All Sea Hurricanes were produced by conversion from ex-RAF Hurricanes, some of which were already well worn when they passed to the RN. In addition to those converted numbers of ordinary Hurricanes were made available for training fighter pilots in Britain or to equip shore based fighter squadrons in the Middle East working alongside RAF and other nations units in that theatre (for example 803 & 806 from Fomidable & Illustrious during 1941 before they re-equiped with Fulmars and left for Ceylon in early 1942).
A couple of extracts from Admiralty papers about the supply of Hurricanes for conversion as Sea Hurricane II and Hurricanes supplied for training from late 1942 / early 1943.
From the report by Rear Admiral Home Fleet Aircraft Carriers to Naval Commander, Expeditionary force for Operation Torch.
"Appendix II – PREPARATION OF AIRCRAFT CARRIER SQUADRONS FOR OPERATION "TORCH". PROVISION OF AIRCRAFT.
The Air Ministry was asked to provide 45 Spitfires for training and 45 Hurricanes IIB.
2. These aircraft were to be hooked as fast as possible; in the case of Spitfire VB to provide deck landing training machines and in the case of Hurricanes to provide operational aircraft. After deck landing training practice the Spitfire Squadrons were to change over to Seafires of which 48 were provided for the operation.
3. The Hurricane total was later raised to 60 aircraft and I was able to extract 30 pairs of IIC Wings from the Air Ministry who had formerly refused the Admiralty request for IIC aircraft.
4. The hooking of the Hurricanes was effectively done and in time, by Hawkers, but the change over from IIB to IIC wings produced an hiatus in the training of Squadrons which had to be accepted. Hawkers responded to the increased requirements for hooked aircraft but, having urged their workpeople to great efforts, were not prepared to take a number of aircraft back to change over the wings.
5. This wing change was done, therefore, by R.A.F.M.U. Harlow most efficiently and 24 out of the 30 aircraft were at the same time modified to take long range tanks. While this modification took some days to introduce, it was considered necessary, as it was considered that operations over Bougie might well have to be carried out by Naval Aircraft based ashore, in order to avoid the necessity of putting a Carrier in an extremely dangerous area.
6. The hooking of Spitfire VB's was not so successful and the estimated modification of 6 per week was never fulfilled. There was, therefore, a shortage of these aircraft for deck landing training which limited it. The production of Seafires, was, however, better than estimated or anticipated and Squadrons were able to put to sea with a full
complement of aircraft plus a deck cargo of 5 Seafire IB in "DASHER" and 6 Seafire IIC in each of "VICTORIOUS" and "FORMIDABLE". These deck cargoes were flown off to Gibraltar to form, with 7 Seafires already there, a reserve. While the production and allocation of these aircraft was placed on the highest priority possible, no effective steps were taken to provide for a range of stores for maintaining the training or operational aircraft on the same priority. This naturally increased the difficulty of obtaining maintenance spares etc., one hundredfold."
Sea Hurricane IIb started appearing with the squadrons in Sept 1942. 800, 804 & 891 squadron received their "new" Hurricane IIc aircraft in Oct 1942 just prior to joining the escort carriers Biter & Dasher for Operation Torch.
And this from a Letter dated 9 March 1943 from Flag Officer, Naval Air Stations to the SEcretary of Admiralty ADM 1/13522
"Condition of Hurricane I aircraft received from RAF Maintenance Units
With reference to Admiralty Letter A. 0123/ 42 of the 4th April 1942:–
1. Be pleased to represent to Their Lordships that complaints concerning the unsatisfactory condition of aircraft received from Royal Air Force Maintenance Units continue to be forwarded from Naval Air Stations.
2. Aircraft at Royal Air Force Maintenance Units under the administration of No. 41 Group are maintained on a flying hour basis, consequently when the aircraft are received at Naval Air Stations they become subject to the provision of A.F.O. 3542/ 42 and immediately become due for major inspections under paragraph 4. It has been found that the condition of the aircraft in some cases is such that the Air Engineer Officer is unable to recommend an extension on the major inspection period and disposal instructions have had to be sought.
3. … Of a total of 29 Hurricane I's received on Director of Air Materiel allotments 3659, 3660, 3662 and 3663 of 1942, dated the 28th September, 1942, on account of the incidence of petty unserviceability due to age and condition, the total flying hours of the above 29 aircraft for the period October, November, December, 1942 and January, 1943, amounts to an average of 21 hours each, and this is far below that necessary to maintain the flying programme in the Naval Air Fighter School.
The following action to date has been required in respect of 12 of them viz:
1 Write Off.
1 Complete Overhaul.
5 Major inspections.
1 Board of Survey.
4 To makers for repair.
4. In view of the present shortage of Maintenance personnel it is for consideration whether Royal Air Force Maintenance Units should be requested to carry out a minor inspection on all aircraft are in such a condition to enable the Air Engineer Officer to extend the period between major inspections as required by A.F.O. 3542/ 42, paragraph 4 in the event of such inspection falling due (on a time basis) on arrival.
5. The question of replacement of existing aircraft by newer and more reliable aircraft is being raised separately, FONAS No. 1944/ 435/ 27 dated 8th March 1943."