This pedigree and wartime experience served de Havilland engineers well when a new twin-engined heavy fighter design was sought. As a private venture offering, the new aircraft was intended for sale to the British military for its expected extended participation in World War 2 to come after the fall of Germany - attention would naturally b paid to the destruction of Japan in the Pacific. Unlike the DH.98, the new model would be developed for both land- and carrier-based operations which called for a design with excellent handling at low and high speeds as well as good situational awareness from-the-cockpit for the single operating pilot (the DH.98 used two crew). Additionally, storage space would have to be taken into account for service aboard British carriers requiring an aircraft with folding wing structures.
The Air Ministry Specification F.12/43 was the formal requirement calling for a long-range fighter platform to serve in Far East actions and this ultimately became the DH.103 "Hornet" / "Sea Hornet" line.
While similar in appearance to the Mosquito aircraft, the Hornet brought along advances in technology and qualities influenced by the design process of the DH.98 and its subsequent manufacture and operational experience. The wings were of an all-new approach and made thinner with new skinning added atop the mixed-wood construction. Additionally they contained a hinged function which allowed them to be folded for carrier stowage while sporting "clipped" tips unlike the rounded ones as seen in the Mosquito. Rolls-Royce "Merlin" series engines were selected to power the design and a slimmer profile nacelle was used to house them. The wing mainplanes were fitted ahead of midships, as was the cockpit, and the nacelles (mounted under the wings) ran ahead of the wing leading edges and extended to the trailing edges. A large, unobstructed canopy shell covered the cockpit which promoted the required excellent vision for the pilot. Cockpit armoring was standard for improved survivability of the pilot and his machine.
The tail unit saw the streamlined fuselage taper elegantly to the rear to which a sole vertical fin was added. Horizontal planes were installed along the tail stem just under the fin. The undercarriage remained a "tail dragger" arrangement but sufficiently reinforced for carrier deck service and of a lower height for improved ground running on a carrier deck. Unlike previous British twin-engine designs, the DH.103's propeller units rotated in opposite directions and this proved useful in cancelling out the naturally occurring torque effect of a single spinning propeller - making for a more stable aircraft in flight.
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