[2] 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.

[6][nb 1] 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.

[10] The design team also chose to use the new 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.

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.

[12] At this point, work was undertaken by a team of 45 draughtsmen at Hawker's wartime experimental design office at Claremont, Esher to convert the proposal into technical schematics from which to commence manufacture.

The performance estimate given to MAP was 455 mph at 26,000 ft.[12] 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.

[11] On 18 November 1941, a contract was issued by the Air Ministry for a pair of prototypes of the "Typhoon Mark II"; the new fighter was renamed "Tempest" on 28 February 1942.

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.

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 466 mph (750 km/h) during test flights.

[23] 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 instead.

[14][nb 5] 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.

[20][nb 6] 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.

[25] 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 250–1,000 lb (110–450 kg) bomb or eight "60lb" air-to-ground RP-3 rockets under each wing.

In mid-to-late 1944 other features were introduced to both the Typhoon and Tempest: A Rebecca transponder unit was fitted, with the associated aerial appearing under the portside centre section.

[45] For a long time, it was thought there were Tempest VIs that had been converted for target towing purposes; however, none of the service histories of the aircraft show such conversions and no supporting photographic evidence has been found.

[52] The three-piece windscreen and side windows of the Tempest had directly benefited from examination of captured Focke-Wulf Fw 190s, improvements included the careful design and positioning of the frame structure, blind spots being reduced to an absolute minimum.

Starting with EJxxx series, on the Tempest V, both the improved Sabre IIB and IIC were used, these engines were capable of producing over 2,400 hp (1,800 kW) on emergency boost for short periods of time.

[5] The ailerons were fitted with spring-loaded tabs which lightened the aerodynamic loads, making them easier for the pilot to use and dramatically improving the roll rate above 250 mph (400 km/h).

[54] 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 flight controls and engine accessories.

[32] 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.

[32][58][page needed] 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.

[59] 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.

[60] In September 1944, Tempest units, based at forward airfields in England, supported Operation Market Garden, the airborne attempt to seize a bridgehead over the Rhine.

[61] During the early phase of operations, the Tempest regularly emerged victorious and proved to be a difficult opponent for the Luftwaffe's Messerschmitt Bf 109G and Fw 190 fighters to counter.

[60] 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.

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.

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.

[32] 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.

[45] 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.

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.