| Vampire Sea Vampire | |
|---|---|
.jpg) Preserved de Havilland DH.115 Vampire trainer inRoyal New Zealand Air Force markings | |
| General information | |
| Type | Fighter aircraft |
| National origin | United Kingdom |
| Manufacturer | de Havilland English Electric |
| Primary users | Royal Air Force |
| Number built | 3,268[1][2] |
| History | |
| Introduction date | 1946 |
| First flight | 20 September 1943 |
| Retired | 1990 (Swiss Air Force) |
| Developed into | de Havilland Venom |
Thede Havilland DH100 Vampire is a Britishjet fighter which was developed and manufactured by thede Havilland Aircraft Company. It was the second jet fighter to be operated by theRAF, after theGloster Meteor, and the first to be powered by a singlejet engine.
Development of the Vampire as an experimental aircraft began in 1941 during theSecond World War, to exploit the revolutionary innovation ofjet propulsion. From the company's design studies, it was decided to use a single-engine,twin-boom aircraft, powered by theHalford H.1turbojet (later produced as the Goblin). Aside from its propulsion system and twin-boom configuration, it was a relatively conventional aircraft. In May 1944, it was decided to produce the aircraft as aninterceptor for theRoyal Air Force (RAF). In 1946, the Vampire entered operational service with the RAF, only months after the war had ended.
The Vampire quickly proved to be effective and was adopted as a replacement of wartime piston-engined fighter aircraft. During its early service it accomplished several aviation firsts and achieved various records, such as being the first jet aircraft to cross theAtlantic Ocean. The Vampire remained in front-line RAF service until 1953 when its transfer began to secondary roles such as ground attack and pilot training, for which specialist variants were produced. The RAF retired the Vampire in 1966 when its final role of advanced trainer was filled by theFolland Gnat. TheRoyal Navy had also adapted the type as theSea Vampire, a navalised variant suitable for operations fromaircraft carriers. It was the service's first jet fighter.
The Vampire was exported to many nations and was operated worldwide in numerous theatres and climates. Several countries used the type in combat including theSuez Crisis, theMalayan Emergency and theRhodesian Bush War. By the end of production, almost 3,300 Vampires had been manufactured, a quarter of these having been manufactured underlicence abroad. De Havilland pursued the further development of the type; major derivatives produced include the DH.115, a specialised dual-seat trainer and the more advancedDH.112 Venom, a refined variant for ground attack and night-fighter operations.
In January 1941, SirHenry Tizard made an informal approach to the de Havilland Aircraft Company, suggesting that the company proceed to design a fighter aircraft that would use the revolutionary newjet propulsion technology then under development, along with an appropriate engine to go with it. Although no official specification had been issued, de Havilland proceeded to design a single-engined aircraft that had air-intakes set into the wing roots to feed a centrally mounted engine, which used acentrifugal compressor.
The aero-engine designer MajorFrank Halford had been given access toFrank Whittle's pioneering work ongas turbines; for the projected jet-powered fighter Halford decided to proceed with the design of a "straight through" centrifugal engine capable of generating 3,000 lb of thrust, which was considered to be high at the time. Halford's engine emerged as theHalford H.1. By April 1941, design work on the engine had been completed and a prototype H.1 engine performed its first test run one year later.[3]
The low power output of the early jet engines had meant that only twin-engined aircraft designs were considered to be practical, and as more powerful jet engines were quickly developed, particularly Halford's H.1 (later known as the de Havilland Goblin), the practicalities of the single-engined jet fighter were soon realised.[4] de Havilland was approached to produce an airframe for the H.1 as insurance against Germany using jet bombers against Britain; this was considered more important than de Havilland's suggestion of a high-speed jet bomber.[4][5] Its first design, theDH.99, was set out in a brochure dated 6 June 1941; it was an all-metal,twin-boom, tricycle undercarriage aircraft armed with four cannon. The use of a twin boom enabled the jet pipe to be kept relatively short, which avoided the power loss that would have occurred if a long pipe was used, as would have been necessary in a conventional fuselage. It also put the tailplane clear of interference from the exhaust. Performance was estimated at 455 mph (732 km/h) at sea level and initial climb of 4,590 ft/min (1,400 m/min) on 2,700 lb thrust. TheMinistry of Aircraft Production (MAP) representative expressed doubts regarding the lack of detail, estimations for the aircraft's performance and optimistic structure weight; the project received permission to proceed in July 1941.[4]
The DH.99 design was soon modified to incorporate a combined wood-and-metal construction in light of recommendations from the MAP; the design was thus renumbered toDH.100 by November 1941.[4] The aircraft was considered to be a largely experimental design due to its use of a single engine and some unorthodox features, unlike the Gloster Meteor which had been specified for production early on.[6][5] In February 1942, the MAP suggested dropping the project for a bomber but de Havilland stated that the twin-boom was, despite Ministry doubts, only an engineering problem to be overcome. On 22 April 1942, the construction of two prototypes (serialsLZ548 andLZ551) was authorised by the Ministry whileSpecification E.6/41 was produced and issued to cover the work.[7] The company proceeded with the detailed design work phase of the DH.100 in early 1942.
Internally designated as the DH.100 and originallycodenamedSpider Crab,[8] the aircraft was entirely a de Havilland project, being principally worked upon at the company's facility atHatfield, Hertfordshire.[9][5] The construction of the aircraft exploited de Havilland's extensive experience in the use of mouldedplywood for aircraft construction which had previously been used on theMosquito, a widely produced fast bomber of the war.[10]
The layout of the DH.100 used a single jet engine installed in an egg-shaped fuselage which was primarily composed of plywood for the forward section andaluminium throughout the aft section. It was furnished with conventional mid-mounted straight wings;air brakes were installed on the wings to slow the aircraft, a feature that had also been incorporated in the Meteor. Armament comprised four 20 mmHispano Mk V cannon underneath the nose; from the onset of the design phase, even when the aircraft was officially intended to serve only as an experimental aircraft, the provision for the cannon armament had been included.[10]
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On 20 September 1943, the first DH.100 prototype,serial numberLZ548/G[a], conducted itsmaiden flight fromHatfield Aerodrome; it was piloted byGeoffrey de Havilland Jr., the company's chief test pilot and son of the company's founder.[11][5] This flight took place only six months after the Meteor had performed its own maiden flight; the first flight had been delayed due to the need to dispatch the only available engine suitable for flight to America to replace one destroyed in ground engine runs in Lockheed's prototypeXP-80 jet fighter.[5] Three prototypes,LZ548/G,LZ551/G, andMP838/G were produced in order to support the type's development.[10] Testing showed the main problem was with directional instability – the aircraft "snaking" – this was corrected by changes to the tail design.[12]
On 13 May 1944, an initial production order for 120Vampire Mk I aircraft was received and quickly increased to 300 aircraft.[10] The production Vampire Mk I did not fly until April 1945. Owing to the wartime pressures upon de Havilland's production facilities for existing aircraft types,English Electric Aircraft undertook production of the Vampire at their factories atPreston in Lancashire instead; the company would go on to produce the majority of the aircraft. Only about half a dozen production aircraft had been built by the end of the Second World War, although it did not result in the type becoming a victim of the extensive post-war cuts that were soon implemented, which had terminated the production of many aircraft along with development work upon several more.[10] Eventually, however, 244 production Mk 1 Vampire aircraft were built.[13]
De Havilland initiated a private venturenight fighter, theDH.113 intended for export, fitting a two-seat cockpit closely based on that of the Mosquito night fighter and a lengthened nose that accommodated anAI Mk Xradar. An order to supply theEgyptian Air Force was received but this was blocked by the British government as part of an embargo on supplying arms toEgypt. The RAF took over the order and put them into service as an interim measure between the retirement of the de Havilland Mosquito night fighter and the full introduction of the Meteor night fighter.[14] Removal of the radar from the night fighter and fitting of dual controls resulted in a jet trainer model of the aircraft, theDH.115 Vampire which entered British service as theVampire T.11. This trainer variant was built in large numbers for the RAF and for export.[15]
An alternative powerplant to the de Havilland Goblin soon became available in the form of theRolls-Royce Nene, anotherturbojet engine capable of generating similar levels of thrust. The nameVampire II was given to three experimental Nene-powered Vampires, which were used to assess their performance. One of these was evaluated by the RAF before it was decided that the rival Goblin would be adopted for the RAF Vampires instead; another contributed to development work for the Vampires for theRoyal Australian Air Force (RAAF).[10]
Although the Nene had a higher thrust than the Goblin, the level flight speed was no greater. To reduce the intake losses caused by having to feed air to the rear face of the impeller of the Nene, two additional intakes were added behind the cockpit; these caused elevator reversal and buffeting, which in turn reduced the Vampire's Mach limit.[16][verification needed][17] The Vampires of the RAAF were powered by the Nene engine; these were initially outfitted with dorsal intakes, later moved underneath the fuselage.[18] In 1949,Boulton Paul Aircraft redesigned the wing-root intakes and internal ducting based on the installation of the Nene in the prototypeHawker Sea Hawk. TheMistral, the French name for their models of the Vampire, also used the Nene engine with Boulton Paul intakes.[18]
TheVampire III was the first of several models that sought to address the demands for greater range from the type.[10] Underwing fuel drop-tanks of 100 and 200 gallon capacities were fitted; other modifications included lowering the tailplane and reshaping the vertical surfaces of the tail. The design changes to accommodate thehardpoint-mounted drop-tanks had the benefit of enabling the carriage of various stores and readied the type for ground-attack operations.[10] The wing was considerably modified to improve low altitude performance, thespan was reduced by 2 ft with the adoption of square-cut wing tips, the wing skins thickened and theundercarriage modified to withstand the increased weight.[10] In total 3,268 Vampires were built in 15 versions, including two-seat night fighters, trainers andcarrier-basedSea Vampires. The Vampire was used by 31 air forces. Germany, the Netherlands, Spain and the U.S. were the only major Western powers not to use the aircraft.
On 8 June 1946, the Vampire was introduced to the British public whenFighter Command's247 Squadron was given the honour of leading the flypast over London at theVictory Day Celebrations.[19] The Vampire was a versatile aircraft, setting many aviation firsts and records, being the first RAF fighter with a top speed in excess of 500 mph (800 km/h).[20] On 3 December 1945, a Sea Vampire piloted byCaptainEric "Winkle" Brown became the first pure-jet aircraft to land on and take off from an aircraft carrier.[21][22][b]
Vampires and Sea Vampires were used in trials from 1947 to 1955 to develop recovery and deck-handling procedures and equipment[24] for the operation of aircraft without an undercarriage from flexiblerubber decks on aircraft carriers. Deletion of the undercarriage would reduce the aircraft weight and allow extra fuel to be carried.[25][26] Despite demonstrating that the technique was feasible, with many landings being made with undercarriage retracted on flexible decks both atRAEFarnborough and on board the carrierHMS Warrior, the proposal was not taken further.[27] Aviation author Geoffrey Cooper quotes author Marriott stating that the rubber deck system "...would have required extensive facilities both aboard ship and at naval air stations to support it. Any gains in aircraft performance were more than cancelled by the complexity and cost of implementation."[24][28]
On 23 March 1948,John Cunningham, flying a modified Vampire Mk I with extended wing tips and powered by the Ghost engine, achieved a new world altitude record of 59,446 ft (18,119 m).[29]
On 14 July 1948, six Vampire F.3s ofNo. 54 Squadron RAF became the first jet aircraft to fly across theAtlantic Ocean when they arrived in Goose Bay,Labrador.[10] They went viaStornoway in theOuter Hebrides of Scotland,Keflavík in Iceland andBluie West 1, Greenland. FromGoose Bay airfield they went on toMontreal (c. 3,000 mi/4,830 km) to start the RAF's annual goodwill tour of Canada and the US, where they gave formation aerobatic displays.[30] At the same time USAFColonelDavid C. Schilling led a group of F-80 Shooting Stars flying toFürstenfeldbruck Air Base in Germany to relieve a unit based there. There were conflicting reports later regarding competition between the RAF and USAF to be the first to fly the Atlantic. One report said the USAF squadron delayed completion of its movement to allow the Vampires to be "the first jets across the Atlantic".[31] Another said that the Vampire pilots celebrated "winning the race against the rival F-80s."[32]
The de Havilland Vampire was a jet-powered twin-boom aircraft, typically employed in the fighter and fighter bomber roles.[10] Aviation author Francis K Mason referred to it as being "the last unsophisticated single-engine front line aircraft to serve with Britain's Fighter Command"; the Vampire was a relatively straightforward aircraft, employing only manually operated flight controls, no radar, a simple airframe, and, aside from the propulsion system, made use of mostly conventional practices and technologies.[10] The distinctive twin-boom tail configuration of the Vampire was one of the only non-traditional airframe features when compared to its contemporaries.[10]
In comparison to later aircraft, the Vampire had a relatively disorganised cockpit that in some aspects lackedergonomic measures, such as the fuel gauges being difficult for the pilot to observe without pulling back the control column.[33] A few controls, such as the low-pressurefuel cock, were known for being difficult to move or were otherwise obstructed by other controls. The pilot was provided with a fairly favourable external view, in part aided by the relatively small size of the Vampire.[33]
The Vampire was first powered by a single Halford H1 (produced as the de Havilland Goblin) turbojet engine, initially capable of producing 2,100 lbf (9.3 kN) of thrust, designed by Frank Halford and manufactured byde Havilland Engine Company.[c] This engine was acentrifugal-flow type, a configuration superseded after 1949 by the slimmeraxial-flow units. In 1947, Wing CommanderMaurice Smith, assistant editor ofFlight magazine, stated upon piloting his first jet-powered aircraft, a Vampire Mk III: "Piloting a jet aircraft has confirmed one opinion I had formed after flying as a passenger in theLancastrian jet test beds, that few, if any, having flown in a jet-propelled transport, will wish to revert to the noise, vibration and attendant fatigue of an airscrew-propelled piston-engined aircraft".[35]
Initially, the relatively high fuel consumption of the Goblin engine had limited the range of early models of the Vampire; this had been a common problem with all early jet aircraft. As a result, later marks featured considerably increased internal fuel capacity. The H.1 Goblin engine, conceived in 1941, remained unchanged in basic form for 13 years;Flight said "The Goblin ... can fairly claim to be the world's most reliable turbojet".[36] Over successive models, it gained increased turbine temperature and thrust.[36] Later-built Vampire Mk Is were powered by the Goblin II; the F.3 onwards used the improved Goblin III; by the mid-1950s, the Goblin Mk. 35 export engine, capable of 3,500 lbf, had become available as well.[36]
Certain marks of the Vampire were also operated as flying test-beds for theRolls-Royce Nene engine, leading to the FB30 and 31 variants that were built in, and operated by, Australia. Due to the low positioning of the engine, a Vampire could not remain on idle for long as the heat from the jet exhaust would melt thetarmac behind the aircraft.[citation needed] If the engine did stall in flight, there was no means to re-light the engine, meaning that a forced landing would be necessary.[33]
According to Mason, the controls of the Vampire were considered to be relatively light and sensitive, employing an effectiveelevator arrangement that enabled generous acceleration from relatively little control inputs along with highly balancedailerons that could achieve high rates ofroll.[37] In comparison to the elevator and ailerons, therudder required more vigorous actuation in order to achieve meaningful effect.[37] Pilots converting from piston-engined types would find themselves having to adapt to the slower acceleration of turbojet engines and the corresponding need to moderate rapid throttle movements to avoid instigating acompressor stall.[33]
The Vampire had a relatively good power/weight ratio and was reputedly quite manoeuvrable within the 400–500 mph (640–800 km/h) range.[33] Heavy use of the rudder was required at slower speeds, during which pilots had to be cautious during shallow turns to avoid stalls; this would be typically embarrassing rather than dangerous due to the relative ease of recovery, which was principally achieved via positive elevator application. At speeds exceedingMach 0.71, increasing levels of buffeting were encountered.[33]
The Vampire was compatible with a wide range of aerobatic manoeuvres, Mason comparing its capabilities in this respect to purpose-built sporting aircraft. It has been claimed that the type was the last British jet-powered fighter capable of accurately precipitating conditions such as hammer stalls, stall turns, and wingovers.[33]
Preparing the Vampire for take-off required pilots to perform only six 'vital actions': setting thetrim to neutral, opening the high and low-pressure fuel cocks, activating the booster pump, setting theflaps, and retracting theair brakes.[37] If laden with external fuel tanks or bombs, pilots would have to retract theundercarriage quite quickly upon leaving the ground, else increasing airflow as the aircraft picked up speed would prevent the undercarriage doors from closing.[38] Landing procedure was similarly free of complexity: disengaging the wheel brakes, lowering the undercarriage, setting the flaps to fully down, and activating the air brakes. Typically, power-on landings were conducted due to the slow response of the engine to throttle changes, and wheel brakes had to be applied carefully to avoid locking the wheels because there was noanti-lock braking system on the fighters.[33] Training variants had theDunlop Maxaret anti-skid system fitted.[citation needed]
In 1946, the first Vampire Mk I fighters entered RAF service in theinterceptor role.[10][d] Soon thereafter, considerable numbers of Mk I aircraft began equipping RAF squadrons of theSecond Tactical Air Force stationed in Germany, often to replace wartime fighters such as theHawker Typhoon,Hawker Tempest, andNorth American Mustang. On 3 July 1948, the Vampire became the first jet aircraft to equip peacetime units of theRoyal Auxiliary Air Force, gradually replacing the de Havilland Mosquito in this capacity.[10]
On 23 June 1948, the first productionVampire Fighter-Bomber Mk 5 (otherwise commonly designated as theFB.5), which had been modified from a Vampire F.3, carried out its maiden flight.[10] The FB.5 retained the Goblin III engine of the F.3, but featured armour protection around engine systems, wings clipped back by 1 ft (30 cm), and longer-stroke mainlanding gear to handle greatertakeoff weights and provide clearance for stores/weapons load. An external tank or 500 lb (227 kg) bomb could be carried under each wing, and eight"3-inch" rocket projectiles ("RPs") could be stacked in pairs on four attachments inboard of the booms.[40] Although the adoption of anejection seat was being considered at one stage, it was ultimately not fitted.[citation needed]
At its peak, a total of 19 RAF squadrons flew the Vampire FB.5 in Europe, the Middle East and the Far East. By far, the theatre in which the largest number of Vampires were stationed was Germany; this extensive deployment by the RAF has been viewed as one measure of the emergingCold War climate between West and East Europe, as well as being a reaction to events such as theKorean War and theBerlin Blockade.[41] Vampires were also operated by a number of active and reserve squadrons stationed in the UK.[42]
A number of RAF Vampires were used in active combat within theFar East during theMalayan Emergency, fought in the late 1940s and early 1950s.[42] Specifically, the Vampire FB.5 typically undertook attack missions using a combination ofrockets andbombs against insurgent targets often located in remote jungle areas throughout in Malaysia.[42] The Vampire FB.5 became the most numerous single-seat variant of the type, 473 aircraft having been produced.
Experience of Vampire operation in tropical climates led to the development of new models featuring refrigeration equipment for pilot comfort and increasingly powerful models of the Goblin engine, to counter the degradation of performance in hot conditions.[43] The RAF decided to adopt a new model of the Vampire featuring the Goblin 3 engine. Accordingly, in January 1952, the first Vampire FB.9 was introduced to service and were first used by theFar East Air Force, soon replacing its older FB.5 aircraft.[43] The FB.9 was deployed to various parts of the Middle East and Africa, including a brief 1954 deployment againstMau Mau insurgents inKenya.[44] It was gradually replaced by thede Havilland Venom, aswept wing development of the Vampire.[43]
The Vampire NF.10 served from 1951 to 1954 with three squadrons (23,25 and151) but was often flown in daytime as well as night time. After its replacement by the De Havilland Venom, these aircraft underwent conversion to the NF(T).10 standard, after which they were operated by the Central Navigation and Control School atRAF Shawbury. Other aircraft were sold on to theIndian Air Force for further use.
By 1953, the Vampire FB.5 was being increasingly considered to be obsolete, having not kept up with the advancements made on the Meteor 8.[42] The RAF eventually relegated the single-seat Vampire to advanced training roles in the mid-1950s, and the type had been generally phased out of RAF service by the end of the decade.[5]
The final variants of the Vampire was the T (trainer) aircraft. Being first flown from the oldAirspeed Ltd factory atChristchurch, Hampshire, on 15 November 1950, production deliveries of the Vampire trainer began in January 1952. Over 600 examples of the T.11 were produced at Hatfield and Chester and byFairey Aviation at Manchester Airport. By 1965, the Vampire trainer had been mostly withdrawn, its replacement in the advanced training role being theFolland Gnat; only a small number of Vampire T.11s remained in service, typically for the training of foreign students until these too were retired in 1967.[45]
A small number of aircraft that were used in secondary roles carried on in these capacities until the withdrawal of the last operational aircraft from service with No. 3 Civilian Anti-Aircraft Co-operation Unit atExeter at the end of 1971.[45] A single aircraft continued to be flown and remained in official service with the RAF as part of the "Vintage Pair" display team (along with a Gloster Meteor); however, this aircraft was lost as a result of a crash in 1986.[45]
TheAdmiralty had immediately taken great interest in the Vampire following a series of carrier-landing trials which had been conducted on the aircraft carrierHMS Ocean using the modified third prototype of the Vampire in December 1945.[46] At one point, the service had been allegedly considering the adoption of the type as the standard naval fighter to equip theFleet Air Arm with; however, according to Mason, there had been a prevailing attitude that carrier operations lacked the flexibility to enable combat operations to be conducted with jet aircraft while at sea due to factors such as jet blast and the limited range of the early jets. In 1947, the Royal Navy decided to place an order for anavalised variant of the Vampire FB.5, which had been separately ordered by Air Ministry; the navalised model was quickly given the nameSea Vampire.[47]
The Sea Vampire had several key differences from their land-based counterparts.[26] It could be easily distinguished by the presence of a V-shapedarrester hook that retracted to a high-mounted position above the jet pipe. The Sea Vampire was fitted with enlargedair brakes andlanding flaps for superior low-speed control during landing approaches, along with stronger construction for the higher stresses involved in carrier landings and catapult launches.[26]
On 15 October 1948, the first Sea Vampire performed its maiden flight.[26] A pair of prototypes were followed by 18 production aircraft which were used to gain experience in carrier jet operations before the arrival of the two-seat Sea Vampire T.22 trainers.[48] The Sea Vampire was initially delivered to700 Naval Air Squadron and702 Naval Air Squadron, soon replacing their piston-engine poweredde Havilland Sea Hornets.[26]
During 1946, government approval was given for the purchase of an initial 50 Vampire fighter aircraft for theRoyal Australian Air Force (RAAF).[10][49] The first three machines of this batch were British-built aircraft, an F1, F2 and FB.5, and were given serial numbersA78-1 toA78-3. The second aircraft, the F2 (A78-2), was significant in that it was powered by the more powerfulRolls-Royce Nene jet engine, rather than the standard Goblin unit.[10]
All of the 80 F.30 fighters and FB.31 fighter-bomber Vampires that were subsequently built byde Havilland Australia were powered byCommonwealth Aircraft Corporation (CAC) versions of the Nene engine manufactured under licence at their facility inMelbourne.[50] The Nene required a greater intake cross-section than the Goblin, and the initial solution was to mount auxiliary intakes on top of the fuselage behind the canopy.[18] Unfortunately these intakes led to elevator blanking on formation of shock waves, and three aircraft and pilots were lost in unrecoverable dives. All of the Nene-engined aircraft were later modified to move the auxiliary intakes beneath the fuselage, thus entirely avoiding the problem.[18]
In June 1949, the first Vampire F.30 fighter (A79-1) made its first flight; it was followed by 56 more F.30 variants before the final 23[51] aircraft were completed as FB.31s, being fitted with strengthened and clipped wings along with underwing hardpoints.[52] A single F.30 was also converted to the F.32 standard, which was almost identical to the Vampire FB.9.[37] In 1954, all single seat Vampires were retired by the RAAF, but remained in service in Citizen Air Force squadrons until the early 1960s.[53]
The Vampire T.33 was a two-seat training version, powered by the Goblin turbojet and built in Australia. T.34 and T.35 were used by the RAAF and theRoyal Australian Navy (RAN).[50] (In RAAF service they were known as Mk33 through to Mk35W.) Many were manufactured or assembled at de Havilland Australia's facilities in Sydney.[49] The Mk35W was a Mk35 fitted with spare Mk33 wings following overstress or achievement of fatigue life. Vampire trainer production in Australia amounted to 110 aircraft, and the initial order was filled by 35 T.33s for the RAAF; deliveries being made in 1952 with five T.34s for the RAN delivered in 1954. Additional Vampires were imported from Britain during the mid-to-late 1950s.[49] The trainers remained in service in the RAAF until September 1970, and in the RAN until 1971, when they were replaced by theMacchi MB-326.[54]
A single Vampire F.1 began operating in 1946 on an evaluation basis in Canada at the Winter Experimental Establishment inEdmonton. The Vampire F.3 was selected as one of two types of operational fighters for theRoyal Canadian Air Force (RCAF) and was first flown in Canada on 17 January 1948 where it went into service as a Central Flying School training aircraft atRCAF Station Trenton. Operating a total of 86 aircraft, the Vampire F.3 became the first jet fighter to enter RCAF service in any significant numbers.
The Vampire had the function of introducing Canadian fighter pilots not only to jet propulsion, but also to other amenities such ascockpit pressurisation and the tricycle landing gear arrangement. It proved to be a popular aircraft, being easy to fly and often considered a "hot rod."[55] In Canadian service, the Vampire served in both operational and air reserve units (400, 401, 402, 411, 438 and 442 squadrons). For three years from 2 May 1949 to 22 August 1951 the RCAF aerobatic team "The Blue Devils" flew airshows throughout North America. In November 1956, the type was retired having been replaced in RCAF service by theCanadair Sabre.[56]
TheDominican Air Force purchased 25 of Sweden's Vampires in 1952. Some of these subsequently saw combat in 1959,preventing an attempted amphibious landing by Cuban revolutionaries. They later took part in the 1965Dominican Civil War.[57][58]
TheEgyptian Air Force received its first of a planned 66 Vampire FB.52s in December 1950,[59] eventually receiving 50 from de Havilland production.[60] An order for 12 Vampire NF.10 night fighters was cancelled owing to an arms embargo and the aircraft were acquired by the RAF.[61][14] A factory was built atHelwan to build the Vampire under licence, but political disputes between Egypt and the United Kingdom over the presence of British troops in Egypt led to the project being delayed, before being abandoned following theEgyptian revolution of 1952.[62] Instead, Egypt turned to Italy, and purchased 58 ex-Italian Air Force FB.52As, using Syria as an intermediary, with deliveries from 1955 to 1956.[63]
By 1954, Egypt was operating a fleet of 49 Vampires, which had been acquired from both Italy and Britain, in the fighter-bomber role.[64] In 1955, a further 12 Vampire trainers were ordered, deliveries of which started in July that year.[65] On 1 September 1955, in a response to an Israeli commando raid on an Egyptian-held fort atKhan Yunis, four Egyptian Vampires crossed into Israeli airspace, but were intercepted by Israeli Meteor jets, with two Vampires being shot down.[66] By 1956, Egyptian Vampires were in the process of being replaced in the front-line fighter role by the much more capableMikoyan-Gurevich MiG-15 andMiG-17 swept-wing fighters, and several Vampires were given toSaudi Arabia andJordan.[67] During theSuez Crisis, the Egyptians mainly used their Vampires for ground-attack missions against the advancing Israeli forces, particularly at theMitla Pass,[68] and are recorded as having lost a total of four Vampires in combat with Israeli jet aircraft.[69] Several more were destroyed on the ground by Anglo-French air raids.[70]
The Finnish Air Force received six FB.52 Vampires in 1953. The model was nicknamed "Vamppi" in Finnish service. An additional nine twin-seat T.55s were purchased in 1955. The aircraft were assigned to 2nd Wing atPori, but were transferred to 1st Wing atTikkakoski at the end of the 1950s. The last Finnish Vampire was decommissioned in 1965.
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As part of a larger effort to build up the post-warFrench Air Force, a number of Goblin-powered Vampire FB.5s were delivered to France from 1949 onwards. This variant of the Vampire was subsequentlymanufactured under licence bySud-Est atMarignane, the first 67 aircraft were assembled from British-produced components and were standard aircraft for the most part;[37][71] these were followed by a further 183 Vampires, which incorporated a greater proportion of French-produced elements.[72][73] The French developed the FB.53 model, a Nene-powered variant, which was named in French service as theMistral after thewind of the same name. The Nene engine was alleged to be responsible for the Mistral having greater rate of climb and a higher top speed than the standard Vampire.[74]
A total of 250 Mistrals were built, equipped with Hispano-Suiza built engines, French ejector seats and enlarged wing root ducts. French orders for the type were greatly expanded during the early 1950s as a reaction to the outbreak of theKorean War. The production line was converted for the license-production of the improvedde Havilland Sea Venom by the end of 1952 as well.[71] On 2 April 1951, the first Mistral made its maiden flight.[73]
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TheIndian Air Force (IAF) inducted the de Havilland Vampire in 1948, marking its transition into thejet age. The Vampire's introduction presented several challenges, including maintenance difficulties and the need for new operational doctrines. Despite these hurdles, the Vampire played a crucial role in modernizing the IAF and laid the foundation for its future jet operations.[75]
On 6 November 1948, theIndian Air Force (IAF) took delivery of its first three de Havilland Vampires atPalam Air Force Station,Delhi; these were procured under a large-scale expansion and modernisation programme.[76]No. 7 Squadron IAF received its first Vampires in January 1949.No. 17 Squadron IAF also operated the type.No. 37 Squadron IAF flew a number of Vampire NF54 night reconnaissance missions over Goa during the 1961Annexation of Goa from Portuguese rule, sometimes coming under anti-aircraft fire.[77]
On 1 September 1965, during theIndo-Pakistani War,No. 45 Squadron IAF responded to a request for strikes against a counter-attack by thePakistani Army (Operation Grand Slam), and twelve Vampire Mk 52 fighter-bombers were successful in slowing the Pakistani advance. However, the Vampires encountered twoPakistan Air Force (PAF)F-86 Sabres, armed withair-to-air missiles; in the ensuing dogfight, the outdated Vampires were outclassed. One was shot down by ground fire and another three were shot down by Sabres.[78][79] The Vampires were withdrawn from front line service after these losses.
The Vampire entered service with theIrish Air Corps in 1955, and was the first ever jet powered fighter aircraft in Ireland.[80] A total of six Vampire T.55s were acquired and served under No.1 Fighter Squadron, stationed atCasement Air Base. The Vampires replaced theSupermarine Spitfire and Seafire as Ireland's main combat aircraft. The Vampire brought the jet age to Ireland and introduced heavier armaments through the Vampire's cannons, as well as new technology such as ejection seats. The Vampires served until 1975 and were replaced with sixFouga CM.170 Magisters.[81]
During the late 1940s, Italy became interested in procuring the Vampire as part of its re-equipment programme following the Second World War. The Meteor had also been considered, but was discarded on grounds of cost.[82] At the invitation ofItalian Air Force, a series of aerial demonstrations at Italian air shows were performed by British Vampires during September 1949. On 24 October 1949, an agreement was struck withFiat to license manufacture the type at its plant inTurin; additional work type would also be undertaken byMacchi atVarese; the agreement included five Vampire FB.5, 51 Vampire FB.52, four Vampire NF.10 and ten Vampire NF.54 to be built in the United Kingdom; a total of 150 Vampire FB.52s were also built in Italy under licence.[82]
On 11 March 1950, the first five Vampire FB.5s arrived at the Jet Flight Training School atFoggia. British-built Vampires were delivered in advance of their Italian counterparts as the latter needed more time to establish their production line. During the early 1950s, Italian Vampires were flown by theCavallino Rampante, the Italian Air Force's first post-war aerial display team.[83] Following Britain'sembargo on the sale of military aircraft to Egypt, 58 ex-Italian Air Force Vampires were refurbished and transferred to Egypt during early 1956; Macchi built 45 additional Vampires to replace these in Italian service.[84]
In 1956, theJapan Air Self-Defence Force received a single Vampire T.55jet trainer for evaluation. Although the type was not chosen for further orders,[85] the aircraft remained in Japan after the completion of its evaluation by the JASDF, and was placed on display atHamamatsu Air Base inShizuoka Prefecture.
In 1961, theMexican Air Force purchased 15 De Havilland Vampire MK.III, which had served in theRoyal Canadian Air Force (RCAF), and in 1967 were decommissioned due to 6 losses of units in accidents caused by mechanical failures. Currently, there are 4 complete devices that are preserved for exhibition only.
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TheRoyal Norwegian Air Force (RNoAF) purchased a total of 20 Vampires F.3s, 36 FB.52s and six T.55 trainers.[37] The Vampire was in Norwegian use as a fighter from 1948 to 1957, equipping a three-squadron Vampire wing stationed atGardermoen. In 1957, the type was withdrawn when the RNoAF decided to re-equip with theRepublic F-84G Thunderjet. In 1955, the Vampire trainers were replaced by theLockheed T-33, these aircraft were returned to the United Kingdom and saw later use by the Royal Air Force.
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TheRhodesian Air Force acquired 16 Vampire FB.9 fighters and a further 16 Vampire T.11 trainers in the early 1950s, its first jet aircraft, equipping two squadrons.[86] These were regularly deployed to Aden between 1957 and 1961, supporting British counter-insurgency operations.[87] 21 more two-seaters and 13 single-seaters were supplied bySouth Africa in the late 1960s and early 1970s.[88] Rhodesia operated Vampires until the end of thebush war in 1979. In 1977, six were pressed into service forOperation Dingo. They were eventually replaced by theBAE Hawk 60 in the early 1980s. After 30 years service, they were the last Vampires used on operations anywhere.[89][90]
A total of 50 DH.100 and a total of 27 DH.115 Vampire aircraft were delivered to theSouth African Air Force.
In 1946, theSwedish Air Force purchased its first batch of 70 FB 1 Vampires, having looked for a jet-powered fighter to replace the outdatedJ 22 andSAAB 21 aircraft of its fighter force. In Swedish service, the Vampire received the designationJ 28A, with the first aircraft assigned to theBråvalla Wing (F 13). The type provided such good service that the Vampire was soon selected to serve as the backbone of the fighter force. In 1949, a total of 310 of the more modern FB.50s, based on the Vampire FB.5, were procured and designatedJ 28B.[37] The last of these was delivered in 1952, after which all piston-engined fighters were decommissioned. In addition, a total of 57 two-seater DH.115 Vampires, designatedJ 28C, were also acquired for training purposes.
In 1956, the Swedish Vampires were retired from the fighter role, replaced in service with theJ 29 (SAAB Tunnan) andJ 34 (Hawker Hunter). In 1968, the final Vampire trainer was retired, all having been replaced by the SK 60 (SAAB 105).
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In 1946, theSwiss Air Force purchased an initial four Vampire F.1s, one of which crashed on 2 August 1946 while the other three remained in service until 1961. In 1949, the Swiss government signed a contract to locally manufacture the Vampire FB.6 in Switzerland using British-built Goblin engines; accordingly, a batch of 85 Vampire FB.6s were produced.[73][91] In 1952, the first production Vampire NF.10 was delivered to Switzerland for evaluation purposes.[92]
In 1949, the first batch of 75 Vampire Mk.6 (J-1005 to J-1079) was purchased. Most of these were phased out of service in 1968/1969, the last aircraft being withdrawn in 1973. A second batch of 100 Vampire Mk.6 (J-1101 to J-1200) were built under licence by a consortium of Swiss aviation companies, includingEidgenössische Flugzeugwerke Emmen,Pilatus Aircraft andFlug- und Fahrzeugwerke Altenrhein.[37] Aircraft from this batch were in use from 1951 to 1974, of which some were used for pilot training and as target aircraft until 1990. A further three DH-100 Mk.6 (serials J-1080 to J-1082) were subsequently built from remaining spare parts. A force of 39 DH.115 Mk 55 Vampire two-seat trainers (U-1201 to U-1239) were also in service from 1953 to 1990.[93][94] During the late 1950s, Switzerland started procuringHawker Hunters to replace their Vampire fleet in the fighter role.[95][96]
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Australia[100][101]
Austria[97]
Burma[97]
Canada[97]
Ceylon[97]
Chile[97]
Dominican Republic[97]
Egypt[97]
Finland[97]
France[97]
India[97]
Indonesia[97]
Iraq[97]
Ireland[97]
Italy[97]
Japan[97]
Jordan – nicknamedAbu Tiki (roughly, "Daddy of all whistles") due to noise[97]
Katanga
Lebanon[97]
Mexico -nicknamedAguacate ("avocado") due to colour and shape.[97]
New Zealand[102][97]
Norway[97]
Portugal[97]
Rhodesia[97]
Saudi Arabia[97]
South Africa[97]
Sweden[97]
Switzerland[97]
Syria[97]
United Kingdom[97]
Venezuela[97]
Zimbabwe[97]More than 180 examples survive in 30 countries, with more than seventeen of those in ten countries being airworthy.[103]
A few have been modified for air racing, with four examples making a total of eight appearances[104] at theReno Air Races so far, winning once.[105]
Data fromThe Illustrated Encyclopedia of Aircraft,[106]The De Havilland Vampire Mk. 5 & 9[107]
General characteristics
Performance
Armament
Related development
Aircraft of comparable role, configuration, and era
Related lists
Vampire Mk I: single-seat fighter version for the RAF; 244 production aircraft being built.
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| External videos | |
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 Vampire engine start atAFB Swartkop | |
| In cockpit flight view ofSouth African Air Force Museum Vampire T 55 flown by Col. Rama Iyer |
| International | |
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| National | |
