The flutter could also lead to a failure of the tailplane spar, so this also urgently needed to be reinforced. The flutter itself was caused by the fatigue failure of the small ring holding the balance weight assembly. Subsequently it was discovered that these structural failures were caused by elevator flutter which occurred at relatively low speeds. As an interim measure, reinforcing straps were fitted across the joint of the tail section and the fuselage. It was only by mid 1943 that engineers managed to overcome these problems and bring the engine's reliability to an acceptable level.Įarly on in the Typhoon’s combat career, it was discovered that metal fatigue in the tail often caused the entire tail unit to detach in a high speed dive. Cases when the engine caught fire on take off were also frequent. The engine was prone to overheating and it could jam when the aircraft climbed. Although the sealed partition between the cockpit and the engine compartment was improved and the engine’s exhaust pipes were lengthened, this problem was never entirely solved and Typhoon pilots had to operate their fighters from engine start to shut down with their oxygen masks on.Īnother problem was the lack of reliability of Napier Sabre Mk.IIA engines at the initial stage of operation. The Mk.IB differed mainly from the Mk.IA in its armament the fighter was equipped with four 20 mm British Hispano Mk.I magazine-fed cannons, with 75 rounds each.Īlready plagued with several early problems, the seepage of exhaust gases from the engine into the pilot's cockpit became a serious issue for the Hawker Typhoon. The Hawker Typhoon Mk.IB was a single engine, single seat fighter which entered service with the RAF in 1941.

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