 16 January 1942 and number 135 squadron arrived there on 28 January. The squadrons flew Hurricanes Marks I, IIa and IIb. After 30 January, the only warning of an approaching attack was given by a single patrolling Hurricane. In the face of the approaching Japanese forces, on 7 March 1942 the three squadrons left Mingaladon and became based at Zigon, 100 miles to the North of Rangoon. Later the squadrons moved to other bases at Magwe and the island of Akyab.
On 21 March ten Hurricanes and and nine Blenheims on 45 squadron raided Mingaladon, now occupied by the Japanese, and destroyed 16 Sally bombers on the ground and the Hurricanes destroyed nine Oscars in the air for a loss of two aircraft. The next day there were ferocious Japanese air raids by more than 200 aircraft on Magwe, destroying many aircraft on the ground and the last twelve had to evacuate to Akyab, the last of eleven arriving there on 26 March 1942. They intercepted many Japanese air raids on 27 March with a loss of three Hurricanes shot down and four more destroyed on the ground. With the Hurricane force reduced to four aircraft, they had to evacuate to India.
The Royal Navy Indian Ocean Base was at Ceylon and this became a prime target for the Japanese forces. Numbers 30 and 261 squadrons (Hurricanes Mark IIb) arrrived at Ratmalanda and China Bay respectively in Ceylon on 6 March 1942. Number 258 squadron was formed at Colombo Racecourse from the local formation known as 'G' squadron. These three squadrons were soon in action when 125 Japanese aircraft first attacked Colombo harbour on 5 April 1942. In the ensuing air battle the Hurricane squadrons shot down 7 enemy aircraft but at a cost to them of 15 Hurricanes and 7 pilots. The next Japanese air attack on Ceylon was on 9 April when 127 aircraft shot down 8 Hurricanes (killing two pilots) at a loss to themselves of 12 aircraft. The Royal Navy lost many ships and moved their base further away so the RAF did not need to protect them at Ceylon anymore.
The Hurricane squadrons then moved to Eastern India for the defence of Calcutta. Number 146 sqadron re-equipped with Hurricanes Mark IIb at Dum Dum in early May and number 607 squadron arrived at Alipur, near Calcutta, in late May and became the first Mark IIc squadron in India in June 1942. By December 1942, the following 13 Hurricane squadrons were in the Far East comprising; flying Marks IIb numbers 28 and 136 in India and numbers 258, 261 and 273 in Ceylon; flying Marks IIc numbers 17, 30, 67, 79, 135, 146, 605 and 615 in India. By that time the roles of the squadrons was both air defence of India and Ceylon, convoy protection, and also offensive sorties and reconnaisance over Burma.
During 1943 there were Allied Army attacks on the Arakan area of Burma and as well as their existing air defence and ground attack roles Hurricanes Mark Tac R II (equipped with Army wavelength radios) were active communicating directly with the Allied Army and Marks II PR obtaining reconnassance photographs of enemy targets. The Japanese counter attacked in March 1944 and beseiged Imphal and Kohima in India.
At Kohima, four Hurricane Mark IIc squadrons (including Number 1 squadron of the Indian air Force) in 16 days flew 2,200 sorties and dropped 2,500 250lb bombs on the the Japanese invaders. At Imphal, three of the Hurricane squadrons from Kohima joined number 28 squadron and and in the first fortnight of April flew thousands of sorties. On one occasion, 33 Hurricanes Mark IIc, using their landing light as illumination, attacked an advancing enemy formation at night inflicting much damage. The battles of Imphal and Kohima were finally won in June 1944.
On 1 July 1944 there were 21 Hurricane squadrons in India and Ceylon comprising; flying Marks IIc, RAF numbers 11, 17, 28, 30, 34, 42, 60, 79, 113, 123, 134, 135, 146, 258, 261 and IAF numbers 1,4,6, and 9; flying Marks IId, RAF numbers 5 and 20. The Monsoon restricted the Allied attacks on Burma until September 1944 and they continued into 1945. The Hurricanes continued their attacks on Japanese targets, moving their bases into Burma alongside the Allied army. On 21 March 1945 Mandalay was captured and by 13 April 1945, there were eight Hurricane squadrons in Burma. By VJ day many of the Hurricane squadrons had converted to Thunderbolts or Spitfires. The last Hurricane squadron in the Far East was number 28 which converted from Marks IIc to Spitfires in November 1945.
The first use the Royal Navy Hurricanes was their deployment on four Fighter Catapult Ships (FCS), the converted banana boats HMS Ariguani, Maplin, Patia and Springbank. These four ships each carrying two (later three) Sea Hurricanes Mark 1a and three pilots from number 804 FAA squadron. These ships escorted shipping convoys to Gibraltar and across the Atlantic.
On 2 August 1941 HMS Maplin launched one of her Sea Hurricanes, piloted by Lieutenant Robert W.H. Everett and he shot down a Luftwaffe FW200 Condor bomber aircraft. During ditching his aircraft in the sea, the Hurricane submerged but he managed to reach the surface and was rescued. He was the first pilot of a catapult Sea Hurricane to destroy an enemy aircraft and was awarded with a DSO.
HMS Maplin continued to sail with the convoys but the other three ships fared less well, HMS Patia was sunk by a German bomber on 28 April 1941 and before the end of 1941, HMS Springbank was sunk and HMS Ariguani badly damaged.
The next use of the Sea Hurricane was on Aircraft Carriers. Between September and December 1941, the following four FAA (Fleet Air Arm) squadrons were equipped with the Sea Hurricane Mark Ib; number 801 on HMS Eagle and HMS Argus, number 806 on HMS Formidable, number 880 on HMS Avenger and number 885 on HMS Victorious. Soon after January 1942, 801, 880 and 885 re-equipped with the Sea Hurricane Mark Ic and numbers 802, 803, and 883 were equipped with that Mark. Later in 1942 the squadrons were re-equipped with the Sea Hurricane Mark IIc.
The largest naval action during which Sea Hurricanes were in action was Operation Pedestal, the resupply of Malta in August 1942. Squadron 880 was on HMS Indomitable, 801 on HMS Eagle and 885 on HMS Victorious. HMS Eagle was torpedoed on 11 August and her four airborne Sea Hurricanes had to land on HMS Indomitable and HMS Victorious, the other Sea Hurricanes were lost when the ship sank in only eight minutes. On the evening of the 11 August, the air attacks started but the Sea Hurricanes could not intercept them as it was too dark. The next day the air attacks resumed and continued until the convoy reached Malta on 15 August 1942. Eight Sea Hurricanes were lost in air combat (and about eight others when HMS Eagle was sunk) and between them and and the naval guns, 31 German and Italian aircraft were destroyed.
The last operation for Sea Hurricanes in the Mediterranean was Operation Torch, the landings by British and American forces in Morrocco and Algeria starting on 8 November 1942. 42 Hurricanes were deployed on HMS Biter and HMS Dasher and HMS Avenger.
The last operational Sea Hurricane in FAA service was a Mark IIc (NF700, converted from KW921 in May 1943) aboard HMS Nairana in the second half of 1945.
Hurricanes were also flown by FAA squadron number 889 in the Western Desert.
After the RAF, the Russian Air Force was the largest operator of the Hurricane. A total of 2,952 Mark IIs were supplied, either from England or from Canada on convoys via the deadly Norway North Cape route to Arkhangelsk in northern Russia. I have not found a record of how many reached their destination.
The Russians did not consider that the Hurricane was very effective for air-air fighting and used it for ground attack as did the RAF in the later part of the War. I have not found any detailed records of the use of the Hurricane by the Russian Air Force. It was used by the Soviet Naval Aviation 72 IAP and by the Soviet Air Force 78 IAP and 609 IAP. (An IAP was a Fighter Regiment, consisting of 3 squadrons with a nominal strength of 40 aircraft).
The Hurricane was operated by RCAF squadrons 401, 402, 417, 421, 438, 439 and 440.
In addition to the Hurricanes serving with the RAF, Canada retained some for internal use and these were given RCAF serial numbers in the 5 thousands range.
The Hurricane was operated by RAAF squadron 451. This is included in the RAF Section.
The Hurricane was operated by RNZAF squadrons 486 and 488. These are included in the RAF Section.
The Hurricane was operated by SAAF squadrons 1, 2, 3, 7, 40 and 41. These are included in the RAF Section.
The Hurricane was operated by IAF squadrons 1, 2, 3, 4, 6, 7, 9 and 10. The first squadron to equip with the Hurricane (Mark IIb) was number 1 in June 1942, followed by number 2 squadron in September 1942, number 6 squadron in December 1942, number 4 squadron in June 1943, numbers 9 and 10 squadrons in early 1944 and Number 7 in November 1944. The date for number 3 squadron is not known to me.
Number 1 (Tiger) squadron was equipped with Hurricane Mark IVs in February 1944 and took part in the battle of Imphal and Kohima. Five of the Hurricane-equipped squadrons played a major role in the Arakan offensive which began in December 1944, disrupting the enemy's lines of communication and constantly harrying the Japanese forces until victory was achieved with the re-occupation of Rangoon on 3 May 1945.
In May 1945, number 4 squadron relinquished its Hurricanes and number 9 followed to complete conversion by July, by which time number 10 had begun conversion, and the Hurricane started to be phased out. The last Indian Hurricane squadron was number 1 who converted to Spitfires in November 1945.
| Country | Numbers | Marks | Dates | Notes |
Belgium |
17 | I | May-Sep 1939 | The 17 aircraft supplied in 1939 were from England and 12+ aircraft supplied in 1940 were built in Belgium. Many Hurricanes were destroyen on the ground during the pre-emptive strikes on 10 May. The Belgian Hurricanes fought the Germans but by 12 May they had been destroyed either in the air or on the ground. Later in the War Belgian squadrons 350 and 351 served with the RAF but they did not fly Hurricanes. |
Eire |
13 | I | 1940-1944 | In the Second World war, Eire interned six Hurricanes which force landed there. In addition seven Marks I and six Marks IIc were supplied from England. The total of 19 aircraft equipped the Irish Air Corps squadron number 1 until 1947. In the Second World War they were Neutral and so non-combatant. |
Finland |
12 | I | Feb 1940 | The Hurricanes served with The Finish Air Force in their wars with Russia. They were assembled too late to fight the Russians before the Armistice in March 1940. When hostilities were resumed in 1941 they were allied to the Germans and gained a number of victories over Russian aircraft and with no loss to themselves. |
Iran (Persia) |
2 | I | 1939 | I do not have any information on use of the Hurricane by the Persian Air Force. In the Second World War they were Neutral and so non-combatant. |
| Country | Numbers | Marks | Dates | Notes |
Portugal |
40 | IIc | 1946 | In the Second World War they were Neutral and so non-combatant. The Hurricanes served at Aerial Base Number 3 and with the Lisbon Fighter Defence Flight from 1946 until about 1951. |
Romania |
11 | I | Aug-Sep 1939 | The Romanians were allied to the Germans in fighting the Russians. I do not have any information on use of the Hurricane by the Romanian Air Force |
Turkey |
28 | I | Aug-Oct 1939 | I do not have any information on use of the Hurricane by the Turkish Air Force. In the Second World War they were Neutral and so non-combatant. |
Yugoslavia |
| I | Dec 38-Mar 40 | In 1939, production of 100 Hurricanes was initiated in Yugoslavia of which 20 were built by the German invasion on 6 April 1941. They and the 24 aircraft bought from Britain (down to 18) fought bravely as interceptors and on ground attacks but by 13 April they had been shot down, destroyed on the ground or were unserviceable due to lack of spares. |
SPECIFICATION (Expanded from above)
Dimensions:
Span 40 ft. 0 in.
Length (Mk. I) 31 ft. 11 in.
Height 8 ft. 9 in.
Gross Wing area 257.5 sq. ft.
Weights
Weight loaded (Mk. I) 6,660 lb.
Performance (Mk. I):
Maximum speed 325 m.p.h. at 17,500 ft.
Rate of climb 2,420 ft./min. at 11,000 ft.
Climb to 15,000 ft. in 6 minutes 30 Seconds
Service ceiling 36,000 ft.
The drawings on the left, depicting the Mark IIc Hurricane (with Marks I, IIa and IIb and Tropical changes shown), were published in October 1942 in the AIRCRAFT RECOGNITION Journal. The drawings on the right of the Hurricane Mark II RP (Rocket Projectile) were published in October 1944 in AIRCRAFT OF THE FIGHTING POWERS.
Speed and climb performance figures are for aircraft without external tanks, tropical air filters or bombs. Two 250 lb bombs reduced the top speed by about 50 mph and two 500 lb bombs by even more. The tropical air filter reduced the top speed by 16 mph and the internal fuel range by 45 miles for the Mark I and 30 miles for Marks II.
As an aircraft lightens during flight, its performance will increase. For a valid comparison between different aircraft and marks of the same aircraft, performance figures should be corrected to the performance that would apply at an average weight. I do not know whether this has been done for the following figures.
| Mark | Mark I | Mark IIa | Mark IIb | Mark IIc | Mark IId | Mark IV | |
Span ft:in |
40 : 00 | 40 : 00 | 40 : 00 | 40 : 00 | 40 : 00 | 40 : 00 | |
| Empty Weight lb Normal Loaded Weight lb Maximum Loaded Weight lb |
4,982 | 5,150 | 5,640 | 5,800 | 5,550 | 6,150 | |
| Speed mph at Sea Level Speed mph at Altitude : kft |
280 | 272 | 256 | 260 | 250 | - | |
| SL climb Rate : fpm Climb Rate : fpm at kft (1)Mins to kft (2)Mins to kft Service Ceiling kft (100 fpm) |
2,560 | 3,050 | 2,960 | 2,760 | - | - | |
| Range miles With 85 gal internal fuel With two 44 gal drop tanks |
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Engine |
Rolls-Royce Merlin 12 cylinder V-configuration liquid cooled engine. Hurricane Mark I : Merlin 3 producing TBA hp at SL, 971 hp at 12.3 kft and 1,029 hp at 16.3 kft. Hurricane Marks IIa, IIb, IIc, IId and IV : Merlin 20 producing 1,300 hp at SL, 1,260 hp at 11.8 kft and 1,160 hp at 20.8 kft. Hurricane Mark IV : Merlin 27 producing 1,390 hp | |
Armament |
Marks I and IIa and IIb: 0.303 Browning machine guns with 330 rounds per gun giving about 17 seconds firing time. Marks I and IIb, eight guns, Mark IIb, twelve guns.Mark IIc: Four 20 mm cannon with 90 rounds each giving about 15 seconds firing time. Marks IId and IV:Two 40 mm cannon with 15 round each giving about TBA seconds firing time, and two 0.303 Browning guns. In addition the following external stores could be carried, two 44 gallon drop tanks or two 90 galloon fixed tanks or two 250 lb bombs or two 500 lb bombs or eight 2.75 rocket projectiles with 60 lb warheads. |
| Mark | Mark I | Mark IIa | Mark IIb | Mark IIc | Mark IId | Mark IV |
There are many surviving Hurricanes, some airworthy, in the UK and also across the world, see the Hurricane Survivors by Richard Edgeler Page.
By Tim Hammond
October 2009, Revised August 2010
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