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The de Havilland DH.103 Hornet, developed by de Havilland, was a fighter aircraft driven by two piston engines. It further exploited the wooden construction techniques that had been pioneered by the de Havilland Mosquito. Development of the Hornet had started during the Second World War as a private venture.
2,060 hp (1,540 kW); redesigned "slimline" versions for the de Havilland Hornet. Engine design modified to decrease frontal area to a minimum and was the first Merlin series to use down-draught induction systems. Coolant pump moved from the bottom of the engine to the starboard side. Two-speed, two-stage supercharger and S.U. injection carburettor.
Powered by two de Havilland Gnome turboprops with a high-wing layout and a maximum capacity of 40 passengers or a payload of 7800 lb. Designed for economic operations over very short routes (e.g. 200 mi), but with a full fuel load and payload reduced to 2400 lb, the range could be extended to 1610 mi. Abandoned due to competition with the HS ...
The originally planned 1,900 hp (1,400 kW) DB 603G engine had been cancelled in early 1944, so all Me 410 Bs used DB 603A or DB 603AA engines. The DB 603G would have increased the maximum speed to 630 kilometres per hour (390 mph) and cruising speed to 595 kilometres per hour (370 mph), although the weight increased once again.
It was returned to de Havilland at Hatfield where it was serviced. Its top speed was then tested and found to be 384 mph (618 km/h), in line with expectations. [192] 2,298 FB Mk. VIs were built, nearly one-third of Mosquito production. [151] Two were converted to TR.33 carrier-borne, maritime strike prototypes. [151] The FB Mk.
Like other military types, piston-engine heavy fighters such as the de Havilland Hornet and Sea Hornet, as well as the North American F-82 Twin Mustang continued in service in the years immediately after the war. All were developed at the end of World War II for use in the Pacific theatre, though none reached operational squadrons until after ...
The prototype of the twin-engined de Havilland Hornet (RR915) (383 built) reached 485 mph (781 km/h) as did a prototype Hawker Fury monoplane when fitted with a Napier Sabre VII, and a conversion of one of the prototypes of the Supermarine Spiteful, (planned successor to the Supermarine Spitfire) reached 494 mph (795 km/h).
The company later developed the de Havilland Gnome turboshaft under licence from the General Electric T58 design, but the company was absorbed into Bristol Siddeley Engines Limited (BSEL) in 1961; Bristol Siddeley itself subsequently merged with Rolls-Royce Limited in 1966 and the merged company continued with the "Rolls-Royce" name.
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