Editing Hawker Tempest

{{short description|British fighter aircraft}}
{{Use dmy dates|date=January 2018}}
{{Use British English|date=January 2018}}
{{Infobox aircraft
| name = Tempest
| image = File:Hawker Tempest V in flight Nov 1944.jpg{{!}}border
| caption = A Tempest V, ''NV696'', during a test flight, November 1944
| type = [[Fighter aircraft]]
| national_origin = [[United Kingdom]]
| manufacturer = [[Hawker Aircraft]]
| designer = 
| first_flight = 2 September 1942
| introduction = January 1944
| retired = 1953
| status = 
| primary_user = [[Royal Air Force]]
| more_users = [[Indian Air Force]] <br /> [[Royal New Zealand Air Force]] <br /> [[Pakistan Air Force]]
| produced = 
| number_built = 1,702<ref name=Mason67_14_16>Mason 1967, pp. 14, 16.</ref>
| developed_from = [[Hawker Typhoon]]
| variants = 
| developed_into = [[Hawker Sea Fury]]
}}
[[File:Tempests Attacking Flying-bombs (1944) (Art IWM ART LD 4588).jpg|thumb|Painting of two Tempest aircraft attacking a [[V-1 flying bomb]] in the sky above a farmhouse.]]

The '''Hawker Tempest''' is a British [[fighter aircraft]] that was primarily used by the [[Royal Air Force]] (RAF) in the [[Second World War]]. The Tempest, originally known as the ''Typhoon II'', was an improved derivative of the [[Hawker Typhoon]], intended to address the Typhoon's unexpected deterioration in performance at high altitude by replacing its wing with a thinner [[laminar flow]] design. Since it had diverged considerably from the Typhoon, it was renamed ''Tempest''. The Tempest emerged as one of the most powerful fighters of World War II and at low altitude was the fastest single-engine propeller-driven aircraft of the war.<ref>Beamont, Roland. Tempest over Europe, 1994, p. 13.</ref>

Upon entering service in 1944, the Tempest performed low-level interception, particularly against the [[V-1 flying bomb]] threat, and ground attack supporting major invasions like [[Operation Market Garden]]. Later, it successfully targeted the rail infrastructure in Germany and ''[[Luftwaffe]]'' aircraft on the ground, as well as countering similar attacks by German fighters. The Tempest was effective in the low-level interception role, including against newly developed [[jet propulsion|jet-propelled]] aircraft like the [[Messerschmitt Me 262]].

The further-developed Tempest II did not enter service until after the end of hostilities. It had several improvements, including being tropicalised for combat against Japan in [[South-East Asian theatre of World War II|South-East Asia]] as part of the [[Commonwealth of Nations|Commonwealth]] [[Tiger Force (air)|Tiger Force]].

== Design and development ==
=== Origins ===
During development of the earlier [[Hawker Typhoon]], the design team, under the leadership of [[Sydney Camm]], had already planned out a series of design improvements; these improvements culminated in the ''Hawker P. 1012'', otherwise known as the ''Typhoon II'' or "Thin-Wing Typhoon".<ref>Thomas and Shores 1988, pp. 18, 105.</ref><ref name=Mason67_3_4/> Although the Typhoon was generally considered to be a good design, Camm and his design team were disappointed with the performance of its [[wing]], which had proved to be too thick in its [[Cross section (geometry)|cross section]], and thus created airflow problems which inhibited flight performance, especially at higher altitudes and speeds where it was affected by [[compressibility]]. The Typhoon's wing, which used a [[NACA airfoil|NACA 4 digit series wing section]], had a maximum [[thickness-to-chord ratio]] of 19.5 per cent (root) to 12 per cent (tip),<ref name=Thomas105/> in comparison to the [[Supermarine Spitfire]]'s 13.2 per cent tapering to 6 per cent at the tip, the thinner design being deliberately chosen to reduce drag.<ref>J. A. D. Ackroyd. [http://aerosociety.com/Assets/Docs/Publications/The%20Journal%20of%20Aeronautical%20History/2013-02_SpitfireWing-Ackroyd.pdf "The Spitfire Wing Planform: A Suggestion."] ''Journal of Aeronautical History'', Paper No. 2013/02.</ref><ref group=nb>Both the Spitfire and the Typhoon were designed when little was known about the behaviour of air at high subsonic [[Mach number]]s, and of what would later become known as the [[Critical Mach number]]. The importance of this to high speed, high altitude flight would be discovered during combat in the [[Battle of Britain]], where the Spitfire's thinner wing gave it an advantage at higher altitudes over the thicker wing-sectioned Hurricane, which was affected to a greater extent by compressibility. Fortuitously, the Spitfire had been designed with a thin wing that was subsequently discovered by the RAE to possess a high Critical Mach No.</ref> In addition, there had been other issues experienced with the Typhoon, such as engine unreliability, insufficient structural integrity, and the inability to perform high altitude interception duties.<ref name=Mason67_3>Mason 1967, p. 3.</ref>

[[File:Hawker Tempest I HM599.jpg|thumb|left|Tempest I prototype ''HM599'' with later bubble canopy; when first flown, it had the "car-door" canopy and small tail unit.]]
In March 1940, engineers were assigned to investigate the new [[Drag (physics)|low–drag]] laminar flow wing developed by [[NACA]] in the United States, which was later used in the [[North American Aviation|North American]] [[P-51 Mustang]]. A laminar flow wing adopted for the Tempest series had a maximum thickness-to-chord ratio of 14.5 per cent at the root, tapering to 10 per cent at the tip.<ref name=Thomas105>Thomas and Shores 1988, p. 105.</ref><ref name=Mason67_3/> The maximum thickness of the Tempest wing was set further back at 37.5 per cent of the chord versus 30 per cent for the Typhoon's wing, reducing the thickness of the wing root by five inches on the new design.<ref name=Thomas105/><ref name=Mason67_3/> The wingspan was originally greater than that of the Typhoon at {{convert|43|ft|m|abbr=on}}, but the wingtips were later "clipped" and the wing became shorter; {{convert|41|ft|m|abbr=on}} versus {{convert|41|ft|7|in|m|abbr=on}}.<ref name=Thomas105/>

The wing [[planform (aeronautics)|planform]] was changed to a near-[[elliptical wing|elliptical]] shape to accommodate the 800 rounds of [[ammunition]] for the four 20&nbsp;mm [[Hispano-Suiza HS.404|Hispano cannon]]s, which were moved back further into the wing. The new wing had greater area than the Typhoon's,{{#tag:ref|Camm later remarked: "The [[Chief of the Air Staff (United Kingdom)|Air Staff]] wouldn't buy anything that didn't look like a [[Supermarine Spitfire|Spitfire]]."{{citation needed|date=September 2023}}|group=nb}} but the new wing design sacrificed the [[leading edge]] fuel tanks of the Typhoon. To make up for this loss in capacity, Hawker engineers added a new {{convert|21|in|cm|abbr=on}} fuel bay in front of the [[cockpit (aviation)|cockpit]], with a 76&nbsp;I[[gallon|gal]] (345&nbsp;L) fuel tank.<ref name=Mason67_3_4>Mason 1967, pp. 3–4.</ref><ref name=Thomas105/> In addition, two inter-spar wing tanks, each of 28&nbsp;Igal (127&nbsp;L), were fitted on either side of the centre section and, starting with late model Tempest Vs, a 30&nbsp;Igal (136&nbsp;L) tank was carried in the leading edge of the port wingroot, giving the Tempest a total internal fuel capacity of 162&nbsp;Igal (736&nbsp;L).<ref>Tempest V Pilot's Notes 1944, pp. 6–7, 31.</ref>

Another important feature of the new wing was Camm's proposal that the [[radiator (engine cooling)|radiator]]s for cooling the engine be fitted into the [[leading edge]] of the wing inboard of the [[Landing gear|undercarriage]]. This eliminated the distinctive "[[beard|chin]]" radiator of the Typhoon and improved [[aerodynamics]].<ref name=Thomas105/><ref name=Mason67_3/> A further improvement of the Tempest wing over that of the Typhoon was the exceptional, flush-riveted surface finish, essential on a high-performance laminar flow [[airfoil]].<ref>Bentley 1973, p. 95.</ref> The new wing and airfoil, and the use of a four-bladed propeller, acted to eliminate the high frequency vibrations that had plagued the Typhoon.<ref name=Thomas106>Thomas and Shores 1988, p. 106.</ref> The design team also chose to use the new [[Napier Sabre|Mark IV version of the Napier Sabre]] H-block 24 cylinder engine for the Tempest, drawings of which had become available to Hawker in early 1941.<ref name=Mason67_4>Mason 1967, p. 4.</ref>

In February 1941, Camm commenced a series of discussions with officials within the [[Minister of Aircraft Production|Ministry of Aircraft Production]] on the topic of the P.1012.<ref name=Mason67_4/> In March 1941 of that year, clearance to proceed with development of the design, referred to at this point as the Typhoon II, was granted. The design at the time encompassed the Sabre E.107C (as it was then known) with a four-blade propeller, 42 ft span elliptical wing with six cannon armament; while the front of the fuselage was redesigned the rear was unchanged from the Typhoon.<ref name=":0">Buttler 2004 p18</ref> At this point, work was undertaken by a team of 45 [[drafter|draughtsmen]] at Hawker's wartime experimental design office at [[Claremont (country house)|Claremont]], [[Esher]] to convert the proposal into technical schematics from which to commence manufacture.<ref name=Mason67_4/> In March 1941, the [[Air Ministry]] issued [[List of Air Ministry Specifications#1940–1949|specification F.10/41]] that had been written to fit the aircraft. The performance estimate given to MAP was 455 mph at 26,000 ft.<ref name=":0" /> In September Camm was told that the Air Ministry's Director of Technical Development that they had decided to have two Typhoons converted to the new design. By October 1941, development of the proposal had advanced to the point where the new design was finalised.<ref name=Mason67_4/>

=== Prototypes ===
[[File:Hawker Tempest II LA602 - Prototype.jpg|thumb|First prototype Tempest Mk. II ''LA602'', again with the small tail unit.]]
On 18 November 1941, a contract was issued by the Air Ministry for a pair of [[prototype]]s of the "Typhoon Mark II"; the new fighter was renamed "Tempest" on 28 February 1942.<ref name=Thomas105/><ref name=Mason67_4/>{{#tag:ref|The renaming of the "Typhoon II" to "Tempest" was considered to be an indication of the level of changes and increasing number of refinements that had made the two aircraft more unique and distinguished from one another.<ref name=Mason67_4/>|group=nb}}{{Efn|Buttler gives 6 August as the official renaming, and notes the suggestion came from Camm in January.<ref>Buttler 2004 p18</ref>}} Complications were added to the Tempest program by external factors in the form of engine issues: the [[Rolls-Royce Vulture]] engine and corresponding [[Hawker Tornado]] aircraft which was being developed in parallel to the Typhoon were both terminated.  This measure turned out to be prudent, as engine development was not trouble-free on some of the variants of the Tempest.<ref name=Mason67_4_6>Mason 1967, pp. 4-6.</ref> The [[Bristol Centaurus]] radial engine was now also considered for equipping the Typhoon and Camm was forewarned in October 1941 to expect a request for a Centaurus to be fitted. This was confirmed in February as an order for six prototypes with the Centaurus; the DTD stating that the development was highest priority.<ref>Buttler 2004 p18</ref>  

Delays with the Sabre IV development affected the project. With the expected first flight date for the Tempest was September 1942, the engine for ''HM595'' was changed to a Sabre II complete with the Typhoon cooling system and under nose radiator.<ref name=":0" /> Due to this previous experience on other programmes, the Air Ministry was sufficiently motivated to request that Tempest prototypes be built using different engines so that, if a delay hit one engine, an alternative powerplant would already be available.<ref name="Mason67_4" />An order was approved for six more prototypes with alternate engines in May and the contract for two with Sabres, two with Centaurus and two with [[Rolls-Royce Griffon|Rolls Royce Griffons]] followed in June.<ref name=":0" /> 

[[File:Hawker Tempest Mk III.jpg|thumb|Tempest Mk. III prototype ''LA610.'']]
The six prototypes built were as follows:<ref name=Mason91_331>Mason 1991, p. 331.</ref><ref name=Mason67_4_5>Mason 1967, pp. 4–5.</ref>
* One Tempest Mk.I ([[serial number]] ''HM599''), equipped with the Napier Sabre Mk.IV engine
* Two Tempest Mk.II (serial numbers ''LA602'' and ''LA607''), equipped with the Bristol Centaurus Mk.IV engine (LA607 later receiving a Centaurus Mk.V)<ref name="hawkertempest.se/markii"/>
* One Tempest Mk.III (serial number ''LA610''), equipped with the Rolls-Royce Griffon 85 engine (originally planned for the Griffon IIB)<ref>{{Cite web|date=2018-02-21|title=HAWKER'S FASTEST FURY – LA610|url=https://navalairhistory.com/2018/02/21/hawkers-fastest-fury-la610/|access-date=2021-08-14|website=navalairhistory.com}}</ref>
* One Tempest Mk.IV (serial number ''LA614''), which was never completed but planned to be equipped with a Griffon 61 engine
* One Tempest Mk.V (serial number ''HM595''), equipped with the Napier Sabre Mk.II engine

The Tempest Mk.I featured other new features, such as a clean single-piece sliding canopy in place of the car-door framed canopy, and it used wing radiators instead of the "chin" radiator.{{#tag:ref|The use of wing radiators was a point of controversy, with Air Ministry officials approaching Camm with doubts concerning its vulnerability to battle damage.<ref name=Mason67_5/>|group=nb}} Due to development difficulties with the Sabre IV engine and its wing radiators, the completion of the Mk.I prototype, ''HM599'', was delayed, and thus it was the Mk.V prototype, ''HM595'', that would fly first.<ref name=Mason67_5/>

{{Multiple image|total_width=230|perrow=1|header=Cockpit and rudder evolution|image1=Hawker Tempest ExCC.jpg|caption1=Tempest Mk.V prototype ''HM595'' with early "car door" cockpit structure and small tail unit.|image2=Hawker Tempest V parked 1944 (cropped).jpg|caption2=Tempest Mk.V production model with late "[[bubble canopy]]" cockpit structure and large tail unit.}}
On 2 September 1942, the Tempest Mk.V prototype, ''HM595'', conducted its [[maiden flight]], flown by Philip Lucas from [[Langley, Berkshire#Langley Airfield|Langley, Berkshire]], England.<ref name=Mason67_5/> ''HM595'', which was powered by a Sabre II engine, retained the Typhoon's framed [[Canopy (aircraft)|canopy]] and car-style door, and was fitted with the "chin" radiator, similar to that of the Typhoon.<ref name=Mason91_331/> It was quickly fitted with the same [[bubble canopy]] fitted to Typhoons, and a modified [[fin]] that almost doubled the vertical tail surface area, made necessary because the directional stability with the original Typhoon fin had been reduced over that of the Typhoon by the longer nose incurred by the new fuel tank. The horizontal tailplanes and [[Elevator (aircraft)|elevators]] were also increased in span and chord; these were also fitted to late production Typhoons.<ref name=Mason91_331/><ref name=Mason67_6/> [[Test pilot]]s found the Tempest a great improvement over the Typhoon in performance; in February 1943 the pilots from the [[Aeroplane and Armament Experimental Establishment|Aeroplane & Armament Experimental Establishment]] at [[MOD Boscombe Down|Boscombe Down]] reported that they were impressed by "a manoeuvrable and pleasant aircraft to fly with no major handling faults".<ref name=Thomas106/>

On 24 February 1943, the second prototype ''HM599'' first flew, representing the "Tempest Mk.I" equipped with the Napier Sabre IV engine; this flight had been principally delayed by protracted problems and slippages encountered in the development of the new Sabre IV engine.<ref name=Thomas106/> Construction had been on hold (so parts could be used for possible repairs to the first prototype) until ''HM595'' was converted to Sabre II.<ref name=":0" /> ''HM599'' was at first equipped with the older Typhoon cockpit structure and vertical tailplane. The elimination of the "chin" radiator did much to improve overall performance, leading to the Tempest Mk.I quickly becoming the fastest aircraft that Hawker had built at that time, having attained a speed of {{convert|466|mph|km/h|abbr=on}} during test flights.<ref name=Mason91_332/> The Sabre IV was failing testing and so the Mk I Tempest was abandoned by the MAP.<ref>Buttler 2004 p21</ref> 

On 27 November 1944, the Tempest Mk.III prototype, ''LA610'', conducted its first flight; it was decided to discontinue development work on the Mk.III, this was due to priority for the Griffon engine having been assigned to the [[Supermarine Spitfire (Griffon-powered variants)|Supermarine Spitfire]] instead.<ref name=Mason67_4_6/>{{#tag:ref|''LA610'' went on to serve as the prototype for the later [[Hawker Sea Fury|Hawker Fury/Sea Fury]], what would be the ultimate offshoot of the Typhoon and Tempest family as well as the fastest of all Hawker-built piston-engine fighters.<ref name=Mason67_6>Mason 1967, p. 6.</ref>|group=nb}}  The Air Ministry had seen the Mk III as a replacement for the Hurricane in ground attack, with the narrower engine giving a better view as well but the Typhoon would be the interim aircraft for the role. In practice the Typhoon proved very good for ground attack.<ref>Buttler, 2004 p 20</ref>

Work on the Tempest Mk.IV variant was abandoned without any prototype being flown at all.<ref name="Mason67_4_6" /> The Tempest Mk.II, which was subject to repeated delays due to its Centaurus powerplant, was persisted with, but would not reach production in time to see service during the Second World War.<ref name="Mason67_6" /> Continual problems with the Sabre IV meant that only the single Tempest Mk.I (''HM599'') was built; consequently, Hawker proceeded to take the Sabre II-equipped "Tempest V" into production instead.<ref name="Thomas107">Thomas and Shores 1988, p. 107.</ref>

In August 1942, even before the first flight of the prototype Tempest V had been conducted, a production order for 400 Tempests was placed by the Air Ministry.<ref name="Mason67_5">Mason 1967, p. 5.</ref>{{Efn|At the start of March 1942, the contract had been for 400 Mark I<ref>Buttler 2004 p 20</ref>}} This order was split, with the initial batch of 100 being Tempest V "Series I"s, powered by the {{convert|2,235|hp|kW|abbr=on}} Sabre IIA series engine, which had the distinctive chin radiator, while the rest were to have been produced as the Tempest I, equipped with the Sabre IV and leading-edge radiators. These 300 Tempest Is were intended to replace an order for a similar quantity of Typhoons placed with the [[Gloster Aircraft Company]].<ref name="Mason67_5" />{{#tag:ref|It had been intended that prefabricated Typhoon components could be reused on the Tempest, this proved to be impractical as the design production Tempest had diverged considerably from the Typhoon.<ref name=Mason67_5/>|group=nb}} As it transpired, the difficulties with the Sabre IV and the wing radiators led to this version never reaching production, the corresponding order was switched to 300 Tempest V "Series 2"s instead.<ref name="Mason67_5" /><ref name="Ovc1">Ovčáčík and Susa 2000, p. 1.</ref>{{#tag:ref|Although JNxxx serialled Tempest Vs are called "Series 1" and later ones called "Series 2", these definitions first appeared in 1957, and there is room for doubt about them being used by Hawker during the Second World War.<ref>[http://www.rafcommands.com/forum/showthread.php?s=3b945437fb56fc153bd6de6c7f848d7d&t=460 "Discussion on first 100 Tempest V."] ''rafcommands.com.'' Retrieved: 1 January 2012.</ref>|group=nb}}

=== Tempest Mk.V ===
[[File:15 Hawker Tempest (15834185691).jpg|thumb|left|Tempest Mk. V prototype with [[bubble canopy]] and Mk. V tail, but with 20 mm Hispano Mk. II guns.]]
During early 1943, a production line for the Tempest Mk.V was established in Hawker's Langley facility, alongside the existing manufacturing line for the [[Hawker Hurricane]].<ref name=Mason67_6/> Production was initially slow, claimed to be due to issues encountered with the rear spar. On 21 June 1943, the first production Tempest V, ''JN729'', rolled off the production line<ref name=Mason67_6/><ref name=Thomas107/> and its maiden flight was conducted by test pilot [[Bill Humble]].<ref>Mason 1991, p. 333.</ref>

[[File:Hawker Tempest V JN729 - Langley - 1943.jpg|thumb|The first production Tempest Mk. V ''JN729''.  Long-barrelled Hispano II cannon and Typhoon five-spoke mainwheels were identifying features of the first production batch of 100 Tempests Vs.]]
During production of the first batch of 100 Tempest V "Series Is", distinguishable by their [[United Kingdom military aircraft serials|serial number prefix ''JN'']], several improvements were progressively introduced and were used from the outset on all succeeding Tempest V "Series 2s", with serial number prefixes EJ, NV and SN. The [[fuselage]]/[[empennage]] joint originally featured 20 external reinforcing "fishplates", similar to those fitted to the Typhoon, but it was not long before the rear fuselage was strengthened and, with the fishplates no longer being needed, the rear fuselage became detachable.<ref name=Bentley>Bentley 1973, pp. 92–93.</ref> The first series of Tempest Vs used a built-up rear spar pick-up/bulkhead assembly (just behind the cockpit) which was adapted from the Typhoon. Small blisters on the upper rear wing root fairing covered the securing bolts. This was later changed to a new forged, lightweight assembly which connected to new spar booms: the upper wing root blisters were replaced by small "teardrop" fairings under the wings.<ref name=Bentley/>

The first 100 Tempest Vs were fitted with {{convert|20|mm|in|abbr=on}} [[Hispano-Suiza HS.404|Hispano Mk.II cannon]] with long barrels which projected ahead of the wing leading edges and were covered by short fairings; later production Tempest Vs switched to the short-barrelled Hispano Mk.Vs, with muzzles flush with the leading edges.<ref name=Ovc1/> Early Tempest Vs used Typhoon-style {{convert|34|by|11|in|cm|abbr=on}} five-spoke wheels, but most had smaller {{convert|30|by|9|in|cm|abbr=on}} four-spoke wheels.<ref name=Ovc2_4>Ovčáčík and Susa 2000, pp. 2, 4.</ref> The new spar structure of the Tempest V also allowed up to {{convert|2,000|lb|kg|abbr=on}} of external stores to be carried underneath the wings.<ref name=Thomas107/> As a result, several early production Tempest V aircraft underwent extensive service trials at Boscombe Down for clearance to be fitted with external stores, such as one {{convert|250-1000|lb|kg|abbr=on}} bomb or eight "60lb" air-to-ground [[RP-3]] rockets under each wing. On 8 April 1944, the Tempest Mk.V attained general clearance<ref name=Mason67_7/> to carry such ordnance, but few Tempest Mk.V deployed bombs operationally during the war.<ref name=Mason67_6/><ref>Mason 1991, p. 334.</ref> Rockets were never used operationally during the war by the Mk.Vs.<ref name="hawkertempest.se/armament"/>

As in all mass-produced aircraft, there may have been some overlap of these features as new components became available. In mid-to-late 1944 other features were introduced to both the Typhoon and Tempest: A [[Rebecca/Eureka transponding radar|''Rebecca'']] transponder unit was fitted, with the associated aerial appearing under the portside centre section. A small, elongated oval [[Pitot-static system|static port]] appeared on the rear starboard fuselage, just above the red centre spot of the [[Royal Air Force roundels|RAF roundel]]. This was apparently used to measure the aircraft's altitude more accurately.{{Citation needed|date=January 2015}}

Unusually, in spite of the Tempest V being the RAF's best low- to medium-altitude fighter, it was not equipped with the new Mk.IIC [[Gyro gunsight|gyroscopic gunsight]] (as fitted in RAF Spitfires and Mustangs from mid-1944), which would have considerably improved the chances of shooting down opposing aircraft. Tempest pilots continued to use either the Type I Mk.III [[Reflector sight|reflector gunsight]], which projected the sighting graticule directly onto the windscreen, or the Mk.IIL until just after the Second World War, when the gyro gunsight was introduced in Tempest IIs.<ref>Ovčáčík and Susa 2000, p. 30.</ref>

Two Tempest Vs, ''EJ518'' and ''NV768'', were fitted with Napier Sabre Vs and experimented with several different Napier-made annular [[radiator (engine cooling)|radiators]], with which they resembled Tempest IIs. This configuration proved to generate less drag than the standard "chin" radiator, contributing to an improvement in the maximum speed of some 11 to 14&nbsp;mph.<ref>''Flight'' 1946, p. 91.</ref> ''NV768'' was later fitted with a ducted spinner, similar to that fitted to the [[Focke-Wulf Fw 190|Fw 190 V1]].<ref name=Mason91_332>Mason 1991, p. 332.</ref><ref>Thomas and Shores 1988, p. 112.</ref>

==== 47 mm anti tank gun trials{{anchor|Vickers 47 mm Class P}} ====
[[File:47mm P.jpg|thumb|Tempest ''SN354'', outfitted with experimental 47&nbsp;mm class P guns and standard smaller four-spoke wheels.]]

Tempest V ''SN354'' was fitted with two experimental underwing Class P 47 mm guns (built by [[Vickers-Armstrongs|Vickers]]) just after the war.<ref name="Williams, A. G.">{{cite web|last=Williams |first= A. G. |url=http://www.quarryhs.co.uk/Pgun.htm |title=The RAF'S 47 mm Class P Gun Project |archive-url=https://web.archive.org/web/20160319192518/http://quarryhs.co.uk/Pgun.htm |archive-date=19 March 2016 |website=quarry.nildram.co.uk |accessdate= 16 March 2012}}</ref><ref name=Mason67_13>Mason 1967, p. 13.</ref>{{efn|The weapon has been misidentified as a 40 mm cannon in many references, such as Mason 1991.<ref name=Mason91_336>Mason 1991, p. 336.</ref>}} These guns were part of a project started in mid-1942 to develop a more powerful airborne [[anti-tank gun]] than the [[Vickers 40 mm Class S gun]] which had been used on the Hurricane IID.<ref name="Williams, A. G."/>{{efn|Vickers, Rolls-Royce and the [[War Office]] Design Department produced competing designs but Rolls Royce stopped work before completing a weapon<ref name="Williams, A. G."/> }} The Vickers guns were housed in long slim streamlined [[gun pod]]s carried on the bomb racks<ref name="hawkertempest.se/armament"/> and had 38 rounds each.<ref>http://i.imgur.com/brlZOwU.png {{Bare URL image|date=March 2022}}</ref> Surviving photographs suggests that the 20&nbsp;mm wing guns were removed for this installation. Testing of the guns revealed that the weapon had potential, but no production was undertaken.<ref name="hawkertempest.se/armament"/>

=== Tempest Mk.II ===
[[File:Hawker Tempest II Hawker Tempest II (17145743791).jpg|thumb|left|Tempest Mk. II prototype with [[bubble canopy]] and Mk. V tail, but with 20 mm Hispano Mk. II guns.]]
As a result of the termination of the Tornado project, Sydney Camm and his design team transferred the alternative engine proposals for the Tornado to the more advanced Tempest.<ref name=Mason67_4_5/> Thus, it was designed from the outset to use the Bristol Centaurus 18 cylinder [[radial engine]] as an alternative to the liquid cooled engines which were also proposed. A pair of Centaurus-powered Tempest II prototypes were completed.<ref>Mason 1991, p. 337.</ref> Apart from the new engine and cowling, the Tempest II prototypes were similar to early series Tempest Vs. The Centaurus engine was closely cowled and the exhaust stacks grouped behind and to either side of the engine: to the rear were air outlets with automatic sliding "gills". The carburettor air intakes were in the inner leading edges of both wings, an oil cooler and air intake were present in the inner starboard wing. The engine installation owed much to examinations of a captured [[Focke-Wulf Fw 190]], and was clean and effective.

On 28 June 1943, the first Tempest II, ''LA602'', flew powered by a Centaurus IV (2,520&nbsp;hp/1,879&nbsp;kW) driving a four-blade propeller. ''LA602'' initially flew with a Typhoon-type fin and rudder unit. This was followed by the second, ''LA607'', which was completed with the enlarged dorsal fin and first flew on 18 September 1943: ''LA607'' was assigned to engine development.<ref name=Mason67_11/>{{#tag:ref|''LA607'' was presented to the [[College of Aeronautics]] at Cranfield, Bedfordshire and is currently ({{as of|2011}}) preserved at [[Fantasy of Flight]] at Polk city, [[Florida]].|group=nb}} The first major problem experienced during the first few flights was serious engine vibrations, which were cured by replacing the rigid, eight-point engine mountings with six-point rubber-packed shock mounts. In a further attempt to alleviate engine vibration, the four-blade propeller was replaced with a five-blade unit; eventually, a finely balanced four bladed unit was settled on.<ref>Mason 1991, p. 339.</ref><ref name=Mason67_12>Mason 1967, p. 12.</ref> Problems were also experienced with engine overheating, poor crankshaft lubrication, exhaust malfunctions and reduction-gear seizures. Because of these problems, and because of the decision to "tropicalise" all Tempest IIs for service in the [[South-East Asian theatre of World War II|South-East Asian theatre]], production was delayed.<ref name=Mason67_11/><ref name=Ovc2>Ovčáčík and Susa 2000, p. 2.</ref>

[[File:Hawker Tempest II at Hawker plant c1945.jpg|thumb|New Tempest IIs of the first production batch at Hawker Aircraft. Note the closely cowled engine and the carburettor and oil-cooler intakes in the starboard wing's inner leading edge.]]
Orders had been placed as early as September 1942 for 500 Tempest IIs to be built by Gloster but in 1943, because of priority being given to the Typhoon, a production contract of 330 Tempest IIs was allocated instead to [[Bristol Aeroplane Company|Bristol]], while Hawker were to build 1,800. This switch delayed production even more.<ref name=Ovc2/><ref name=Mason67_11_12>Mason 1967, pp. 11-12.</ref> On 4 October 1944, the first Tempest II was rolled off the line; the first six production aircraft soon joined the two prototypes for extensive trials and tests.<ref name=Ovc2/> With the end of the Second World War in sight, orders for the Tempest II were trimmed or cancelled; after 50 Tempest IIs had been built by the Bristol [[British shadow factories|shadow factory]] near [[Banwell]], production was stopped and shifted back to Hawker, which built a total of 402, in two production batches: 100 were built as fighters, and 302 were built as fighter-bombers (FB II) with reinforced wings and wing racks capable of carrying bombs of up to 1,000&nbsp;lb.<ref name="Ovc2_7_8">Ovčáčík and Susa 2000, pp. 2, 7–8.</ref>

Physically, the Tempest II was longer than the Tempest Mk.V ({{convert|34|ft|5|in|m|abbr=on}} versus {{convert|33|ft|8|in|m|abbr=on}} and {{convert|3|in|mm|abbr=on}} lower. The weight of the heavier Centaurus engine ({{convert|2,695|lb|kg}} versus {{convert|2,360|lb|kg}} was offset by the absence of a heavy radiator unit, so that the Tempest II was only some {{convert|20|lb|kg}} heavier overall. Performance was improved; maximum speed was {{convert|442|mph|km/h|abbr=on}} at {{convert|15,200|ft|m|abbr=on}} and climb rate to the same altitude took four and a half minutes compared with five minutes for the Tempest Mk.V; the [[Ceiling (aeronautics)|service ceiling]] was also increased to {{convert|37,500|ft|m|abbr=on}}.<ref name=Mason91_342/>

Tropicalising measures included the installation of an air filter and intake in the upper forward fuselage, just behind the engine cowling, and the replacement of the L-shaped pitot head under the outer port wing by a straight rod projecting from the port outer wing leading edge. All production aircraft were powered by a ({{convert|2,590|hp|kW|abbr=on}} Centaurus V driving a {{convert|12|ft|9|in|m|abbr=on}} diameter [[Dowty Rotol|Rotol]] propeller.<ref name=Ovc2_4/> Tempest IIs produced during the war were intended for combat against [[Empire of Japan|Japan]] and would have formed part of [[Tiger Force (air)|Tiger Force]], a proposed [[Empire's Commonwealth of Nations|British and Empire]] long-range bomber force based on Okinawa to attack the Japanese home islands.<ref name=Mason91_340>Mason 1991, p. 340.</ref> The [[Pacific War]] ended before they could be deployed.<ref name=Mason67_12/>

=== Tempest Mk.VI ===
[[File:Tempest-rafhist.jpg|thumb|left|A Tempest Mk. VI.]]
Various engineering refinements that had gone into the Tempest II were incorporated into the last Tempest variant, designated as the ''Tempest VI''. This variant was furnished with a Napier Sabre V engine with {{convert|2,340|hp|kW|abbr=on}}. The more powerful Sabre V required a bigger radiator which displaced the oil cooler and carburettor air intake from the radiator's centre; air for the carburettor was drawn through intakes on the leading edge of the inner wings, while the oil cooler was located behind the radiator. Most Tempest VIs were tropicalised, the main feature of this process being an air filter which was fitted in a fairing on the lower centre section.<ref name=Mason67_12/> Other changes included the strengthening of the rear spar and the inclusion of spring tabs, which granted the variant superior handling performance.<ref name=Mason67_12/>

The original Tempest V prototype, ''HM595'', was extensively modified to serve as the Tempest VI prototype.<ref name=Mason67_12/> On 9 May 1944, ''HM595'' made its first flight after its rebuild, flown by Bill Humble. In December 1944, ''HM595'' was dispatched to [[Khartoum]], [[Sudan]] to conduct a series of tropical trials. During 1945, two more Tempest V aircraft, ''EJ841'' and ''JN750'', were converted to the Tempest VI standard in order to participate in service trials at RAF Boscombe Down.<ref name=Mason67_12/>

At one point, 250 Tempest VIs were on order for the RAF; however, the end of the war led to many aircraft programs being cut back intensively, leading to only 142 aircraft being completed.<ref name=Mason67_12/> For a long time, it was thought there were Tempest VIs that had been converted for [[target tug|target tow]]ing purposes; however, none of the service histories of the aircraft show such conversions and no supporting photographic evidence has been found. The Tempest VI was the last piston-engined fighter in operational service with the RAF, having been superseded by jet propelled aircraft.

=== Drawing board designs ===
In 1943, Camm initiated work on a new design for fighter equipped with the at that point unbuilt [[Rolls-Royce Eagle (1944)|Rolls-Royce R.46]] engine. The project designated as the ''P.1027'' was essentially a slightly enlarged Tempest with the R.46 engine, which Hawker expected to develop around 4,000&nbsp;hp (2,980&nbsp;kW). This engine would have driven a pair of four-bladed [[contra-rotating]] propellers. The radiator was relocated into a ventral bath set underneath the rear fuselage and wing centre section: the wingspan was {{convert|41|ft|m|abbr=on}} and the length was {{convert|37|ft|3|in|m|abbr=on}}.<ref name=buttler30/>

However, work upon the P.1027 design was soon dropped in favour of concentrating upon a further developed design, the ''P.1030,'' in September It featured wing leading edge radiators and had larger overall dimensions of {{convert|42|ft|m|abbr=on}} wingspan and {{convert|39|ft|9|in|m|abbr=on}} length. The top speed was calculated as  {{convert|509|mph|km/h|abbr=on}} at 20,000 ft, with a rate of climb of 6,400&nbsp;ft/min (1,951&nbsp;m/min). Service ceiling was projected to be more than {{convert|42,000|ft|m|abbr=on}}.<ref name=buttler30>Buttler 2004, p. 30.</ref> Work on both was ultimately dropped when Camm decided to focus design efforts upon the more promising jet engine designs he was working on instead.

== Design ==
[[File:Hawker Tempest V from below 1944.jpg|thumb|A Tempest Mk. V flying overhead, marked with black and white stripes used for the easier identification of [[Hawker Typhoon]] and Tempest aircraft. These stripes, similar to the later [[Invasion stripes]], were used until 20 April 1944.]]
The Tempest was a single engine fighter aircraft that excelled at low-level flight. In service, its primary role soon developed into performing "armed reconnaissance" operations, often deep behind enemy lines. The Tempest was particularly well suited to the role because of its high speed at low to medium altitudes, its long range when equipped with two 45-gallon drop tanks, the good firepower of the four 20mm cannon and the good pilot visibility.<ref>Thomas and Shores 2008, p. 584.</ref> The three-piece windscreen and side windows of the Tempest had directly benefited from examination of captured [[Focke-Wulf Fw 190]]s, improvements included the careful design and positioning of the frame structure, blind spots being reduced to an absolute minimum. It had a bullet-resistant centre panel made up of two layers, the outer {{convert|1.5|in|mm|abbr=on}} thick and the inner {{convert|0.25|in|mm|abbr=on}}.<ref>Ovčáčík and Susa 2000, p. 3.</ref>

The majority of production Tempests were powered by a single high-powered Napier Sabre II 24-cylinder engine. All versions of the Sabre drove either a four-bladed, {{convert|14|ft|m|abbr=on}} diameter [[de Havilland Propellers|de Havilland]] Hydromatic or [[Dowty Rotol|Rotol]] propeller. Starting with EJxxx series, on the Tempest V, both the improved Sabre IIB and IIC were used, these engines were capable of producing over {{convert|2,400|hp|kW|abbr=on}} on emergency boost for short periods of time.<ref name=Ovc4/><ref name=Performance>[http://www.wwiiaircraftperformance.org/tempest/material-command-tempest.pdf "Tempest MK V Performance."] ''wwiiaircraftperformance.org.'' Retrieved: 10 August 2010.</ref> Alternative engines were used on some production variants, such as the Tempest II, for which a single [[Bristol Centaurus]] 18 cylinder [[radial engine]] was adopted, or the final Tempest VI, upon which a Napier Sabre V was used. Early on in development, the adoption of several other engines was proposed, some of which were tested upon multiple prototypes.<ref name=Mason67_4_6/>

The wing of the Tempest was one of its more significant design features, having been developed from the Typhoon to use a thinner laminar flow design approach. The wing [[planform (aeronautics)|planform]] was of a near-[[elliptical wing|elliptical]] shape; the aircraft's armament of four 20&nbsp;mm Hispano cannons with 800 rounds of [[ammunition]] was also embedded into the wing.<ref name=Thomas105/> The [[ailerons]] were fitted with spring-loaded [[Trim tab|tabs]] which lightened the aerodynamic loads, making them easier for the pilot to use and dramatically improving the [[Yaw, pitch, and roll|roll]] rate above {{convert|250|mph|km/h|abbr=on}}.<ref name=Thomas107/><ref name=Mason67_7/> The spar structure of the Tempest V also allowed the wings to carry up to {{convert|2,000|lb|kg}} of external stores. Also developed specifically for the Tempest by Hawker was a streamlined 45&nbsp;gal (205&nbsp;L) "drop tank" to extend the operational radius by {{convert|500|mi|km|abbr=on}} and carrier fairing; the redesigned wing incorporated the plumbing for these tanks, one to each wing.<ref name=Thomas107/><ref name=Mason91_342>Mason 1991, p. 342.</ref>

[[File:15 Hawker Tempest (15650618428).jpg|thumb|left|LA602, a prototype Bristol Centaurus-powered Tempest.]]
The main undercarriage was redesigned from the Typhoon, featuring lengthened legs and a wider track ({{convert|16|ft|m|abbr=on|disp=semicolon}}) to improve stability at the high landing speed of {{convert|110|mph|km/h|abbr=on}}, and to allow [[tip clearance]] for a new de Havilland {{convert|14|ft|m|abbr=on}} diameter four-blade propeller. The main undercarriage units were [[Dowty Group|Dowty]] levered suspension units incorporating [[trunnions]] which shortened the legs as they retracted.<ref name=Ovc4>Ovčáčík and Susa 2000, p. 4.</ref><ref>[http://www.hawkertempest.se/detailmkiigear.htm "Undercarriage blueprint."] {{webarchive|url=https://web.archive.org/web/20080326214506/http://www.hawkertempest.se/detailmkiigear.htm |date=2008-03-26 }} ''hawkertempest.se.'' Retrieved: 1 January 2012.</ref> The retractable tailwheel was fully enclosed by small doors and could be fitted with either a plain [[Dunlop Rubber|Dunlop]] manufactured tyre, or a Dunlop-Marstrand "twin-contact" anti-shimmy tyre.<ref name=Ovc4/>

During development, Camm and the Hawker design team had placed a high priority on making the Tempest easily accessible to both air and ground crews; to this end, the forward fuselage and cockpit areas of the earlier Hurricane and the Tempest and Typhoon families were covered by large removable panels providing access to as many components as possible, including [[Aircraft flight control system|flight controls]] and engine accessories. Both upper wing roots incorporated panels of non-slip coating. For the pilot a retractable foot stirrup under the starboard root trailing edge was linked to a pair of handholds which were covered by spring-loaded flaps. Through a system of linkages, when the canopy was open the stirrup was lowered and the flaps opened, providing easy access to the cockpit; as the canopy was closed, the stirrup was raised into the fuselage and the flaps snapped shut.

== Operational history ==
[[File:Royal Air Force- 2nd Tactical Air Force, 1944-1945. CL2265.jpg|thumb|Formation of Tempest Mk. Vs of No. 122 Wing returning to their base at [[Volkel Air Base|B80/Volkel]], the Netherlands.]]
[[File:486SqnVolkers1945.JPG|thumb|A Tempest Mk. V of [[No. 486 Squadron RNZAF|486 Squadron RNZAF]] at [[Volkel Air Base|Volkel ALG]], the [[Netherlands]], 1945.]]
By April 1944, the Tempest V had attained general acceptance and was in the hands of operational squadrons; [[No. 3 Squadron RAF|3 Squadron]] was the first to be fully equipped, closely followed by [[No. 486 Squadron RNZAF|486 (NZ) Squadron]] (the only [[Article XV squadron]] to be equipped with the Tempest during the Second World War), replacing their previous Typhoons.<ref name=Mason67_7/> A third unit—[[No. 56 Squadron RAF|56 Squadron]]—initially kept its Typhoons and was then temporarily equipped with [[Supermarine Spitfire (late Merlin powered variants)#Mk IX (type 361)|Spitfire IXs]] until sufficient supplies of Tempests were available.<ref>Shores and Thomas 2008, p. 679.</ref>{{#tag:ref|According to Roland Beamont, these production delays had been caused by an industrial dispute at Langley.{{cite needed|date=April 2024}} |group=nb}} By the end of April 1944, these units were based at [[RAF Newchurch]] in Kent a new "[[Advanced Landing Ground]]" (ALG), where they formed [[No. 150 Wing RAF|150 Wing]], commanded by [[Wing Commander (rank)|Wing Commander]] [[Roland Beamont]]. The new Wing was part of the [[Second Tactical Air Force]] (2nd TAF).

Most of the operations carried out by 150 Wing comprised high-altitude fighter sweeps, offensive operations known as "Rangers", as well as reconnaissance missions. Prior to the [[Normandy landings]], Tempests would routinely conduct long-range sorties inside enemy territory and penetrate into Northern France and the [[Low Countries]], using a combination of cannons and bombs to attack airfields, radar installations, ground vehicles, coastal shipping and the launch sites for the German [[V-1 flying bomb]]s.<ref name=Mason67_7/> The build-up of Tempest-equipped squadrons was increased rapidly, in part due to factors such as the V-1 threat, although a [[strike action|labour strike]] in Hawker's assembly shop adversely affected this rate; by September 1944, five frontline Tempest squadrons with a total of 114 aircraft were in operation.<ref name=Mason67_7/>

In June 1944, the first of the V-1s were launched against London; the excellent low-altitude performance of the Tempest made it one of the preferred tools for handling the small fast-flying unmanned missiles. 150 Wing was transferred back to the [[RAF Fighter Command]]; the Tempest squadrons soon racked up a considerable percentage of the total RAF kills of the flying bombs (638 of a total of 1,846 destroyed by aircraft).<ref name=Mason67_7/><ref>[https://books.google.com/books?id=h98DAAAAMBAJ&dq=Popular+Science+1930+plane+%22Popular+Mechanics%22&pg=PA54 "4-Cannon Tempest Chases Nazi Robot Bomb."] ''Popular Mechanics'', February 1945.</ref>{{page needed|date=April 2024}} Using external drop tanks, the Tempest was able to maintain standing patrols of four and half hours off the south coast of England in the approach paths of the V-1s.<ref name=Mason67_7_10>Mason 1967, p. 7, 10.</ref> Guided by close instructions from coastal radar installation, Tempests would be positioned ready for a typical pursuit and would either use cannon fire or nudge the V-1 with the aircraft itself to destroy it.<ref name=Mason67_10>Mason 1967, p. 10.</ref>

[[File:Tempest Mk.V 486 Sqn RNZAF at Castle Camps 1944.jpg|thumb|left|Early Tempest Mk. V of 486 Sqn. April 1944. ''JN766'' still has its black and white Typhoon-style underwing recognition bands.]]
[[File:Tempest-V-2TAF.jpg|thumb|left|Early Tempest Mk. V of [[No. 3 Squadron RAF|3 Sqn.]] being refuelled and re-armed by ground crew at [[RAF Newchurch|Newchurch]], [[Kent]], June 1944.]]
In September 1944, Tempest units, based at [[forward airfield]]s in England, supported [[Operation Market Garden]], the airborne attempt to seize a bridgehead over the [[Rhine River|Rhine]]. On 21 September 1944, as the V-1 threat had receded, the Tempest squadrons were redeployed to the 2nd TAF, effectively trading places with the [[North American P-51 Mustang|Mustang III]] squadrons of [[No. 122 Wing RAF|122 Wing]], which became part of the Fighter Command units deployed on bomber escort duties.<ref name=ThoSh678>Shores and Thomas 2008, p. 678.</ref> 122 Wing now consisted of 3 Sqn., 56 Sqn., [[No. 80 Squadron RAF|80 Sqn.]], [[No. 274 Squadron RAF|274 Sqn.]] (to March 1945), and 486(NZ)Sqn. From 1 October 1944 122 Wing was based at [[Volkel Air Base#History|ALG B.80 (Volkel)]] near [[Uden]], in the [[Netherlands]].<ref name=ThoSh678/> During the early phase of operations, the Tempest regularly emerged victorious and proved to be a difficult opponent for the ''Luftwaffe''{{'}}s [[Messerschmitt Bf 109|Messerschmitt Bf 109G]] and Fw 190 fighters to counter.<ref name=Mason67_7/>

Armed reconnaissance missions were usually flown by two sections (eight aircraft), flying in [[finger-four]] formations, which would cross the front lines at altitudes of 7,000 to 8,000 feet: once the Tempests reached their allocated target area the lead section dropped to {{convert|4,000|ft|abbr=on}} or lower to search for targets to strafe, while the other section flew cover {{convert|1,000|ft|abbr=on}} higher and down sun. After the first section had carried out several attacks, it swapped places with the second section and the attacks continued until all ammunition had been exhausted, after which the Tempests would return to base at 8,000&nbsp;ft.<ref name=ThoSh485>Thomas Shores and Thomas 2008, p. 585.</ref> As many of the more profitable targets were usually some 250 miles from base, the Tempests typically carried two 45-gallon drop tanks which were turned on soon after takeoff. Although there were fears that the empty tanks would explode if hit by flak, the threat never eventuated and, due to the tanks being often difficult to jettison, they were routinely carried throughout an operation with little effect on performance, reducing maximum speed by 5 to 10&nbsp;mph and range by 2 per cent.<ref name=ThoSh485/><ref>Air Ministry 1944, p. 16.</ref>

Between October and December 1944, the Tempest was practically withdrawn from combat operations for overhaul work, as well as to allow operational pilots to train newcomers.<ref name=Mason67_10/> The overhaul process involved the replacement or major servicing of their engines and the withdrawal of the limited number of aircraft which were equipped with spring-tabs; these increased manoeuvrability so much that there was a risk of damaging the airframe. In December 1944, upon the Tempest's reentry into service, the type had the twin tasks of the systematic destruction of the North German rail network along with all related targets of opportunity, and the maintenance of air supremacy within the North German theatre, searching for and destroying any high-performance fighter or bomber aircraft of the ''Luftwaffe'', whether in the air or on the ground.<ref name=Mason67_10_11>Mason 1967, pp. 10–11.</ref>

In December 1944, a total of 52 German fighters were downed, 89 [[train]]s and countless military vehicles were destroyed, for the loss of 20 Tempests. Following the ''Luftwaffe''{{'}}s ''[[Operation Bodenplatte|Unternehmen Bodenplatte]]'' of 1 January 1945, 122 Wing bore the brunt of low- to medium-altitude fighter operations for the [[RAF Second Tactical Air Force|Second Tactical Air Force]], which had fortuitously evaded the extensive Bodenplatte raid, and had contributed to efforts to intercept the raiders.<ref name=Mason67_11/><ref name=various/> During this time, Spitfire XIVs of 125 and 126 Wings often provided medium- to high-altitude cover for the Tempests, which came under intense pressure, the wing losing 47 pilots in January. In February 1945, [[No. 33 Squadron RAF|33]] and [[No. 222 Squadron RAF|222 Sqns.]] of [[No. 135 Wing RAF|135 Wing]] converted from Spitfire Mk IXs and, in March, were joined by 274 Sqn. 135 Wing was based at ALG B.77 ([[Gilze-Rijen Air Base|Gilze-Rijen airfield]]) in the Netherlands.<ref name=Mason67_11>Mason 1967, p. 11.</ref><ref name=various>Shores and Thomas 2008, pp. 679, 684, 686.</ref> The intensity of operations persisted throughout the remainder of the war.<ref name=Mason67_11/>

=== Against advanced German planes ===
Piloting a Tempest on 19 April 1945, Flying Officer Geoffrey Walkington was the first to shoot down a [[Heinkel He 162]], the ''Luftwaffe''{{'}}s then-latest jet fighter, which had just entered service with the I./JG 1 (1st Group of [[Jagdgeschwader 1 (World War II)|''Jagdgeschwader'' 1 ''Oesau'']] — "1st Fighter Wing ''Oesau''").<ref> Shores 2006 pp497–498</ref>

Tempest pilots, including French ace [[Pierre Clostermann]], made the first Allied combat encounter with a [[Dornier 335]] in April 1945. In his book ''The Big Show,'' he describes leading a flight of Hawker Tempests from [[No. 3 Squadron RAF]] over northern Germany, when they saw a lone unusual looking aircraft flying at maximum speed at treetop level. Detecting the British aircraft, the German pilot reversed course to evade. Despite the Tempests' considerable low altitude speed, Clostermann decided not to attempt to follow as it was obviously much quicker though one of the other two Tempests did pursue it briefly.<ref>Clostermann, 2004 pp.273–274</ref>

During 1945, Tempests scored of a number of kills against the new German jets, including the [[Messerschmitt Me 262]]. Hubert Lange, a Me 262 pilot, said: "the Messerschmitt Me 262's most dangerous opponent was the British Hawker Tempest — extremely fast at low altitudes, highly manoeuvrable and heavily armed."<ref>[http://www.hawkertempest.se/ "Hawker Tempest."] ''hawkertempest.se.'' Retrieved: 1 January 2012.</ref>

Some Me 262s were destroyed using a tactic known to 135 Wing as the "Rat Scramble";<ref>Clostermann 2004, p. 250.</ref> Tempests on immediate alert took off when an Me 262 was reported to be airborne. They did not directly intercept the jet, but instead flew towards the airbase at [[Hopsten|Rheine-Hopsten]], known to base Me 262s and [[Arado Ar 234|Ar 234s]].<ref>{{cite web |url= http://www.etnp.de/index.html/index.html |archive-url=https://web.archive.org/web/20160105010924/http://www.etnp.de/index.html/index.html |title=Fluglehrzentrum F-4F JG 72, JBG 36 |trans-title=F-4F Flight Training Center Jagdgeschwader 72 "Westfalen" Fighter-Bomber Wing 36 |work= etnp.de |lang=de |access-date=5 January 2016 |archive-date=5 January 2016 }}</ref> The aim was to attack jets on their landing approach, when they were at their most vulnerable, travelling slowly, with flaps down and incapable of rapid acceleration. The Germans responded by creating a "flak lane" of over 150 of the [[2 cm Flak 30/38/Flakvierling#2 cm Flakvierling 38|''Flakvierling'' quadruple 20 mm]] AA batteries at Rheine-Hopsten, to protect the approaches.<ref>[http://www.etnp.de/Seite46-Geschichte-UK/Seite46-Geschichte-UK.htm "The "Westfalen-Wing" in Rheine-Hopsten."] ''etnep.de.'' Retrieved: 1 January 2012.</ref>{{#tag:ref|As well as the flak guns, there were several piston engine fighter units based in the area which were tasked to cover the jets as they were landing.|group=nb}} After seven Tempests were lost to anti-aircraft fire at Rheine-Hopsten in a single week, the "Rat Scramble" was discontinued. For a few days in March 1945, a strict "''No'', repeat, No ground attacks" policy was imposed.<ref>Thomas and Shores 1988, p. 129.</ref>

=== Air combat success ratio ===
In air-to-air combat, the Tempest units achieved an estimated air combat success ratio of about 8:1, scoring 239 confirmed victories (not including the additional "victories" against the unmanned V-1 flying bomb), 9 probable victories, and 31 losses and probable losses.<ref>from tables in ''The Typhoon & Tempest Story'', Thomas & Shores, Arms & Armour, 1988</ref><ref>{{cite web|title=Tempest Victories|url=https://www.hawkertempest.se/index.php/piloter/victories|website=The Hawker Tempest Page}}</ref>

The top-scoring Tempest pilot was Squadron Leader [[David Fairbanks]] [[Distinguished Flying Cross (United Kingdom)|DFC]], an American who joined the [[Royal Canadian Air Force]] in 1941. By mid-1944, he was flying with 274 Squadron. When he was shot down and made a [[prisoner of war]] in February 1945, he had destroyed 11 or 12 German aircraft (and one shared), to make him the highest-scoring Tempest ace.<ref>Thomas and Shores 1988, p. 193.</ref>

=== Other activities ===
[[File:Royal Air Force- 2nd Tactical Air Force, 1943-1945. CH18814.jpg|thumb|3 Squadron RAF Tempest and air crew during a pre-mission briefing, during the [[Battle of Normandy]], 1944.]]
[[File:Hawker Tempest TT Mk.5 target tug 1948.jpg|thumb|A Tempest TT Mk. V target tug, 1948.]]
Early flights by RAF pilots found the Tempest, unlike the Typhoon, was buffet-free up to and somewhat beyond {{convert|500|mph|abbr=on}}.<ref name=Mason67_7/> During 1944, several veteran USAAF pilots flew the Tempest in mock combat exercises held over the south of England; the consensus from these operations was that it was roughly akin to the American [[Republic P-47 Thunderbolt]]. According to aviation author Francis K. Mason, the Tempest was commonly accepted as the best–performing RAF fighter in operational service by [[Victory in Europe Day|VE Day]].<ref name=Mason67_7>Mason 1967, p. 7.</ref> Following the end of the war, the RAF decided upon the Tempest as its standard fighter, pending the introduction of newer aircraft, many of which would be developed post-war, such as the [[de Havilland Hornet]] and the [[de Havilland Vampire]], as well as the [[Gloster Meteor]]. A number of squadrons would operate the Tempest as their final piston-engined type before converting to the new generation of jet-powered fighter aircraft that would come to dominate the next decade and beyond.<ref name=Mason67_11/>

===Far East===
The later Tempest Mk.II was tropicalised as it had been decided that this variant would be intended for combat against Japan. The envisioned role for the type would have been as a purpose-built type which would participate in the [[Tiger Force (air)|Tiger Force]], which was a proposed [[Commonwealth of Nations|British Commonwealth]] long-range bomber force to have been stationed on [[Okinawa Island|Okinawa]] as a forward base for operations against the Japanese mainland.<ref name=Mason91_340/> Before the Tempest Mk.II entered operational service, the [[Pacific War]] ended.<ref name=Mason67_12/> By October 1945, a total of 320 Tempest IIs had been delivered to maintenance units stationed at [[Aston Down|RAF Aston Down]] and [[Cotswold Airport|RAF Kemble]]; these aircraft were mainly dispatched to squadrons stationed overseas in Germany and in India, along with other locations such as [[Hong Kong]] and [[Malaysia]].<ref name=Mason67_12/> On 8 June 1946, a Tempest II, flown by Roland Beamont, led the flypast at the [[London Victory Celebrations of 1946]]. RAF Tempest IIs saw combat use against [[Guerrilla warfare|guerrillas]] of the [[Malayan National Liberation Army]] during the early stages of the [[Malayan Emergency]].<ref name=Mason67_12/>

==Post war==
A total of 142 Tempest Mk VI were produced, which equipped nine squadrons of the RAF, five of these being stationed in the Middle East due to its suitability for such environments. This particular variant was anticipated to have a short lifetime and their phasing out commenced in 1949. During the 1950s, the Tempest was mainly used in its final capacity as a [[target tug]] aircraft. In 1947, the RAF transferred a total of 89 Tempest FB IIs to the [[Indian Air Force]] (IAF), while another 24 were passed on to the [[Pakistani Air Force]] (PAF) in 1948. Both India and Pakistan would operate the Tempest until 1953.<ref name=Mason67_12/> Several of these aircraft remain in existence, with three being restored to airworthiness in the United States and New Zealand. The restoration of an IAF Tempest Mk.II, ''MW376'', in [[New Zealand]] was stalled due to the unexpected death of the owner in 2013, the aircraft being sold to a Canadian enthusiast; as of April 2016, MW376 was receiving extensive work at facilities in [[Kelowna]], [[British Columbia]], Canada. It is being restored to an operational condition.

== Variants ==
;Tempest Mk. I:Prototype fitted with the Napier Sabre Mk. IV [[Straight engine|inline piston engine]] with oil coolers and radiators placed in the wing to reduce drag, one aircraft built.

;Tempest Mk. II:Single-seat fighter aircraft for the RAF, fitted with the Bristol Centaurus Mk. V engine, the short-barrelled Hispano Mk. V cannons and the standard Mk. V tail-unit.<ref name="hawkertempest.se/markii">{{Cite web|title=Tempest Mark II (F.2)|url=https://www.hawkertempest.se/index.php/thetempest/2014-05-12-18-28-30/markii|access-date=2021-08-10|website=hawkertempest.se}}</ref> The guns on the Tempest Mk. II had fewer cartridges compared to the Tempest Mk. V and Mk. VI (162 inboard and 152 outboard).<ref name="hawkertempest.se/armament">{{Cite web|title=Tempest Armament/Drop tanks|url=https://www.hawkertempest.se/index.php/thetempest/armament-drop-tanks|access-date=2021-08-10|website=hawkertempest.se}}</ref> 402 built by Hawker at Langley and 50 by Bristol Aeroplane Company, Banwell.
:*'''Tempest F. Mk. II – (F.2{{efn|post war, the RAF changed to using Roman numerals in designations}})''' – Initial fighter version of the Tempest Mk. II. 100 built by Hawker<ref name="Ovc2_7_8"/> and 50 by Bristol.<ref name="hawkertempest.se/markii" /> Later upgraded to FB standard.<ref name="hawkertempest.se/markii" />
:*'''Tempest F.B. Mk. II – (FB.2)''' – Later fighter-bomber version of the Tempest Mk. II with strengthened wings and underwing hardpoints for bomb and rocket pylons, among other smaller changes.<ref name="hawkertempest.se/markii" /> 302 built by Hawker.<ref name="Ovc2_7_8"/><ref name="hawkertempest.se/markii" />

;Tempest Mk. III:Singe-seat experimental version of the Tempest, fitted with a [[Rolls-Royce Griffon]] 85 piston engine and contra-rotating propellers.<ref name="hawkertempest.se/markiii">{{Cite web|title=Tempest Mark III (F.3)|url=https://www.hawkertempest.se/index.php/thetempest/2014-05-12-18-28-30/markiii|access-date=2021-08-10|website=hawkertempest.se}}</ref> One prototype (LA610) built.<ref name="hawkertempest.se/markiii"/>

;Tempest Mk. IV:Tempest variant with a Rolls-Royce Griffon 61 piston engine.<ref name="hawkertempest.se/markiii"/> One prototype (LA614) cancelled in February 1943.<ref name="hawkertempest.se/markiii"/>

;Tempest Mk. V – F. Mk. V – (F.5):Single-seat fighter aircraft for the RAF, fitted with the Napier Sabre Mk. IIA, IIB or IIC, 801 built at Langley.<ref name="hawkertempest.se/markv">{{Cite web|title=Tempest Mark V (F.5)|url=https://www.hawkertempest.se/index.php/thetempest/2014-05-12-18-28-30/markv|access-date=2021-08-10|website=hawkertempest.se}}</ref>
:*'''Tempest F. Mk. V Series 1''' – Initial production version of the Tempest Mk V. Series 1 aircraft were fitted with four long-barrel 20&nbsp;mm (.79&nbsp;in) Hispano Mk. II cannons{{#tag:ref|The wings were capable of mounting later 20 mm Hispano Mk. V guns and Series 1 individuals might have received such with time.<ref name="hawkertempest.se/armament"/>|group=nb}} and continued to use some Typhoon components. 100 built.<ref name="hawkertempest.se/markv"/>
:*'''Tempest F. Mk. V Series 2''' – Later production version of the Tempest Mk. V, starting from Series 2. From Series 2 aircraft were fitted with four short-barrel 20&nbsp;mm Mark V Hispano cannons and other production line changes. 701 built.<ref name="hawkertempest.se/markv"/>
:*'''Tempest Mk. V "(PV)"''' – Experimental anti-tank version of the Tempest Mk. V fitted with two underwing experimental [[Vickers 47 mm Class P anti-tank gun|47 mm PV]] (Class P, [[Vickers-Armstrongs|Vickers]]) anti-tank [[gunpod]]s.<ref name="Williams, A. G."/> One Tempest Mk. V (SN354) modified for testing.<ref name="hawkertempest.se/armament"/>
:*'''Tempest T.T. Mk. 5 – (TT.5)''' – After the Second World War a number of Tempest Mk Vs were converted to serve as target tugs.

;Tempest Mk. VI – F. Mk. VI (F.6): Single-seat fighter aircraft for the RAF, fitted with the Napier Sabre Mk. V engine (2,340&nbsp;hp) but otherwise equivalent to the later Tempest Mk. V. 142 built.<ref name="hawkertempest.se/markvi">{{Cite web|title=Tempest Mark VI (F.6)|url=https://www.hawkertempest.se/index.php/thetempest/2014-05-12-18-28-30/markvi|access-date=2021-08-10|website=hawkertempest.se}}</ref>

<gallery mode="packed" heights="120px">
File:Tempest mk1 (hm599) 02.jpg|Tempest Mk. I – Prototype ''HM599''
File:Hawker Tempest II.jpg|Tempest Mk. II – Early ''F.B. Mk. II'' production model ''PR533''. Note the underwing bomb racks.
File:Hawker Tempest Mk III.jpg|Tempest Mk. III – Prototype ''LA610''
File:Hawker Tempest Mk V.jpg|Tempest Mk. V – Early production model, note the protruding barrels of the 20&nbsp;mm Hispano Mk.II guns.
File:Tempest-rafhist.jpg|Tempest Mk. VI – Early production model ''NX201''.
</gallery>

== Operators ==
{{Main|List of Hawker Tempest operators}}
* {{flag|Canada|1921}} (One Tempest V, acquired postwar for trials.<ref>[http://www.rcaf.com/aircraft/fighters/tempest/index.php?name=Tempest "Hawker Tempest."] ''rcaf.com''. Retrieved: 3 November 2009.</ref>)
* {{IND}}
* {{NZL}}
* {{flagicon|Dominion of Pakistan}} [[Dominion of Pakistan|Pakistan]]
* {{UK}}

== Surviving aircraft ==
[[File:Hawker Tempest.jpg|thumb|A preserved Tempest II, ''PR536'', on display at the [[Royal Air Force Museum London]], [[Hendon]], [[London]]]]
[[File:Hawker Tempest,, RAF Museum, Hendon. (10969366666).jpg|thumb|A Tempest TT.5 ''NV778'', on suspended display]]
[[File:HA623 (13992111594).jpg|thumb|Preserved IAF Hawker Tempest]]

=== Airworthy ===
* Mk.II ''G-TEMT/MW763'' - First built as Tempest II and taken on charge with RAF with serial ''<nowiki/>'MW763''<nowiki/>' in 1945. In 1948, the aircraft transferred to the IAF with serial '''HA586''<nowiki/>'. In 1989, it was transferred to [[Brooklands]] in Surrey with Autokraft Ltd with new civil registration G-TEMT, In 1997, it kept its civilian registration of G-TEMT and moved to [[Wickenby]], Lincolnshire with Tempest Two Limited. In 2016, it moved to Dunmow, Essex with Anglia Aircraft Restorations Ltd, where it was being restored from 2016, until 2019 when it moved to Air Leasing at [[Sywell Aerodrome]] in Northampton for its final stages of restoration. It had its maiden flight from its home base at Sywell Aerodrome on 10 October 2023 after a 34-year-long restoration.<ref>{{cite web|url= https://www.facebook.com/photo?fbid=712860650880508&set=a.457726916393884&locale=en_GB|title=Sywell Aviation Museum on Facebook|publisher=Sywell Aviation Museum}}</ref>

=== Under restoration/privately owned ===
* Mk.II ''MW404'' - under restoration to fly by Chris Miller, Texas, USA<ref>{{cite web|url=http://hawkertempest.se/index.php/survivors/mw4043|title=MW404|publisher=Hawkertempest.se|access-date=26 November 2014|url-status=dead|archive-url=https://web.archive.org/web/20141112135339/http://www.hawkertempest.se/index.php/survivors/mw4043|archive-date=12 November 2014}}</ref>
* Mk.II ''MW810'' - under restoration to fly with [[Nelson Ezell]], Texas, USA<ref>{{cite web|url=http://hawkertempest.se/index.php/survivors/mw8103|title=MW810|publisher=Hawkertempest.se|access-date=26 November 2014|url-status=dead|archive-url=https://web.archive.org/web/20141112143957/http://www.hawkertempest.se/index.php/survivors/mw8103|archive-date=12 November 2014}}</ref>
* Mk.V ''N7027E/EJ693'' - under restoration to fly for [[Kermit Weeks]], USA<ref>{{cite web|url=http://hawkertempest.se/index.php/survivors/ej6932|title=EJ693|publisher=Hawkertempest.se|access-date=26 November 2014|url-status=dead|archive-url=https://web.archive.org/web/20141112135331/http://www.hawkertempest.se/index.php/survivors/ej6932|archive-date=12 November 2014}}</ref>
* Mk.V ''G-TMPV/JN768'' - owned by Richard Grace, Halstead, UK, bought by [[Hawker Typhoon Preservation Group]] for incorporating into RB396<ref>{{cite web|url=http://www.caa.co.uk/application.aspx?catid=60&pagetype=65&appid=1&mode=detail&aircrafttype=hawker%20tempest&dataindex=2|title=HAWKER TEMPEST MK V|publisher=Caa.co.uk|access-date=26 November 2014|archive-date=22 May 2014|archive-url=https://web.archive.org/web/20140522232354/http://www.caa.co.uk/application.aspx?catid=60&pagetype=65&appid=1&mode=detail&aircrafttype=hawker%20tempest&dataindex=2|url-status=dead}}</ref><ref>{{cite web |title=JN768 |url=https://www.hawkertempest.se/index.php/survivors/2015-01-19-19-22-20/jn768 |website=Hawker Tempest}}</ref>
* Mk.II ''MW376'' - under restoration to fly by KF Aerospace, Kelowna, B.C., Canada <ref>{{cite web|url= http://www.hawkertempest.se/index.php/survivors/2015-01-19-19-22-20/mw3762|title=MW376|publisher=Hawkertempest.se}}</ref>

=== Stored ===
* Mk.II ''LA607/N607LA'' - Kermit Weeks, Florida, USA<ref>{{cite web|url=http://hawkertempest.se/index.php/survivors/la6072|title=LA607|publisher=Hawkertempest.se|access-date=26 November 2014|url-status=dead|archive-url=https://web.archive.org/web/20141112135254/http://www.hawkertempest.se/index.php/survivors/la6072|archive-date=12 November 2014}}</ref>
* Mk.II ''G-PEST/MW401'' - stored, Blackbushe, UK<ref name=TempestSe>{{cite web|url=http://hawkertempest.se/index.php/survivors/summary-of-survivors|title=Summary|publisher=Hawkertempest.se|access-date=26 November 2014}}</ref>

=== On display ===
* Mk.II MW758/HA580 - On display at South Wales Aviation Museum, St Athan, Wales, UK
* Mk.II ''HA623/MW848'' - [[Indian Air Force Museum, Palam|Indian Air Force Museum]], New Delhi, India<ref>http://hawkertempest.se/index.php/survivors/ha62323 {{dead link|date=November 2014}}</ref>
* Mk.II ''PR536'' - Royal Air Force Museum Cosford, Cosford, UK<ref>{{cite web|url=http://hawkertempest.se/index.php/survivors/pr5363|title=PR536|publisher=Hawkertempest.se|access-date=26 November 2014|url-status=dead|archive-url=https://web.archive.org/web/20141112135745/http://www.hawkertempest.se/index.php/survivors/pr5363|archive-date=12 November 2014}}</ref>
* TT.5 ''NV778'' - [[Royal Air Force Museum London]], Hendon, UK<ref>{{cite web|url=http://hawkertempest.se/index.php/survivors/nv7783|title=NV778|publisher=Hawkertempest.se|access-date=26 November 2014|url-status=dead|archive-url=https://web.archive.org/web/20141112135420/http://www.hawkertempest.se/index.php/survivors/nv7783|archive-date=12 November 2014}}</ref>

== Specifications (Tempest Mk.V) ==
[[File:Hawker Tempest Mk II 3-view.svg|thumb|3-view drawing of a Tempest II]]
[[File:Tempest II PR536 at RAF Museum London Flickr 5316004947.jpg|thumb|Rear fuselage and tail of a {{nowrap|Tempest Mk.II}}]]
[[File:Tempest II PR536 at RAF Museum London Flickr 5316596800.jpg|thumb|Closeup head-on view of a {{nowrap|Tempest Mk.II}}]]
{{Aircraft specs
|ref=Jane's all the World's Aircraft 1947,<ref name=JAWA1947>{{cite book |title=Jane's all the World's Aircraft 1947 |editor1-last=Bridgman |editor1-first=Leonard |year=1947 |publisher=Sampson Low, Marston & Co |location=London |pages=57c–59c}}</ref> Jane's Fighting Aircraft of World War II,<ref name=Performance/> Jane's all the World's Aircraft 1946,<ref name=janes>Bridgman 1946, pp. 126–127.</ref> The Hawker Tempest I-IV<ref name=Mason67_16>Mason 1967, p. 16.</ref>
|prime units?=imp
|crew=1
|length ft=33
|length in=8
|length note=<ref group=v>Tempest II: {{cvt|34|ft|5|in}}</ref>
|span ft=41
|span in=0
|height ft=14
|height in=10
|height note=tail in rigging position with one propeller blade vertical){{Efn|{{cvt|16|ft|1|in}} (tail down with one propeller blade vertical)}}<ref group=v>Tempest II:{{cvt|13|ft|6|in}} (tail in rigging position with one propeller blade vertical) ; {{cvt|14|ft|6|in}} (tail down with one propeller blade vertical)</ref>
|wing area sqft=302
|wing area note=
|aspect ratio=
|airfoil='''root:''' Hawker H.14/14/37.5 ; '''tip:''' Hawker H.14/10/37.5 (maximum thickness at 37.5% chord)
|empty weight lb=
|empty weight note=
|gross weight lb=11400
|gross weight note= as interceptor{{efn|{{cvt|12500|lb}} with 2x {{cvt|500|lb}} bombs; {{cvt|13500|lb}} with 2x {{cvt|1000|lb}} bombs}}<ref group=v>Tempest II: {{cvt|11800|lb}} (interceptor) ; {{cvt|12800|lb}} (fighter-bomber: 2x {{cvt|500|lb}} bombs) ; {{cvt|13800|lb}} (fighter-bomber: 2x {{cvt|1000|lb}} bombs), Tempest VI: {{cvt|12000|lb}} (interceptor)</ref>
|max takeoff weight lb=
|max takeoff weight note=
|fuel capacity={{cvt|160|impgal|USgal l|abbr=on}} internal with optional {{cvt|90|impgal|USgal l|abbr=on}} or {{cvt|180|impgal|USgal l|abbr=on}} in two drop tanks under wings
* '''Oil tank capacity:''' {{cvt|16|impgal|USgal l|abbr=on}}<ref group=v>Tempest II: {{cvt|14|impgal|USgal l}}, Tempest VI: {{cvt|22|impgal|USgal l}}</ref>
|more general=
|eng1 number=1
|eng1 name= [[Napier Sabre]] IIB
|eng1 type=H-24 liquid-cooled sleeve-valve piston engine
|eng1 hp=2420
|eng1 shp=
|eng1 lbf=
|eng1 note=at +11 lb boost for 5 minutes at sea level{{#tag:ref|Sabre IIB gave 2,420 hp (1,804 kW) at +11 lb boost at sea level, 3,850 rpm.|group=nb}}{{efn|{{cvt|2010|hp}} for take-off ; {{cvt|2045|hp}} at {{cvt|13750|ft}}}}<ref group=v>Tempest II: Bristol Centaurus V {{cvt|2530|hp}} for 5 minutes at sea level, Tempest VI: Napier Sabre V {{cvt|2420|hp}} for 5 minutes at sea level</ref>

|prop blade number=4
|prop name=[[de Havilland Hydromatic]]
|prop dia ft=14
|prop dia in=
|prop dia note=constant-speed propeller<ref group=v>Tempest II: [[Rotol]] {{cvt|12|ft|9|in}} diameter 4-bladed constant-speed propeller</ref>
|max speed mph=435
|max speed note= at {{cvt|17000|ft}}{{efn|{{cvt|390|mph|kn km/h}} at sea level}}<ref group=v>Tempest II: {{cvt|440|mph|kn km/h}} at {{cvt|17000|ft}} ; {{cvt|410|mph|kn km/h}} at {{cvt|29000|ft}} ; {{cvt|400.6|mph|kn km/h}} at sea level, Tempest VI: {{cvt|450|mph|kn km/h}} at {{cvt|14500|ft}} ; {{cvt|425|mph|kn km/h}} at {{cvt|30000|ft}} ; {{cvt|395|mph|kn km/h}} at sea level</ref>
|max speed mach=
|cruise speed mph=
|cruise speed note=
|stall speed mph=
|stall speed note=
|never exceed speed mph=
|never exceed speed note=
|minimum control speed mph=
|minimum control speed note=
|range miles=
|range note=
|combat range miles=420
|combat range note= <ref group=v>Tempest II: with {{cvt|250|impgal|USgal l}} fuel, climb, 15 minutes combat and RTB with 20% reserve</ref>
|ferry range miles=
|ferry range note=
|endurance=
|ceiling ft=36500
|ceiling note=
|g limits=
|roll rate=
|glide ratio=
|climb rate ftmin=4700
|climb rate note=
|time to altitude={{cvt|20000|ft}} in 6 minutes at combat power<ref group=v>Tempest II: {{cvt|20000|ft}} in 5 minutes at combat power, Tempest VI: {{cvt|20000|ft}} in 4 minutes 45 seconds at combat power</ref>
|sink rate ftmin=
|sink rate note=
|lift to drag=
|wing loading lb/sqft=44.7
|wing loading note=at {{cvt|13500|lb}}
|fuel consumption lb/mi=
|power/mass={{cvt|0.149|hp/lb}} at {{cvt|13500|lb}}<ref group=v>Tempest II: {{cvt|0.196|hp/lb}} at {{cvt|13300|lb}}, Tempest VI: {{cvt|0.192|hp/lb}} at {{cvt|12000|lb}}</ref>
|more performance=
|armament=
* 4 × {{cvt|20|mm|3}} [[Hispano-Suiza HS.404|Mark II Hispano]] cannon, 200 rpg.{{efn|Later models used Mark V Hispano cannon}}.
* with
** 2 × {{cvt|500|lb}} ''or'' {{cvt|1000|lb}} bombs
** 8 × {{cvt|3|in|2}} [[RP-3]] rockets (post-Second World War)
** Provision for 2 × {{cvt|45|impgal|USgal l|abbr=on}} or 2 × {{cvt|90|impgal|USgal l|abbr=on}} drop tanks.
|avionics=
}}

'''Variants'''
{{reflist|group=v}}

== See also ==
{{External media|topic= |width=20% |float=right |video1=[https://www.youtube.com/watch?v=ahHbg75kKBw Documentary on the Tempest, edited by the Imperial War Museum] |video2=[https://www.youtube.com/watch?v=BKq51LdJ-ZU Period aircraft recognition film on the Tempest V, including original narration] |video3=[https://www.youtube.com/watch?v=GmZo6SRsrbk British Pathé Newsreel footage of the Tempest during combat operations in 1944, including ground servicing, taking off, aerial manoeuvres, and the mid-air interception of a V-1 flying bomb] |video4=[https://www.youtube.com/watch?v=fQTfXVqNo9A Compilation of Tempest Gun Camera video during air-to-air combat and ground attack operations]}}
{{aircontent
|related=
* [[Hawker Sea Fury|Hawker Fury/Sea Fury]]
* [[Hawker Typhoon]]
|similar aircraft=
* [[Lavochkin La-7]]
* [[Messerschmitt Bf 109]]
* [[Nakajima Ki-84]]
* [[North American P-51 Mustang]]
* [[Republic P-47 Thunderbolt]]
* [[Supermarine Spitfire]]
* [[Vought F4U Corsair]]
* [[Focke-Wulf Ta 152]]
|lists=
* [[List of aircraft of the Royal Air Force]]
* [[List of aircraft of the Royal New Zealand Air Force and Royal New Zealand Navy]]
* [[List of aircraft of the United Kingdom in World War II]]
* [[List of aircraft of World War II]]
}}

== References ==
=== Footnotes ===
{{Reflist|group=nb}}
{{notelist}}

=== Citations ===
{{Reflist|colwidth=30em}}

=== Bibliography ===
{{refbegin}}
* Beamont, Roland. ''My Part of the Sky''. London, UK: Patrick Stephens, 1989. {{ISBN|1-85260-079-9}}.
* Beamont, Roland. ''Tempest over Europe''. London, UK: Airlife, 1994. {{ISBN|1-85310-452-3}}.
* Beamont, Roland. "Tempest Summer: part 1" ''Aeroplane Monthly'', June 1992.
* Bentley, Arthur L. [https://web.archive.org/web/20120508114609/http://www.albentley-drawings.com/tempest.htm "Hawker Tempest Article and Drawings."] ''Scale Models Magazine Vol. 4, No 2.'' February 1973. Hemel Hempstead, Hertfordshire, UK.
* Bridgman, Leonard (ed.). "The Hawker Tempest." ''Jane's Fighting Aircraft of World War II''. London: Studio, 1946. {{ISBN|1-85170-493-0}}.
* Brown, Charles E. ''Camera Above the Clouds Volume 1''. Shrewsbury, UK: Airlife Publishing, 1988. {{ISBN|0-906393-31-0}}.
* Buttler, Tony. ''British Secret Projects: Fighters and Bombers 1935–1950''. Hinckley: Midland, 2004. {{ISBN|1-85780-179-2}}.
* Clostermann, Pierre. ''The Big Show''. London, UK: Cassell Military Paperbacks, 2004. {{ISBN|1-4072-2200-4}}.
* Darling, Kev. ''Hawker Typhoon, Tempest and Sea Fury''. Ramsgate, Marlborough, Wiltshire, UK: The Crowood Press Ltd., 2003. {{ISBN|1-86126-620-0}}.
* Halliday, Hugh A. ''Typhoon and Tempest: the Canadian Story''. Charlottesville, Virginia: Howell Press, 2000. {{ISBN|0-921022-06-9}}.
* Jackson, Robert ''Hawker Tempest and Sea Fury''. London: Blandford Press, 1989. {{ISBN|0-7137-1684-3}}.
* Mason, Francis K. ''Hawker Aircraft Since 1920'' (3rd revised edition). London: Putnam, 1991. {{ISBN|0-85177-839-9}}.
* Mason, Francis K. ''The Hawker Typhoon and Tempest''. Bourne End, Buckinghamshire, UK: Aston Publications, 1988. {{ISBN|0-946627-19-3}}.
* Mason, Francis K. ''The Hawker Tempest I–IV'' (Aircraft in Profile Number 197). Leatherhead, Surrey, UK: Profile Publications Ltd., 1967.
*{{cite magazine |url=http://www.flightglobal.com/pdfarchive/view/1946/1946%20-%201438.html |title=Napier Flight Development |magazine= [[Flight International|Flight]] |number= 1961 |volume = L |date= 25 July 1946 |archive-url = https://web.archive.org/web/20160305033601/http://www.flightglobal.com/pdfarchive/view/1946/1946%20-%201438.html  |archive-date= 2016-03-05 }}.
* Ovčáčík, Michal and Karel Susa. ''Hawker Tempest: MK I, V, II, VI, TT Mks.5,6''. (World War IT Wings Line) Prague, Czech Republic: 4+ Publications, 2000. {{ISBN|80-902559-2-2}}.
* ''Pilot's Notes for Hawker Tempest V'': Air Publication 2458c. London: Air Ministry, 1944.
* Rawlings, John D. R. ''Fighter Squadrons of the RAF and their Aircraft''. Somerton, UK: Crécy Books, 1993. {{ISBN|0-947554-24-6}}.
* Reed, Arthur and [[Roland Beamont]]. ''Typhoon and Tempest at War''. Shepperton, Surrey, UK: Ian Allan, 1974. {{ISBN|0-7110-0542-7}}.
* Scutts, Jerry. ''Typhoon/Tempest in Action'' (Aircraft in Action series, No. 102). Carrollton, Texas: Squadron/Signal Publications, 1990. {{ISBN|978-0-89747-232-6}}.
* Shores, Christopher. ''Ground Attack Aircraft of World War Two''. London: Macdonald and Jane's, 1977. {{ISBN|0-356-08338-1}}.
* [http://www.dukevideo.com/General-Interest/DVD/Aviation/Plane-Profiles/Tempest-at-War--WW2-THE-Raf-Collection-dvd.aspx ''Tempest at War'' DVD, IWM Footage.]
*{{Cite book|last=Shores |first=Christopher |title=2nd Tactical Air Force. Volume III: From the Rhine to Victory: January to May 1945 |publisher=Classic Publications |year=2006 |isbn=1903223601}}
* Thomas, Chris. ''Typhoon and Tempest Aces of World War 2''. Botley, Oxford, UK: Osprey Publishing, 1999. {{ISBN|1-85532-779-1}}.
* Thomas, Chris and Christopher Shores. ''The Typhoon and Tempest Story''. London: Arms and Armour Press, 1988. {{ISBN|978-0-85368-878-5}}.
* Watkins, David and Phil Listemann. ''No. 501 (County of Gloucester) Squadron 1939–1945: Hurricane, Spitfire, Tempest''. Boé Cedex, France: Graphic Sud, 2007. {{ISBN|978-2-9526381-3-5}}.
{{refend}}

== Further reading ==
{{refbegin}}
* Shores, Christopher and Chris Thomas. ''Second Tactical Air Force Volume One: Spartan to Normandy, June 1943 to June 1944''. Hersham, Surrey, UK: Ian Allan Publishing Ltd., 2004. {{ISBN|1-903223-40-7}}.
* Shores, Christopher and Chris Thomas. ''Second Tactical Air Force Volume Two: Breakout to Bodenplatte, July 1944 to January 1945''. Hersham, Surrey, UK: Ian Allan Publishing Ltd., 2005. {{ISBN|1-903223-41-5}}.
* Shores, Christopher and Chris Thomas. ''Second Tactical Air Force Volume Three: From the Rhine to Victory, January to May 1945''. Hersham, Surrey, UK: Ian Allan Publishing Ltd., 2006. {{ISBN|1-903223-60-1}}.
* Shores, Christopher and Chris Thomas. ''Second Tactical Air Force Volume Four: Squadrons, Camouflage and Markings, Weapons and Tactics 1943–1945''. Hersham, Surrey, UK: Ian Allan Publishing Ltd., 2008. {{ISBN|978-1-906537-01-2}}
{{refend}}

== External links ==
{{Commons category}}
* [http://www.airvectors.net/avcfury.html "The Hawker Typhoon, Tempest, & Sea Fury"]
* [https://web.archive.org/web/20140109090252/http://www.hawkertempest.se/index.htm The Hawker Tempest Page]
* [http://www.wwiiaircraftperformance.org/tempest/temptest.html Hawker Tempest V Performance]
* [http://www.wwiiaircraftperformance.org/tempest/material-command-tempest.pdf U.S. report on Tempest V]
* [http://www.classicwarbirds.co.uk/british-aircraft/hawker-tempest.php Hawker Tempest profile, walkaround video, technical details for each Mk and photos]
* [http://www.flightglobal.com/pdfarchive/view/1946/1946%20-%201983.html "Spinning Intake – Ingenious Napier Development of Sabre-Tempest Annular Radiator Installation,"] – A 1946 ''Flight'' article on the annular radiator version of the Tempest

{{Hawker Aircraft aircraft}}
{{Authority control}}

[[Category:1940s British fighter aircraft]]
[[Category:Hawker aircraft|Tempest]]
[[Category:Single-engined tractor aircraft]]
[[Category:Aircraft first flown in 1942]]
[[Category:Low-wing aircraft]]
[[Category:Aircraft with retractable conventional landing gear]]
[[Category:Single-engined piston aircraft]]