The rebuilt DH 110.2 took flight again in July 1954, and successfully demonstrated the effectiveness of the changes. The aircraft was safer and more maneuverable as a result, but at the cost of lowering the maximum speed below Mach 1. The second prototype was extensively redesigned after the accident, with the leading edges being reinforced as well as the addition of an all-moving tailplane and cambered leading edge extensions. As a result of the accident, safety regulations for airshows saw major changes, and as a result no spectator was killed at a British airshow until 2015. One of the engines landed in a crowded spectator area at the end of the runway, while the cockpit landed in a different area further along the runway, injuring crowds. The aircraft pitched up as a result, with the cockpit and tail separating from the wings and the engines being torn from the airframe. An investigation revealed that the wing leading edge had failed during the pull-out at 650mph, causing the outer wings to break off.
On 6 September 1952 the first prototype was flying at the Farnborough Airshow when, pulling up after a Mach 1 dive, the aircraft disintegrated in flight, with debris killing 29 spectators as well as the pilot and test observer. The prototype De Havilland DH.110 (s/n WG236) in flight, circa 1952. The first aircraft was joined by a second DH 110, which incorporated minor aerodynamic changes, the following year, and the two aircraft hit the English air show circuit, regularly breaking Mach 1 for enthusiastic crowds. The aircraft's performance exceeded expectations, and was able to exceed the speed of sound in a dive. Illustration: Kaboldyĭe Havilland pressed on with the development of the DH 110 however, completing the prototype in 1951 and achieving the maiden flight on 26 September. The RAF selected the Javelin for its own needs, leaving de Havilland without a customer for its new plane. In 1949 the RN selected the Sea Venom instead of the DH 110 however, as the former was cheaper and would be ready sooner. In order to meet performance goals, as well as to provide safety for long flights over the ocean, the aircraft had two engines, initially Rolls Royce Avons.
The DH 110 featured the same twin-boom and tail design as de Havilland's Vampire and Venom fighters, but it was mated to a swept-wing designed for both speed and maneuverability. de Havilland submitted their new aircraft, designated the DH 110, for both programs, competing against the Gloster Javelin. The requirements were codified under Specifications N.40/46 and F.44/46, calling for radar equipped night-fighters for the RN and RAF. The Sea Vixen has its origin in 1946, when de Havilland was engaged in talks with the Royal Navy regarding a requirement for a new all-weather jet-propelled fighter. | Photo: RuthASĭeveloped in the wake of WWII, the Sea Vixen holds the distinction of being the first two-seat British aircraft to break Mach 1. DH.110 Sea Vixen FAW.2 XJ609 of 890 NAS Squadron at RNAS Yeovilton in 1971.
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