The Venom was a development of the Vampire, designed to accommodate the de Havilland Ghost engine and with aerodynamic refinements enabling it to take full advantage of the increased power. The nacelle and tail assembly were substantially similar to those of the Vampire, but the wings were entirely new, with square tips, very thin section and jettisonable long-range wingtip tanks. Fences were incorporated into the top surface of the wings to direct airflow, and wingtip fuel tanks were fitted as standard.
Originally designated the Vampire FB Mk.8, the Venom FB.1 was the first version for the RAF: a day fighter and fighter-bomber with provision for bombs and rockets in addition to the standard four 20 mm Hispano Mk 5 cannon in the nose. The prototype of this version flew for the first time on 2 September 1949 and entered squadron service in September 1952. A total of 373 FB.1 were built, powered by one de Havilland Ghost 103 turbojet of 4850 lbs thrust.
DH Venom FB.1
Built by the Swiss under licence in the early 1950s, the FB.Mk.1 designated by the Swiss Flugwaffe as the FB.Mk.50.
Fences were incorporated into the top surface of the wings to direct airflow, and wingtip fuel tanks were fitted as standard. The Venom FB 1 had four Hispano 20mm cannon in the nose and hard points under the wings for up to 2,000lb of bombs or rockets.
Introduced in 1955 was the single seat Venom, the FB. 4 (D.H. Ghost 103), with powered ailerons, an ejection seat and under wing fuel tanks in addition to the tip tanks. These new external tanks have a very high fineness ratio and a minute tailplane for stability. The FB.4 also had completely revised fin outlines, with both the front bullet fairing of the earlier Venoms and the rear bullet fairing of the Sea Venoms.
de Havilland DH112 Venom FB 4
A two-seat night fighting version of the single-seat Venom fighter was evolved in the same way that the Vampire night fighter was derived from the original Vampire, and a company-funded prototype was first flown on 23 August 1950. The front fuselage was lengthened and widened to accom¬modate Al Mk 10 radar and crew of two side-by-side, the remainder of the airframe being basically as Venom 1 and the engine being the 4,850 lb st (2200 kgp) Ghost 104. Ninety similar Venom NF Mk 2s (first flight 4 March 1952) were delivered to the RAF from 1953 onwards, many later being modified to NF Mk 2A standard with revised tail units, including dorsal fins and acorn fairings, and clear-view canopies. Further tail unit changes distinguished the Venom NF Mk 3, first flown on 22 February 1953; 129 were built for the RAF with Al Mk 21 radar, powered ailerons, 5,150 lb st (2338 kgp) Ghost 105 engine and other changes. Sweden’s Flygvapnet bought 62 Venom NF Mk 51s, similar to the NF Mk 2s and powered by Swedish-built Ghost RM 2A engines; they served from 1953 to 1960.
Following the evaluation of a standard RAF Venom NF.Mk 2 night-fighter during the course of 1950, the Royal Navy ordered three fully navalized prototype aircraft to Specification N.107, as the de Havilland Sea Venom NF. (later FAW, for Fighter, all-weather) Mk 20, the first of which made its maiden flight on 19 April 1951. Principal Naval features were a V-type arrester hook, strengthened longer-stroke undercarriage, catapult pick-up points and (from the third prototype onwards) folding wings with tip tanks of revised design.
Subsequent carrier compatibility trials conducted aboard HMS illustrious showed that the type possessed considerable promise, and an initial batch of 50 production Sea Venom NF.Mk 20s was contracted, deliveries getting under way during the mid-1950s. Attaining operational status with No. 890 Squadron aboard HMS Albion in July 1955
Following the NF.Mk 20 was the Sea Venom FAW.Mk 21, which used the more powerful Ghost 104 turbojet engine, Martin-Baker ejection seats and which was also fitted with American APS-57 airborne interception radar. Deliveries of the Sea Venom FAW.Mk 21 began before the Sea Venom NF. Mk 20 became operational, the delivery beginning in May 1955 of what eventually became the most widely used version, a total of 167 being built for service with the Fleet Air Arm.
Sea Venom F.(A.W.)21s – 1956 890 Sqn aerobatic team. Sqn CO Lt.Cmdr P.G.Young, Lt. Anderdon & Commsd. Plt Hilditch.
Production of the Sea Venom was completed with 39 examples of the Sea Venom FAW.Mk 23, which dif-fered mainly by virtue of being pow¬ered by the Ghost 105 turbojet.
Sea Venoms were also operated by the Royal Australian Navy which received 39 NF.53 (similar to F(AW).21) from 27 February 1955. British-operated Venoms and Sea Venoms were withdrawn from operational service in 1962 and 1960 respectively.
Failure of the shipboard fighter requirement issued by the Service Technique Aeronautique in June 1946 (and which had resulted in Aerocentre NC 1080, Arsenal VG 90 and Nord 2200 prototypes being built) led to consideration being given to adoption by the Aeronavale of the Grumman F9F-5 Panther. In January 1951, however, the Ministere de la Marine announced the decision to adopt the de Havilland Sea Venom Mk 20, which was being developed for the Royal Navy as a side-by-side two-seat shipboard all-weather fighter and had yet to enter flight test. Four aircraft were supplied to the SNCASE in knocked down form for assembly as a “pre-series”, the first of these flying on 31 October 1952, and the name Aquilon (North Wind) being adopted. A fifth “pre-series” aircraft and 25 production aircraft employing sub-assemblies provided by Airspeed, the first known as Aquilon 20s and subsequentl aircraft as Aquilon 201s, the first of these flying on 24 March 1954 (The designation Sea Venom NF Mk 52 referred to a version licensed for production by SNCASE). These were powered by the 4,850 lb st / 2200kg Fiat-built de Havilland Ghost 48 Mk 1, armament comprising four 20mm cannon. Non-availability of the intended Thomson AI radar restricted the Aquilon 201s to diurnal operation, the same restriction being imposed on the next 25 aircraft which, delivered as Aquilon 202s, were entirely manufactured in France and differed in having ejection seats, an aft-sliding rather than aft-hinged cockpit canopy and a strengthened undercarriage. A decision was taken to adopt the Westinghouse APQ 65 AI radar, but, without major redesign of the airframe, it was found impossible to fit this equipment in the ejection seat-equipped two-seater. Production therefore continued with the Aquilon 203 single-seater, the last 25 of the 40 production examples of this version being equipped with APQ 65 radar as were the six two-seat Aquilon 204 radar trainers (not fitted with ejection seats) that brought production to an end, the last of these being flown at the beginning of 1958. The Aquilon was flown operationally by Flottilles 11F and 16F, eventually serving in the fighter training role and being phased out during 1964-65.
Sud-Est Aquilon
During 1955-58 sixteen served with the Royal New Zealand Air Force.
de Havilland DH112 Engine: de Havilland Ghost 103 turbojet, 4850 lbf thrust Length: 31 ft 10 in (9.7 m) Wingspan: 41 ft 8 in (12.7 m) Maximum speed: 640 mph (1030 kph) Range: 1080 miles (1730 km) Service Ceiling: 39,400 ft (12,000 m)
Venom FB.1 / FB.50 Engine: De Havilland Ghost 48 Mk I, 21778 N Length: 32.087 ft / 9.78 m Height: 6.168 ft / 1.88 m Wingspan: 41.732 ft / 12.72 m Wing area: 279.003 sq.ft / 25.92 sq.m Max take off weight: 15655.5 lb / 7100.0 kg Weight empty: 8820.0 lb / 4000.0 kg Max. weight carried: 6835.5 lb / 3100.0 kg Max speed: 640 mph below 20,000 ft. Initial ROC: 7230 fpm. Service ceiling: 39370 ft / 12000 m Wing load : 56.17 lb/sq.ft / 274.0 kg/sq.m Range : 378 nm / 700 km Endurance : 1 h Armament: 4 x 20mm mg, 2000 lbs of bombs or 8 x 60 lb rockets. Range (max): 1075 mile. Crew: 1
Venom FB.4 Engine: one 2336-kg (5,150-tb) thrust de Havilland Ghost 105 turbojet. Maximum speed 961 km/h (597 mph) at sea level Initial climb rate 2204 m (7,230 ft) per minute Service ceiling 14630 m (48,000 ft) Range 1730 kin (1,075 miles). Empty weight 3674 kg (8,100 lb) MTOW: 7180 kg (15,830 lb) Wingspan 12.70 m (41 ft 8 in) Length 10.06 m (33 ft 0 in) Height 2.03 m (6 ft 8 in) Wing area 25.99 sq.m (279.75 sq ft) Armament: four 20-mm Hispano cannon, 907 kg (2,000 lb) of external stores
Venom NF Mk 3 Engine: DH Ghost 104. Max speeds, 576 mph (927 km/h) at sea level, 555 mph (893 km/h) at 30,000 ft (9145 m) 529 mph above 40,000 ft (12 200 m). Initial climb rate, 6,280 ft/min (31,9 m/sec). Patrol duration, 1.85 hrs. Loaded weight, 14,400 lb (6538 kg). Span, 42 ft 10 in (13,06 m). Length, 36 ft 8 in (11,17 m). Height, 6 ft 6 in (1,98 m). Wing area, 279.75 sq ft (25,99sq.m).
Sea Venom FAW Mk 20 Engine: Ghost 103.
Sea Venom FAW.Mk 21 Engine: one 2245-kg (4,950-lb) thrust de Havilland Ghost 104 turbojet. Maximum speed 1014 km/h (630 mph) at sea level Service ceiling 14995 m (49,200 ft) Range 1609 km (1,000 miles) Maximum take-off 7212 kg (15,900 lb) Wingspan 13.08 m (42 ft 11 in) Length 11.15 m (36 ft 7 in) Height 2.59 m (8 ft 6 in) Wing area 25.99 sq.m (279.75 sq ft). Armament: four 20-mm cannon, 907 kg (2,000 lb) of external ordnance
Sea Venom FAW Mk 22 Engine: de Havilland Ghost 104, 4850 lb Span: 42 ft 10 in (13,06 m). Length: 36 ft 8 in (11,17 m). Height: 8 ft 6¼ in (2,62 m). Wing area: 279.75 sq ft (25.99 sq.m). MTOW: 15,400 lb (6980 kg). Max speeds: 576 mph (926 km/h) at sea level 555 mph (893 km/h) at 30,000 ft (9150 in). Initial climb rate: 5,750 ft/min (29,2 m/sec). Service ceiling: 37,000 ft Patrol duration: 1.73 hrs. Armament: 4 x 20mm cannon
Sea Venom F.A.W. Mk 53 Engine One 5,300lb thrust De Havilland Ghost 105 Wing Span: 42 ft 10 in Length: 36 ft 8 in Height: 8 ft 6.25 in Weight 15,000 (loaded) Initial Rate of Climb: 5,900 ft per minute Ceiling: 40,000 ft Speed: 575 mph Range: 705 miles Armament Guns: 4 x 20 mm (150 rounds per gun) Bombs: 8 x 60lb rockets Crew 2
Aquilon 203 Loaded weight: 5500 kg / 12125 lb Wingspan: 13.07 m / 43 ft 11 in Length: 11.17 m / 37 ft 8 in Height: 2.60 m / 9 ft 6 in Wing area: 26.00 sq.m / 279.86 sq ft Max. speed: 935 km/h / 581 mph Range w/max.fuel: 1557 km / 968 miles
The D.H.110 was designed during 1946 to meet the requirements of the Royal Navy for an advanced carrier-based all-weather fighter (Specification N.40/46) and of the RAF for a night fighter (F.44/46). In 1949, orders were placed for seven night fighters and two long range fighter prototypes for the RAF and two night fighter and two strike fighter prototypes for the RN, but the Naval version was later cancelled and the RAF order reduced to two (to Specification F.4/48) on economy grounds.
The mid-set wings have 40 degrees sweepback and conventional ailerons, rudders and Fowler flaps are fitted. The rear portion of the all-moving tailplane is deflected upward separately to avoid trim changes when the flaps are lowered. ‘Dog-tooth’ wing leading edges, air intakes in the wing roots and a large air-brake under the centre-fuselage are fitted.
The tricycle undercarriage has a single wheel on each unit. The main wheels retract inward into the wings, and the nose wheel retracts rearward.
The prototypes first flew on 26 September 1951 and 25 July 1952, powered by 7,500 lb st (3405 kgp) Avon RA7s. The pilot occupied a single cockpit offset to port, with the observer alongside in the fuselage nacelle; provision was made for radar in the nose and four 30 mm Aden cannon in the fuselage. After the loss of the first prototype and selection of the Gloster Javelin to meet the F.4/48 requirement, the second D.H.110 was modified to have an all-flying “slab” tailplane, variable gearing in the aileron and tailplane primary control circuits, reduced ventral fin area and cambered leading edge extensions outboard of the wing fences.
Royal Navy interest in the D.H.110 revived in 1952 and while the second prototype was used for preliminary deck landing trials, a new semi-navalised prototype was built as the Mk 20X, making its first flight on 20 June 1955. The first production Sea Vixen flying on 20 March 1957. It was followed by the fully-navalised Sea Vixen FAW Mk 1 which had folding wings, revised tail unit, longer stroke undercarriage, new GEC radar, nosewheel steering, ejection seats, 11,230 lb st (5 100 kgp) Avon 208s, and armament of 28 x 2-in (5,08-cm) rockets in retractable packs in the nose plus four Firestreak JR AAMs or rocket pods or two 1,000-lb (454-kg) bombs under wings. An intensive period of flying trials was undertaken in the first half of 1959 by the Sea Vixen FAW.1 in the hands of No.700 “Y” Flight at RNAS Yeovilton.
114 Sea Vixen FAW Mk 1s were built and the first Royal Navy squadron (No 892) was formed on 2 July 1959. This version subsequently equipped five other squadrons, including No 766 all-weather training and No 899 HQ Squadrons
The Sea Vixen FAW Mk 2 differed in having extra fuel in forward extensions of the tail booms and provision to carry Red Top AAMs in place of Firestreaks. Prototypes flew on 1 June and 17 August 1962, and were followed in 1963-66 by 29 new production Mk 2s and 67 converted Mk 1s. Service use continued until 1972, after which about two dozen Sea Vixens were converted to pilotless drones for use as targets at the Aberforth range.
Prototype Engines: 2 x 7,500 lb st (3405 kgp) Avon RA7
FAW Mk 1 Engine: 2 x Rolls-Royce Avon RA 208, 11,230 lb st (5100 kgp) Wingspan: 15.2 m / 49 ft 10 in Length: 16.3 m / 53 ft 6 in Height: 3.4 m / 11 ft 2 in Wing area: 60.2 sq.m / 647.99 sq ft Max. speed: 1158 km/h / 720 mph Ceiling: 14630 m / 48000 ft Armament: 28 x 2-in (5,08-cm) rockets, four Firestreak JR AAMs or rocket pods or two 1,000-lb (454-kg) bombs Crew: 2
Sea Vixen FAW Mk 2 Engine: 2 x RR Avon 208, 11250 lb. Span, 51 ft 0 in (15,54 m) Length, 55 ft 7 in (16,94 m). Height, 10 ft 9 in (3,28 m) Wing area, 648 sq ft (60,19 m). Loaded weight 41,575 lb (18875 kg). Max speed, 690 mph (1110 km/h) at sea level. Initial climb 1½ min to 10,000 ft (3050 m), 5 min to 42,500 ft. Service ceiling, 48,000 ft (21792 m).
de Havilland considered a radical new design shape for its futuristic DH106 jet airliner. It proposed a highly swept, tailless airliner of 75 0001b all-up weight to the Brabazon Committee, which was investigating the needs of British commercial aviation after the Second World War. This design envisaged an aircraft with wing sweepback of 40 degrees and a thickness/chord ratio at the wing root of eleven per cent. The four de Havilland Ghost engines were to be mounted beneath the wing near the trailing edge. Practical experience was required before this design could be proceeded with, and de Havilland successfully tendered to Specification E18/45 for the construction of two prototype DH108s. The primary purpose in building these aircraft was to provide a half scale representation of the proposed Brabazon 4 tailless civil jet airliner on which could be measured in-flight performance, stability and control and aerodynamic pressures on representative sections of the wing. Following this, less specialised research was to be undertaken to explore the characteristics of the swept wing at all speeds. To facilitate production the DH108 was designed around the complete fuselage nacelle of the Vampire Fl, and two fuselages, TG283 and TG306, were taken from the Vampire production lines at English Electric, Preston, during the autumn of 1945. To these fuselages were added 43 degree swept-back wings of metal construction and a swept fin and rudder. Within seven months, the first of these research aircraft was completed and rolled out at Hatfield for engine runs and taxiing tests on Sunday, April 28, 1946. The first prototype was a low-speed test vehicle with a maximum speed of 451km/h. As Hatfield was still only a grass airfield, the prototype was dismantled and loaded on to two “Queen Marys ” which left by road on May 5 for the emergency RAF airfield at Woodbridge where it began taxiing trials and hops six days later. The wheel brakes overheated and delayed the first flight by Geoffrey de Havilland until May 15 when the DH108 became the first jet aeroplane with swept wings to fly successfully. It was also the first tailless jet aircraft to fly.
The need for horizontal tail surfaces was avoided by the provision of elevons, a combined aileron and elevator control situated on the wing trailing edge in the usual aileron position. The first prototype was powered by a de Havilland Goblin 2 engine of 3 000 lb st and was to be used for low speed research covering the handling and stability of the aircraft. The RAE Farnborough had warned de Havilland of the possibility of dutch rolling or wing drop at low speeds with complete loss of control, from its wind tunnel tests. Therefore anti-spin parachutes were fitted at the wingtips, together with fixed Handley Page slots along the outboard section of the wing leading edge. However, when the aeroplane flew their fears proved unfounded and the aircraft had no trouble flying alongside a Proctor for air-to-air photography. The new prototype returned to Hatfield from Woodbridge on May 19 when it showed its easy manouvrability while being demonstrated over the airfield by Geoffrey de Havilland. This aircraft was joined by the second prototype which made its first flight from Hatfield on August 23, 1946, and was shown publicly for the first time at the SBAC display at Radlett on Friday, September 13. The second prototype differed from the first in having a modified 45 degree swept wing with powered flying controls, automatic slots on the wing leading edge, and the more powerful Goblin 3 engine giving 3300 lb st. This prototype was intended for high-speed research, concentrating on pressure plotting and performance. After only a few weeks of flying the DH108s it was decided that as far as the projected DH106 jetliner was concerned, the tailless layout was uneconomical. The use of ailerons as elevators, with their small lever arm moment from the centre of gravity, limited the effectiveness of the flaps. This meant that for a given wing area and runway length, the take-off and landing weights had to be less than if a normal tailplane and elevator layout were used. The sweepback itself also proved uneconomical at this stage, partly because of the lower maximum lift coefficient and the higher structural weight for a given span. Eliminating the sweepback almost doubled the prospective Atlantic payload with the comparatively low power available. Despite these results the DH108 still had a great deal of valuable research work to do, particularly with respect to high-speed flight. The second prototype appeared a very promising vehicle in this respect and after its Radlett appearance began a concentrated programme of increased speeds. It was not intended to exceed Mach 0.87 without power-boosted controls, this speed having been attained without difficulty, but it was soon found that the aircraft was well capable of overtaking the current absolute speed record of 616mph reached by a Meteor not long before. The aircraft was cleaned up and prepared for the record attempt, followed by a programme of several dives to determine handling, first at high equivalent airspeed, secondly at high Mach number, and finally a combination of the two. On September 26, 1946, a level speed of 637mph was attained at 9 000ft, and on the following day, when weather conditions appeared smooth, Geoffrey de Havilland took off for the final practise flight before going to Tangmere for attempts over the official course. He was planning to undertake two tests to embrace all the conditions for the record attempt. Initially he was to dive the aircraft from around 10 000ft at a high Mach number so as to check its behaviour and controllability in these conditions. He was also planning to fly level at high power near the sea to check the speed and behaviour in record attempt conditions. He took off from Hatfield at about 5.30pm with fuel for about an hour’s flying. It was a perfect evening with a slight haze, very little cloud and the air was believed to be relatively free from bumps. He had indicated that the tests would be flown over the Thames estuary. When his colleagues waiting at Hatfield began to realise the aircraft was overdue, messages were received through air traffic that an aircraft had been seen to break up in mid-air and fall in the Thames near Egypt Bay, just north of the village of Cliffe and north-east of Gravesend. Despite fog and low cloud, the wreckage was found the following day and the majority, including the engine, was recovered. An investigation into the accident began immediately, and although taking some time to complete, did allow a statement to be released on October 7, ten days after the loss of this short-lived prototype. This stated that it was clear from the evidence available after a thorough inspection that the engine was not responsible for the accident. Sir Geoffrey de Havilland announced in the same statement that the de Havilland Aircraft and Engine Companies intended to continue with the full effort of the research work in the DH108 and that John Cunningham had been appointed to succeed Geoffrey de Havilland as chief test pilot of the de Havilland Aircraft Company. The speed record attempt had been only incidental to the programme of experimental work which was in hand. It had been found desirable to obtain precise measurements of the speed of the DH108 by utilising the accurate timing apparatus set up on the south coast of England for the Gloster Meteor speed-record attempts and it had been decided to make an attack on the record at the same time. The accident investigation found that wind tunnel tests combined with the structural evidence showed that the aircraft had suffered a sudden catastrophic disintegration during low level flight. Gusts had proved a problem at low altitude, a horizontal one of only 15mph encountered at M 0.87 would instantly raise the Mach number to 0.89. This is only a very moderate gust and such do abound at times at low altitudes. With this sudden increase in Mach number, tunnel tests showed that the aircraft would be in a very dangerous condition. It was noted that gusts had been experienced on an earlier flight that day. This sudden change could have given the aircraft a nose-down pitching moment combined with low stability, causing it to pitch down in a shock stall with ensuing failure of the wings. Meetings were soon in hand to discuss the provision of a third prototype E18/45 (DH108) to replace the one so suddenly lost. de Havilland had requested immediately after the accident a go-ahead with this third aircraft and a meeting was held at Thames House on November 15, 1946, to work out the details. Pilot ejection capability was to be built-in, using the then relatively new Martin-Baker equipment. Provision was to be made for a tailplane on the lower part of the fin, but a decision to fit it left until a later date. The power plant was to be a de Havilland Goblin 4 of 37501b / 1701kg st, although a Ghost engine was considered. An important addition was the fitment of power boost control to the elevators, five months after the first flight, to help the pilot overcome some of the excessive loads expected at high speeds. As before, the fuselage was taken from the Vampire production line at Preston, which by now was producing FB Mk5s, and it was allocated the serial number VW120. This third prototype differed from its predecessors in having a more streamlined canopy (tried out on Vampire TG443), lowered pilot’s scat, more pointed nose (tried out on Vampire TG281), better shaped rudder horn and a strengthened structure. It was rolled out for engine runs on July 21, 1947, and made its first flight three days later (24 July 1947), piloted by John Cunningham. It appeared publicly at the SBAC display at Radlett from September 9 to 12 and continued with the first prototype in its original programme of research into the characteristics of the swept-back wing. The next milestone attained by the DH108 was on Monday, April 12, 1948, when VW120 raised the international speed record around a 100 kilometer closed circuit to 605.23mph (974.0259km/hr) flown at the time by John Derry. This speed was 40mph (64km/hr) better than the previous holder of the record, the Supermarine Attacker, which in turn had stolen the record from the Gloster Meteor. The de Havilland aircraft in fact employed considerably less power than either of the aircraft which it outclassed. Only six flights in the 108 were found to be necessary before the actual record attempt and they provided all the confirmation the aerodynamics department needed for its preparation of an efficient flight plan. On the day of the attempt it was decided to do a final flight at midday to check for any snags and to make one final run round. Immediately after take off a paraffin leak developed, causing a cloud of vapour to form in the cockpit. The vapour eventually cleared sufficiently for a landing to be made and repairs were made by late afternoon. It had been decided before the attempt that owing to the difficulties of flying in bumpy air at over 600mph the attempt should not be made before 4.30pm. At 5.00pm a further check flight round was made, but although the 108 was fully serviceable, the air was very bumpy, so a decision was made to wait an hour before John Cunningham made a final cheek in a Vampire. This time the air was found to be quite smooth apart from some isolated spots and visibility was fair though poor on the second leg. Since better conditions could not be expected that day it was decided to make the attempt. After take-off a climb to 1500ft was made towards Elstree and a turn over Harrow to head for the starting point at Brookmans Park. The line was crossed as close as possible to the aerial masts at about 300ft above the ground with a speed of about 620mph. On settling down on the first leg towards the Puckeridge aerial the air was found to be smooth making a high speed more feasible. The next leg was more hazy making the identification of landmarks difficult and consequently seconds were lost on course correction, but after the brickworks corner the haze cleared and the ASI showed 635mph as the next turn at Sundon cement works was approached, level at 500ft. From here it was possible to see the smoke markers at Gaddesdon Row indicating the last turn, before turning into the final straight over the north of St Albans, past the end of Hatfield’s runway and on towards the BBC masts at Brookmans Park. On landing back at Hatfield one of John Derry’s colleagues thrust a note in his hand giving the speed and time and proving the success of the team effort in gaining the FAI Class C record. During the work up to the speed record John Derry discovered a phenomenon which in retrospect was found to be the true cause of the disaster to Geoffrey de Havilland. When high IAS and Mach numbers were combined, an unstable pitching oscillation developed which was too rapid for the pilot to control, so that at around M 0.88 at sea level divergent oscillations powerful enough to break the wings could develop in less than one second. Following this demonstration of high speed of the DH108 John Derry continued the programme of increasing the speed throughout the summer of 1948. The ultimate was reached on September 6 when, for the first time in the United Kingdom, the speed of sound was exceeded. Since the Goblin engine in the ‘108 was of insufficient power to propel it at high speeds in level flight, the high speeds had to be investigated in dives from high altitude. In building up to Mach 1.0 John Derry had reached M 0.91 to 0.95 in successive flights during the previous days. The flight commenced at 10.00am on September 6 with a take-off from Hatfield for a flight which lasted 45 minutes. On this occasion while flying between Farnborough and Windsor the aircraft was climbed to 45 000ft, the pilot wearing a pressure waistcoat and mask. After being flown level to obtain the maximum level speed of M 0.85, owing to engine temperature limitations a dive of about 30 degrees was commenced. At M 0.95 the engine was opened up to 10750rpm but there was no increase in Mach number due to the large increase in drag. In fact it was necessary to move the stick forward slightly to prevent the Mach number from decreasing. Eventually a point was reached at which a very small elevon movement caused a sudden, but not violent nose-down pitch. The first nose-down pitch was over and the aircraft back in a 30 degree dive before an attempt could be made to hold a steeper angle. This small stick movement was repeated a second time, giving a more violent nose down pitch with a return to 30 degrees. On the third attempt a much more violent pitch down was experienced, which was similar to a half bunt and put the aircraft over the vertical. An immediate pull-out was started, but during this the Mach number increased rapidly until 0.97 was indicated. As the aircraft reached a 60 to 80 degree dive with Mach still increasing, the stick force rose rapidly until it became impossible to hold the aircraft, which took over and increased the dive angle to the vertical. At this point M 1.0 was reached and passed. The engine was throttled back as soon as recovery became impossible and full strength with both hands failed to make any impression on the aircraft. In spite of the power being shut off the Mach number stayed in excess of 1.0 and little time was wasted when once it was realised that the elevons were immovable. The only apparent hope of recovery was then tried and full trim flap was applied at once. Almost immediately a very gradual recovery began until at M 0.94 the aircraft finally levelled out at 23 000ft, giving an indicated airspeed of just under 500mph. The small split flap was set somewhat forward of the trailing edge of the inboard wing and in this position fortunately helped the recovery, although normally it was only used for landing. During this dive the aircraft appeared extremely stable, being rock steady and no buffet of any kind was experienced in spite of large amounts of negative ‘ g’. The original intention of the flight had been to take pressure plotting shots with trim flap up and down at varying Mach number, increasing to a maximum of 0.96, but being so near to the sound barrier plans can always change. Following this unprogrammed flight in excess of the speed of sound a further series of tests was set up to approach the problem more slowly. Mach 1.0 was again achieved on March 1, 1949, in the same aircraft, VW120, by John Derry in a flight of 40 minutes. With the now familiar nose-down pitch in the high M dive, when 0.99 was reached and just before trim flap was applied for recovery a further steepening of the dive occurred. Full trim flap was selected with no effect at all on this occasion. The engine was throttled. Negative ‘ g ‘ increased and a slight roll to port developed. The stick was held on the stops with both hands, and because the rolling was steepening the dive full opposite aileron was applied which was partially effective in levelling the aircraft laterally. However, by now the dive was beyond 60 degrees and although recovery appeared in sight, the aircraft again rolled slowly but uncontrollably to port until, after 90 degrees of roll and considerable negative ‘g’, it was in a true vertical dive. There was now absolutely no control, even the lateral control having been lost. From a vertical attitude the negative ‘ g ‘ now increased even more and the spiralling had almost stopped. The aircraft completed on its own the latter half of a bunt and then rolled slowly round at the bottom so that it became laterally level in a shallower dive. Having lost an enormous amount of height it suddenly began to respond again to the controls and recovered from spiralling into level flight and very shortly into a climb as the trim flaps and elevons became effective. The aircraft was finally levelled out at 29 000ft and a return made to Hatfield. Mach 1.0 was exceeded during this uncontrollable dive, but it was noticed that control was always regained at about 26 000ft, which of course pointed the way to the realisation that recovery was probably due not to trim flap or luck, but to the increased drag with increased air density at lower altitudes, which also in effect reduced the Mach number to a safe figure. By this time, when trials were complete and the aerodynamic characteristics of the swept wing had been fully investigated the first prototype, TG283, had been transferred to the RAE, Farnborough, in October 1948. Here it continued further investigations into stability, control and landing trials and when fitted with the longer stroke undercarriage from a Sea Vampire to avoid hitting the tailpipe on the runway, landings were made as low as 95 knots in February and March 1950. These low-speed trials abruptly ceased on May 1, 1950, when the aircraft crashed near Hartley Wintney, Hants, during stalling tests, killing the pilot, Squadron Leader G. E. C. Genders, AFC, DFNI. The aircraft had apparently entered a spin from which it failed to recover. Towards the end of 1949 the third prototype, VW120, had joined the first aircraft at Farnborough when, amongst other tests, it was used to investigate longitudinal stability at high speeds. Shortly after its arrival this last prototype was lost on February 15, 1950, when it crashed near Birkhill, Bucks, killing the pilot, Squadron Leader J. S. R. MullerRowland. This accident was apparently due to lack of oxygen for the pilot as no fault was found in the aircraft and no break up had occurred. The DH 108 was found to be a pleasant aircraft to fly, with d nose-high approach and rate of sink fairly close to the stall. Although this was thought a little alarming at the time it was in fact only exhibiting the modem tendencies of the swept wing. It was a remarkably clean design which was demonstrated by the fact that it could attain high speeds on very low-power. VW120 was easily capable of maintaining Mach 0.88 at 35000ft. Both TG283 and VW120 were fitted with large wing fences, TG283 having two on each wing in November 1947. The wing of TG283 was also given dihedral for a while, making its first flight in this configuration on September 16, 1948. Despite all three prototypes ending their careers in accidents, the DH108 made some remarkable advances in aviation in the UK. This was not just restricted to pure high-speed research. The powered controls were similar to the ones destined for the DH106 Comet and were developed on this aircraft. The experience gained with the swept wing was used to benefit the development of the DH110. This later became the Sea Vixen all-weather fighter with the Fleet Air Arm today. First Flights, TG283 – 15.5.46, TG306 – 21.8.46, VW120 – 24.7.47.
Prototype 1 Engine: de Havilland Goblin 2, 3000 lb st Wing span: 39ft. Length: 25ft 10in. Wing Area: 328 sq ft.
Prototype 3 Engine: de Havilland Goblin 4 turbojet, 3,750 lb (1,701 kg) st. Wing span: 39 ft 0 in (11.89 m). Length: 26 ft 9.5in (8.17m). Wing area: 328 sq ft (30.47sq.m). Max take-off weight: 4064 kg / 8960 lb Max level speed: approx 560 mph (900 km/h) at 45,000 ft (13,720 m) (Mach 0.85) Max attained speed: Mach 1 in a dive between 40,000 ft (12,200 m) and 30,000 ft (9,145 m). Crew: 1.
The Comet resulted from the wartime Brabazon Committee’s recommendations for the Type IV North Atlantic turbojet mail plane, which led to numerous studies including a 20-passenger aircraft with three rear-mounted Goblin engines. The final design emerged as an orthodox low-wing monoplane with 20 degree leading-edge sweep-back and four 19.8kN de Havilland Ghost centrifugal-flow turbojets buried in the wing roots. Initial accommodation was for 36 passengers in two cabins, pressurised to provide internal pressure equivalent to 2,438m when flying at 12,192m. Cruising speed was about 788km/h.
The prototype Comet made its first flight on 27 July 1949.
The first two BOAC Comet 4C delivered to London Airport from Hadfield, 30 September 1958
BOAC received a fleet of ten Comet Is and on 2 May 1952 inaugurated the first passenger services to be operated by turbojet aircraft – on the London-Johannesburg route, covering the 10,821km in 23 hr 34 min. Comets were subsequently introduced on a number of routes, bringing drastic cuts in journey time: such as the reduction from 86 to 33 1/4 hours between London and Tokyo. Air France and UAT soon began Comet services and there were a number of airline orders for Comet 1s when one broke up near Calcutta exactly a year after its introduction; in January and April 1954 two more suffered inflight structural failure, resulting in the type being withdrawn. In October 1952, a Comet broke up in flight near Calcutta. Modifications were made, but when, on April 8, 1954, the fifth Comet accident occurred, all Comets were withdrawn from service and production was halted.
Salvage and careful investigations showed that fatigue failure of the cabin was the cause of the crashes, and the fuselage was redesigned. Painstaking detective work by scientists and engineers had established that the Comet ls had suffered metal fatigue, causing explosive decompression of the pressurized fuselage.
A great deal of structural knowledge was gained through the accidents of four of the original nine Comet I models. This knowledge was later tested on the model 3 and applied to the model 4. The Avon-powered Comet 2s on order for BOAC were strengthened and some delivered to the RAF.
No.216 squadron of RAF Transport Command was equipped with Comet 2 from 1956 in order to operate a courier service between Britain and the Long-range Weapons Establishment at Woomera, Australia. Operated with full C of A, they were modified and powered by Rolls-Royce Avon 117/118 turbojets.
A longer-fuselage long-range Comet 3 had been developed and in the light of the inquiry into the Comet 1s disasters it was redesigned, first flying on 19 July 1954. It did not go into production but made a round-the-world flight and served as a test vehicle.
Comet 3B
Most of the flight tests for the Comet 4 were conducted on the one and only Comet 3 built by Hawker.
In 1957 it was decided that Comets would be reinstated and BOAC ordered 19 Comet 4s. These were powered by 46.71kN Rolls-Royce Avon 524, had longer fuselages than the Comet 1 and could carry 60-81 passengers. The first Comet 4 flew on 27 April 1958 and on 4 October BOAC Comets inaugurated North Atlantic jet services over the London-New York route when Comet 4s of BOAC (G APDB and G APDC) made simultaneous crossings in opposite directions. BOAC bought 19 larger, more powerful Comet 4s, and successfully operated the first London/New York jet service from 1958. On 1 April 1959 Comets were put back on the London-Tokyo route.
First BOAC Comet 4
It was a long range version of the basic Comet design and was recognized by the projection of the two-pod fuel tanks on the leading edge of each wing. Following the model 4, the Comet 4B was produced for intermediate-range flights carrying a high-density passenger load. The model C-2 was a military cargo airplane and was structurally far superior to the original Comet 1.
Comet C4
Transport Command’s Comet 4 took 76 passengers, the C2 44 and the Comet T2s, which were often pressed into service could carry 36.
From that time Comets took over much of BOAC’s network. Other Comet 4s were used by Aerolineas Argentinas, East African Airways and the RAF. From this version were developed the Comet 4B and 4C which first flew on 27 June and 31 October 1959 respectively. The Comet 4B had a 1.98m increase in fuselage length, a 2.13m reduction in span and was intended for high-speed operation over shorter stages. It could carry up to 101 passengers and was not fitted with wing-mounted external fuel tanks. The main operators of Comet 4B were British European Airways and Olympic Airways.
Characteristics of the Comet 4B used by BEA were the longer fuselage and the shorter wing, without the external nacelle fuel tanks, when compared with the BOAC Comet 4. Olympic Airways also started operating the Comet 4B during 1960.
Comet 4B
The Comet 4C combined the long fuselage of the Comet 4B with the standard Comet 4 wing. This version was ordered by several airlines and went into service in 1960. A total of 112 Comets were built including 74 Series 4 aircraft; and the type was subsequently developed into the RAF Nimrod.
The DH Comet was designed and built all 113 of them over 15 years at Hatfield.
The HS.801 Nimrod was originally designed by Hawker-Siddeley, but was also a product of BAE Systems. First flying on 23 May 1967, the Nimrod serves the RAF in two variants: the R1 variant in a reconnaissance and electronic intelligence gathering capacity (ELINT), and the MR2 variant in the Maritime Reconnaissance role.
Ordered by the RAF to replace the Shackleton MR.Mk.3s, the Nimrod is said to have begun in June 1964 when Hawker Siddeley at Woodford began work on the HS.801. Its true origin is in the de Havilland Comet, two Nimrod prototypes were made from unsold Comet Mk.4C airframes, with many changes involved in producing a maritime reconnaissance version. The second prototype (XV148) was converted to HS.801 standard, four Rolls-Royce RB.168 turbofans replacing the Comet’s original four R-R Avons. Its maiden flight was on 23 May 1967, with the second, Avon-powered, aircraft flying two months later.
In mid-1965 a contract to build 38 Nimrod MR.Mk.Is was placed, and the first flew at Woodford on 28 June 1968. All were built as new airframes and delivered by September 1972, although a further eight were completed three years later. In service with RAF Strike Command since late 1969, the Nimrod MR.1 is based on the airframe of the Comet 4C Main difference are a power plant of four Spey turbofan. In addition of an unpressurised pannier beneath the pressurised main fuselage to house the operational equipment and weapons; and modified tail design incorporating an ECM pod and MAD stinger.
Subsequent plans were to upgrade 35 aircraft to Mk.II standard (by the installation of new communication systems and advanced tactical sensors), with 11 for the new AEW Mk.3 programme, and the last of the Mk.IIs was completed in 1985. The conversion added some 6000 lbs to the empty weight, and external signs of change were a reduction in cabin windows, new intakes and ducts around the rear fuselage. Other MR.2 modifications include the provision of in-flight refuelling probes, Harpoon anti-shipping missiles, and AIM-9 Sidewinder AAMs for self-defence. Loral early-warning support measures pods (EWSM) are mounted on the wing tips, and minor airframe changes have been made, comprising the introduction of larger finlets to the tailplanes and a new ventral fin. The Nimrod R.1 is a specialised Elint variant.
Nimrod MR.2
The AEW.3 conversion programme was scrapped in 1986 after the con¬version of eleven Nimrods at a cost of around NZ$2,700 million. The UK Ministry of Defence decided drop the Nimrod AEW.3 project in favour of Boeing E-3A Sentry purchase. The planned Nimrod AEW.3 was a conversion of an MR.1 airframe to accept an AEW mission system comprising radar, IFF, ESM, and datalink. Nimrod R Mk2 – The RAF has three of these specially-equipped versions of the MR Nimrod to fulfil its requirement for long-range electronic reconnaissance missions. The next changes came in 1982 with the Falklands War, when the Nimrods were required to operate up to 6440 km from their advance base at Ascension Island and carry the Marconi Stingray torpedo, 1000 lb bombs and the AGM-84A Harpoon anti-ship missile. Even air-to-air armament was added in the form of AIM-9G Sidewinders. Another large installation was an inflight refuelling probe to extend its endurance up to 19 hours, which saw large hoses laid over the floor inside the cabin. Placed under the floor when the conflict ended, this gave the Nimrod Mk.IIP code. At the same time GPS was installed in RAF aircraft. The AEW version was plagued with problems and never entered service, being placed in outside storage.
Models offered up four additional hardpoints externally to field even more potent air-to-surface missiles and mine dispensing munitions. Crew accommodations vary per model. The MRA.Mk 4 (or “Nimrod 2000”) can house a base flight crew of two personnel along with 7 specialists in designated roles. Additionally, up to 13 relief crew members can be carried aboard for extended flights. The Nimrod MRA.4 can operate a 15 hours of endurance time.
Comet 1 Engines: 4 x Ghost 50 turbojets, 4,450 lb. (2,020 kg.) thrust. Range loaded with res: 2,030 sm. Capacity payload: 14,000 lb. Fuel cap: 7,050 Imp.G. Max range with res: 2,610 sm. Length 93 ft. (28.35 m.) Wing span 115 ft. (35 m.) Weight 105,000 lb. (45,540 kg.) Pax cap: 36 44. Max cruise speed: 490 m.p.h. (790 km.p.h.). Cruise alt: 35,000 ft. (11,000 km.) fully loaded. Range: 1,750 miles (2,800 km.).
De Havilland DH 106 Comet 1 A Engines: 4 x DeHavilland Ghost 50 Mk 2, 22249 N / 2268 kp Length: 93.012 ft / 28.35 m Wingspan: 114.993 ft / 35.05 m Max take off weight: 115021.6 lb / 52164.0 kg Max. speed: 459 kts / 850 km/h Range: 1728 nm / 3200 km Crew: 3 Payload: 44 pax
Comet 2 Engines: 4 x Avon turbojets. Range loaded with res: 2,610 sm. Capacity payload: 14,000 lb. Fuel cap: 7,050 Imp.G. Max range with res: 3,700 sm. Block speed: 444 mph.
Comet 4 Engines: 4 x RR Avon RA.29, 10,500 lb. Wing span: 115 ft 0 in (35 m). Length: 111 ft 6 in (33.99 m). Height: 28 ft 4.5 in (8.65 m). Max TO wt: 152,500 lb (69,235 kg). Max level speed: 500 mph ( 800 kph). Cruise speed 489 mph
Engines: 4 x Rolls-Royce Avon 525B, 46.7kN Max take-off weight: 73482 kg / 162001 lb Empty weight: 36430 kg / 80315 lb Wingspan: 35.0 m / 114 ft 10 in Length: 36.0 m / 118 ft 1 in Height: 9.0 m / 29 ft 6 in Wing area: 197.0 sq.m / 2120.49 sq ft Cruise speed: 865 km/h / 538 mph Ceiling: 10000 m / 32800 ft Range w/max.fuel: 6700 km / 4163 miles Range w/max.payload: 5350 km / 3324 miles Crew: 4 Passengers: 72-102
Nimrod MR.1 Engines: Four 11,500 lb (5 217 kg) st Rolls Royce RB.168 Spey turbofan. ¬ Wingspan: 114 ft 10 in (35.0m). Length: 126 ft 9 in (38.63m). Wing area: 2121 sq.ft (197.0 sq.m). Height: 29 ft 8.5 in (9.01 m). Max TO wt: 192,000 lb (87090 kg). Max cruising speed: over 500 mph (805 kph). Max endurance: 12-14 hr. Crew: 12. Max level speed: 575 mph (926 kph).
Nimrod MR.2 Engine: 4 x R-R Spey 250 turbofan. Installed thrust: 216 kN. Span: 35 m. Length: 38.6 m. Wing area: 197 sq.m. Empty wt: 39,000 kg. MTOW: 80,500 kg. Warload: 6100 kg. Max speed: 930 kph. Ceiling: 13,000 m. T/O run: 1460 m. Ldg run: 1620 m. Fuel internal: 48,780 lt (+8590 lt). Endurance: 12+ hr. Air refuel: Yes. Armament: Stingray torpedo or AGM-84 Harpoon.
Nimrod Mk.IIP Engines: 4 x Rolls-Royce RB.168-20 Spey Mk.250 turbofans, 12,140 lb. Span: 114 ft 10 in (35 m). Length: 129 ft (39.31 m). Empty wt: 86,000 lbs (39,009 kg). MTOW: 192,000 lbs (87,090 kg). Max speed: 500 kt. Service ceiling: 42,000 ft. Max Op alt: 37,000 ft. Normal transit speed: 425 kts. Ferry range: 9254 miles. Endurance: 12 hr. Crew: 13.
BAe / Hawker Siddeley Nimrod MRA.4 Engines: 4 x Rolls-Royce BR710 Mk 101 turbofan, 15,500lbs / 66218 N / 6750 kp thrust Length: 126.74ft (38.63m) Wingspan: 127.00ft (38.71m) Wing loading: 91.23 lb/sq.ft / 445.00 kg/sq.m Height: 31.00ft (9.45m) Wing area: 2538.151 sqft / 235.8 sq.m Empty Weight: 102,515lbs (46,500kg) Max take off weight: 231271.4 lb / 104885.0 kg Fuel capacity: 2959 gal / 11200 lt Maximum Speed: 575mph (926kmh; 500kts) Maximum Range: 6,903miles (11,110km) Service Ceiling: 42,000 ft (12,802m) Endurance: 15 h Accommodation: 9 + 13 Hardpoints: 4 Payload: max 5500kg
In 1944 R E Bishop and his team envisaged the DH104 as a successor to the Dtagon, Express and Rapide, and incorporated new construction techniques such as Redux bonding in the airframe and a tricycle undercarriage. A new low-wing monoplane which, with the exception of fabric-covered elevators and rudder, was of all-metal construction, and powered by two de Havilland Gipsy Queen engines, with constant-speed, fully-feathering, and reversible-pitch propellers. Standard accommodation as a transport was for 8 to 11 passengers.
The prototype flew on 25 September1945, initially with an angular dorsal fin before it was replaced by a new dorsal fin and, much later of a redesigned elevator, and of a domed roof to give a little more headroom on the flight deck. Production aircraft were generally similar to the original prototype.
The 15th production DH.104 Dove, CF-DJH, was the only Dove to be flown with twin float undercarriage.
CF-DJH at Toronto, Canada, 1947
The Dove production variants resulted from differing Gipsy Queen powerplants, these including the 246kW Gipsy Queens 71 and 70-3 powering the prototype and the Dove 1/2 respectively; 254kW Gipsy Queen 70-4 in the Dove 1B/2B; 283kW Gipsy Queen 70-2 in the Dove 5/6, and 298kW Gipsy Queen 70-3 in the Dove 7/8.
The Dove 1B powered by 305 hp DH Gipsy Queen 70 was the most prolific model, followed by 128 Dove 4/5, built as the Devon/Sea Devon. The Mk.4 was a military variant of the Dove, with two crew and 8 passengers.
Up to 30 were in Service with the RNZAF during 1946-80.
RNZAF DH 104
In the course of its long life, the type underwent significant improvements with the final production version, the Dove 7/8 having an enlarged cockpit, Heron-style canopy and 400HP Gipsy Queen Mk 3 engines.
Doves in the United States were marketed as the Custom 800.
DH 104 production ran to 542 aircraft before production ended in 1968, mak¬ing it Britain’s best selling commercial air¬liner.
Just over 100 were supplied under the name Devon to many air forces, including the RAF, and a small number went to the Royal Navy with the name Sea Devon.
A number of Dove conversions carried out subsequently by Riley Aircraft in the USA as the Riley Turbo Executive 400 introduced 298kW Avco Lycoming IO-720-A1A flat-eight piston engines.
Riley Turbo-Exec 400 N880JG (04491)
Carstedt went even further with the Carstedt CJ-600A Jet Liner with a fuselage stretch by 7 ft 5 in (2.21 m) to seat up to 18 passengers and two 575 SHP / 451kW Garrett TPE-331 turboprops. The type was supplied primarily to Apache Airlines. Another version of the Dove was produced by Texas Airplane Manufacturing Co. that employed 705-eshp turboprops and a stretched fuselage.
DH104 Mk.1 Engines 2 x D.H. Gipsy Queen 70-2, 330 hp Length 39 ft 2 in (11.96 m.) Wing span 57 ft. (17.37 m.) Weight empty 6,325 lb. (2,870 kg). Max wt: 8800 lb (3992kg). Seats 2 crew and up to 11 passengers Maximum speed: 230 mph (370 kph) Cruise speed 200 mph (320 kph) Ceiling 21,700 ft. (6,600 m) full loaded Maximum range: 880 miles (1415 km)
Dove 7 Engine: 2 x Havilland Gipsy Queen 70-3 inline, 298kW, 400 hp Max take-off weight: 4060 kg / 8951 lb Empty weight: 2985 kg / 6581 lb Wingspan: 17.37 m / 56 ft 12 in Length: 11.99 m / 39 ft 4 in Height: 4.06 m / 13 ft 4 in Wing area: 31.12 sq.m / 334.97 sq ft Max. speed: 378 km/h / 235 mph Cruise speed: 261 km/h / 162 mph Service Ceiling: 6615 m / 21700 ft Range: 1891 km / 1175 miles Crew: 2 Payload: 11 pax
Dove 8 Engines: 2 x Gipsy Queen Mk 3, 400 hp.
Riley Dove Engines: 2 x Lycoming IO-720, 400 hp.
Carstedt CJ-600A Engines: two x Garrett TPE-33 1 turboprops, 575 shp
The de Havil¬land Hornet was a private-venture new design as a response to the need for a long-range single-seat escort fighter for service in the Pacific to Specification F.12/43. Development began in 1942, the prototype making its maiden flight on 28 July 1944, but the Hornet suffered heavily through post VJ-Day cancellations. It entered production at the end of 1944 and deliveries were made to the RAF from February 1945. Four versions were produced for the RAF as: the Hornet F.1 medium-range single-seat fighter with four 20mm cannon and provision for carrying two 450kg bombs or two 455 litre drop tanks; Hornet PR.2 long-range unarmed photographic reconnaissance aircraft; Hornet F.3 long-range single-seat fighter with the increased fuel tankage of the PR.2; and Hornet FR.4 with a vertically mounted camera. More than 200 were built. The Hornet entered service as a front line fighter in August 1946 until April 1951. The Hornet was the fastest twin piston-engined operational combat aircraft in the world while in service. Operated in Malaya in the early 1950s, the type was finally withdrawn from service in 1955.
DH 103 Sea Hornet
Hornets equipped four UK Air Defence Squadrons, 19, 41, 64 and 65. Flying training was carried out by 226 Operational Conversion Unit (OCU) and by the Hornet Conversion Flight, the latter being based at Linton on Ouse.
Consideration of the possibility of acquiring a carrier-based variant resulted in the testing of three Hornet FMk 1 aircraft in 1944-5, the third of these being fully navalized. It was fitted with folding wings and had provision for deck arrester and RATO gear. Air-draulic shock-absorber legs replaced the rubber-in-compression legs to eliminate bounce in carrier landings. Such was the success of these trials that a production order for 79 Sea Hornet F.Mk 20 fighters soon followed, deliveries getting under way to No. 801 Squadron in June 1947 and joined HMS Implacable in 1949. A carrier-based medium-range single-seat fighter/reconnaissance/strike aircraft, capable of carrying eight 27kg rockets, bombs, mines and drop-tanks. Armament was basically similar to that of the RAF Hornet, and this model remained in service until 1951 in a front-line capacity. The next version was the Sea Hornet NF.Mk 21 night-fighter, whose development began in 1946 although it was not until January 1949 that this attained operational status with the Fleet Air Arm fitted with an A.I. radar scanner in a thimble radome in the nose, equipping No. 809 Squadron at Culdrose until 1954, when it finally gave way to jet-powered equipment in the shape of the de Havilland Sea Venom. Subsequently, the Sea Hornet NF. Mk 21 was reassigned to the training of night-fighter radar operators, a task it performed until 1956 when the handful of remaining aircraft were scrapped. Production of the Sea Hornet was completed with the Sea Hornet PR.Mk 22 for photographic reconnaissance, about two dozen examples being completed, all of which employed a pair of F52 cameras for use by day and a single K19B camera for night work. In order to undertake the reconnaissance mission, the cannon armament was deleted, its place being filled by cameras.
In all, a total of 391 aircraft were produced of which 180 were for the Royal Navy and the production run comprised: two prototypes, sixty F.Mk 1, five PRMk 2, 132 Mk 3, twelve FMk 4, 79 FMk 20 (RN), 78 NMk 21 (RN) and 23 PRMk 22 (RN).
Hornet F. Mk 3 Engines: 2 x Rolls-Royce Merlin 130/131, 1544kW Take-off weight: 9480 kg / 20900 lb Empty weight: 5840 kg / 12875 lb Wingspan: 13.72 m / 45 ft 0 in Length: 11.18 m / 36 ft 8 in Height: 4.32 m / 14 ft 2 in Wing area: 33.54 sq.m / 361.02 sq ft Max. speed: 760 km/h / 472 mph Ceiling: 10670 m / 35000 ft Range: 4820 km / 2995 miles Armament: 4 x 20mm cannons, 900kg of weapons Crew: 1
DH 103 Sea Hornet Engines: 2 x RR Merlin 133/134, 2030 hp Wingspan: 45 ft / 13.71 m Length: 37 ft / 11.28 m Max speed: 462 mph / 744 kph Crew: 1-2 Armament: 2 x 20 mm cannon
Sea Hornet F.Mk 20 Engines: two 2,030-hp (15 14-kW) Rolls-Royce Merlin 133/134 inline piston. Maximum speed 748 km/h (465 mph) at 6705 m (22,000 ft) Service ceiling 10,670 m (35,000 ft) Range 2414 km (1,500 miles) with auxiliary fuel. Empty weight 6033 kg (13,300 lb) Maximum take-off 8405 kg (18,530 lb) Wingspan 13.72 m (45 ft 0 in) Wing area: 361.025 sq.ft / 33.54 sq.m Length 11.18 m(36 ft 8 in) Height 4.32 m (14 ft 2 in) Wing area 33.54 sq.m (361 sq ft). Armament: four 20-mm cannon, eight 27-kg (60-lb) rockets or two 454-kg (1,000-lb) bombs.
The design began in 1941, to satisfy Air Ministry Specification E.6/41 for an interceptor fighter to be powered by the then-developing Halford-designed de Havilland H-1 Goblin turbojet of 2,700 lb St (1 226 kgp), the twin-boom configuration of this aircraft was virtually dictated by the chosen power plant. This was because a single turbojet was to provide the total thrust; as this was very limited in early engines, it was necessary to ensure that power loss from the jet tailpipe was restricted to an absolute minimum by keeping the tailpipe as short as possible.
The first flight of the prototype, made by Geoffrey de Havilland jr, took place at Hatfield in Hertfordshire on 20 September 1943 powered by a 12kN de Havilland Goblin turbojet, just 16 months after the start of design the aircraft (LZ548/G) featuring pointed fins. Two further prototypes (LZ551/G and MP838/G) quickly joined the flight programme, the latter car¬rying the planned armament of four 20 mm Hispano cannon under the nose which, like the Mosquito, was of plywood and balsa construction, the remainder of the aircraft being metal. Like the Mosquito’s fuselage, this was built in two half-shells which were joined top and bottom. The monoplane wing was an all-metal structure, incorporating the engine air intakes in the wing roots, split trailing-edge flaps, air brakes and ailerons. The pilot, was seated well forward in the central nacelle beneath a three-piece canopy (replaced later by a bubble canopy).
The name was changed from Spider Crab to Vam¬pire when on 13 May 1944 a contract for 120 production examples of the Vam¬pire F.Mk 1 (later increased to 300) was placed for manufacture by the English Electric Company, Preston. The first production aircraft (TG274/G), with square cut fins and Goblin turbojet (as the Halford engine was named) was flown at Samlesbury on 20 April 1945, becoming the first British fighter with a speed of over 805 km/h (500 mph). Pre service and handling trials occu¬pied the remainder of 1945, however, and the Vampire saw no operational service during the war.
The first production F.1 Vampire was powered by the same engine as the prototype, as were the next 39 aircraft. Subsequent F.1 had 3,100 lb / 13.8kN Goblin Gn.2 engines and a pressurised cockpit, the first 50 production Vampires lacking this feature. Entering service too late to make a contribution to World War II, the first squadron to operate the Vampire was 247 Squadron at Chilbolton in Hampshire, taking delivery of their first aircraft in March 1946 and becoming operational in April.
Production of the Vampire F Mk I, with 3,100 lb St (1407 kgp) Goblin II, was undertaken by English Electric, which built a total of 174 for the RAF and 70 for Sweden’s Flygvapen, delivered from 1946; Switzerland’s Flugwaffe acquired four Vampire Is for evaluation in 1946 and El Cuerpo de Aviaçion Militar of Dominica acquired 25 from Flygvapnet in 1952. One supplied to RCAF.
In 1948 John Cunningham established an altitude record in the Ghost-Vampire at 59,492 feet.
The Vampire 6 was specially evolved to meet Swiss requirements. This variant had clipped wings and powered by a Goblin 3 of 3300 lb thrust. It was designed for combined fighter and ground attack roles.
Based on the positive test results achieved with the DH-100 Mk 1, the decision for a new combat aircraft foe the Swiss Air Force was at the end of 1948 and a series of 75 DH-100 MK6s were ordered. In May 1949, the first aircraft were taken over and replaced obsolete Me109 E-1/3 and Morane D-3800/01. All airplanes were flown to Switzerland from Hatfield, England to Emmen without any incidents. The 75 aircraft (J-1005 to J-1079) were delivered in the years 1949 and 1950.
A year later licence production of a second series of 100 aircraft by FFA began. The 100 licence built DH-100 Mk 6 Vampire (J-1101 to J-1200) were in service from 1951 onwards. Until 1960, all vampires were still in operation without Martin Baker’s seats. Against the heat in the summer, due to the insufficient air conditioning, a light flightsuit and white helmets were introduced. At the beginning of the 1960s, the vampires were equipped with a Martin Baker sling seat, an emergency package, a new joystick and a new cabin roof with single glazing.
The DH-100 Mk 6 Vampire were operational from 1949 to 1973, but most aircraft were retired during 1968/1969. In Switzerland, they were in use from 1949 to 1990. On 12th June 1990, the last Vampire at the Emmen airfield were taken out of the pilot school. A respectable number was written off in 1974, but liquidations were still carried out until 1988. From 1953, two-seater (DH-115) were also used.
The Vampire F Mk 3 was similar to the Mk I but carried 100-imp gal (454-l) drop tanks and had a revised tail unit with lower tailplane, rounded rudders and a tailplane/fin acorn fairing. Production by EEC totalled 117 for the RAF and 85 for the RCAF. The RNoAF evaluated four Mk 3s and the Fuerza Aérea Mexicana acquired 15 from the RCAF in 1961. To adapt the Vampire for ground attack duties, de Havilland introduced a strengthened and clipped wing (first flown on a Mk I airframe on 29 June 1948) to produce the FB Mk 5. With the basic airframe of the F Mk 3 and a 3,100 lb st (1 407 kgp) Goblin 2 or 4,400 lb st (1 998 kgp) Goblin 2/2 turbojet, the Vampire FB Mk 5 had a longer-stroke undercarriage and in addition to the four 20-mm British Hispano cannon could carry, on wing strong points inboard and outboard of the booms, eight 60-lb (27-kg) RPs and two 500-lb (227-kg) or two 1,000-lb (454-kg) bombs, or two 200 Imp gal (9091) drop tanks. The first of 888 FB Mk 5s for the RAF flew on 23 June 1948; some of these were diverted either new or secondhand to the RNZAF, SAAF, Armée de lAir, Aeronautica Militare Italiana and the Lebanon Air Force. Specific export versions similar to the FB Mk Shad the 3,350 lb st (1 521 kgp) Goblin 3 and improved performance; these included the FB Mk 50 for Sweden’s Flygvapnet and the FB Mk 52 built for Egypt, Finland, Iraq, India, New Zealand, Norway and Venezuela.
In New Zealand it became the RNZAF’s first jet fighter, with 58 examples serving between 1951 and 1972 before their replacement by the Strikemasters and Skyhawks.
In the early 1950s, De Havilland produced a two-seat night-fighter version, the NF10, and these aircraft formed the backbone of the RAF’s night-fighter force until the arrival of the Meteor NF11. A total of 95 two-seat NF.10 Vampire night-fighters also served in an interim capacity with the RAF from 1951, pending the introduction of Meteor and Venom night fighters.
The T11 trainer version was a development of the NF10 and the type continued in service until well into the 1980s.
The last major variant was the Vampire T.11 two- seat trainer, over 800 of which were built.
The Royal Navy had a small number of F.20 Sea Vampires, generally similar to the RAF’s FB.5, and 74 T.22 two-seat trainers derived from the T.11.
Sea Vampire F.20 1948
Earlier Sea Vampire were hooked Mk.1, and although the F.20 is virtually a hooked Mk.3, the wings have been clipped, and the aircraft modified to full Naval standard.
Foreign licence production comprised 100 FB Mk 6 by FFA in Switzerland; 80 FB Mk 52A by Macchi and Fiat in Italy; 183 by SNCASE in France in addition to 67 assembled from British components and 281 by HAL in India including 34 from imported components.
Production of single-seat Vampires for the RAF ended with 381 FB Mk 9s, essentially a FB.Mk.5 with cockpit air conditioning for Far East service and 3350 lb thrust. Seventeen ex-Swedish FB Mk 50s were transferred to Dominica in 1956, and ex-RAF Mk 9s went to Rhodesia (5), Jordan and Ceylon.
Three Vampire Is were fitted with 4,500 lb St (2043 kgp) Rolls-Royce Nene 1 engines to Specification F. 11/4S for evaluation but no production of the proposed F Mk II to this standard was undertaken in the UK. After further modification by Boulton Paul to enlarge the wing-root air intakes, one of the three Nene-engined aircraft was shipped to Australia to become the pattern aircraft for 57 Vampire F Mk 30s built by de Havilland for the RAAF. With a 5,000 lb st (2270 kgp) Nene 2-VH assembled in Australia by CAC, the first Vampire 30 flew on 29 June 1948, this and subsequent aircraft having the same tail unit as the British Mk 3 and “elephant ear” intakes above the rear fuselage. Twenty-three FB Mk 31s had a similar airframe to that of the RAF’s FB Mk 5, and 28 Mk 30s were converted to the same standard. Two examples in 1951 became F Mk 32s with cockpit air conditioning, as in the British Mk 9, and ejection seats. The Mk T.35 Vampire was licence built at Bankstown during the 1950s for the Royal Australian Air Force and is outwardly identical to the de Havilland T.11 Vampire. One major difference is that the T.35 has hydraulic “maxaret” anti skid brakes compared to the T.11 s pneumatic system, and the engine is slightly different, being a Mk.5 Goblin compared to the Mk.11 engine. The Mk.T.35 was equipped with Martin Baker Mk.IB ejection seats.
On 14 July 1948 six Vampire 3s of No.54 Squadron became the first ever jet aircraft to fly across the Atlantic under their own power.
Vampire FB.5 VV454 was fitted with an extended jet pipe to test a reheat (afterburner) system for the Goblin 2, with extended tail bumpers to stop the jet pipe touching the ground.
FB.5 VV454 testing reheat
Only the F. 1, and the Nene powered F.2 (not adopted by the RAF, but later Nene powered aircraft were built under licence in Australia and France, the latter being named Mistral) had the original, squared off style tail. The F.3 had a smaller, more rounded type of a shape that was almost a De Havilland trademark. As for the two seaters: these initially had a tail similar to the F.3, etc, but with taller rudders, latter the acorn fairing was deleted and the fin area increased so it extended forward in a gentle curve. Up to the F.3 the wingtips were rounded, but on the FB.5 fighter-bomber the rounded portion was deleted, the result being a “clipped” wing of slightly reduced span.
After assembling 67 Vampire FB Mk 5 single-seat fighters from British-supplied components and licence-building a further 120 aircraft in their entirety, the Societe Nationale de Constructions Aeronautiques de Sud-Est (SNCASE) began production of a more powerful version of the basic aircraft. Assigned the designation Vampire Mk 53 by the parent company and given the appellation of SE 530 by Sud-Est, this was developed for the Armee de l’Air. It utilised the basic Mk 5 airframe mated with the 2270kg Hispano-built Nene 102, the wing root intakes being enlarged and the split-trunk intake of the Hawker P.1040 being adapted to provide the extra air demanded for the rear face of the Nene’s double-sided impeller. Fuel tankage was increased, cabin pressurisation introduced and the pilot was provided with an SNCASO ejection seat. A pre-series of four aircraft was built, the first of these flying on 1 April 1951. Baptised Mistral, the type entered series production in SE 532 form, the first flying in December 1951 and 97 being built. These were followed by 150 examples of the SE 535, the last of which was delivered on 25 March 1954. The SE 535 was powered by the Nene 104 with similar rating to the Nene 102B of the SE 532, and, in addition to its four 20mm HS 404 cannon, could carry eight T-10 or HVAR rockets, or two 450kg bombs. The Mistral internal fuel tanks in the fuselage and wings can be supplemented by two large underwing tanks. The Mistral entered Armee dl’Air service in 1952 and was finally withdrawn in 1961.
Deck-landing trials with one of the prototype D.H. 100 Vampire fighters began aboard HMS Ocean as early as 3 December 1945, these being the first-ever carrier operations by a pure jet aircraft. Successful trials with two fully-navalised Vampire I conversions led to an order for 30 Sea Vampire F Mk 20s, the first of which flew in October 1948. Armed with four 20-mm cannon and with the basic airframe of the Vampire FB Mk 5, they served primarily in a training role to give Fleet Air Arm pilots jet experience. Six RAE Vampire F Mk 3s were converted to Sea Vampire 21s, with reinforced undersides and armament removed, for use in flexible deck landing trials at RAE Farnborough and on HMS Warrior in 1947-55. The total built include 804 in UK, fifty in India and 109 in Australia. The Sea Vampire T.22 land-based pilot trainer was ordered in 1952 by the RAAF. Thirteen were delivered, the first in June 1954 and the last in August 1959. A total of 85 Vampires were delivered to the RCAF between 1948 and 1950. They were built for the RCAF in a contract dated June 13, 1946, the first aircraft flying on June 3, 1947. Construction of the entire batch was carried out by English Electric at their Preston, Lancashire, plant with test flying undertaken at Samlesbury. They received RCAF numbers 17001 to 17042 and 17044 to 17086. After their retirement, 27 were sold to Fliteways Inc at West Bend, Wisconsin, possibly in early 1958. The President of Fliteways Ine, Merle C Zuelilke, wanted to introduce these former military jets onto the private market as fast hacks or executive aircraft some had already been sold to private owners. However, the American Federal Aviation Administration (FAA) was not keen on the idea of Cessna/Piper Cub pilots zipping about in jets, and so introduced a number of restrictions. New Vampire F.3 owners suddenly found that they could only register them in the experimental/exhibition category as was the case with N6877D (formerly 17069, constructor’s number EEP 42387) which meant that every flight had to be authorised ahead of time, be made under Visual Flight Rules conditions, and be registered on a flight plan. Intended destinations, be they airports or runways, also had to be approved by an FAA safety agent before a flight could take place. Not surprisingly the FAA killed the market stone dead in the US, leaving Fliteways with a number of Vampires it could not sell. At about the same time (1960) the Mexican Air Force was looking for a fighter aircraft. The aircraft were flown to Mexico in groups initially by Minnesota Air National Guard pilots, but this idea was abandoned after the local ANG Commanding Officer suffered an engine blow out in FAM 4 (N6875D, formerly RCAF 17019). This was later repaired at a cost of $9,000 for a new wing, nose landing gear, new engine, electrical system and hydraulic system. It is reported that Mr Leo Geib of West Bend ferried most of the aircraft in Mexico and helped to check out the Mexican pilots. One group of FAM Vampires (FAM 13, FAM 6 and FAM 1) were photographed during their stopover at Love Field, Dallas, Texas in February 1961, as they made their way to Mexico. It was reported in the Mexican Air Force magazine Anuahuac, that by February 14, 1961, 12 of the 15 Vampires had been delivered to BAM 1 (Base Aerea Militar Military Air Base No 1) at Santa Lucia, outside Mexico City. Eventually all 15 were delivered, but it appears that one was damaged en route at Acapulco, Gueffero repairs to FAM 6 cost $2,000 and required, among other things, new landing gear. Only 14 Vampires were flown operationally, the 15th aircraft was possibly used as a spares source. The number FAM-15 was later allocated to one of the two Mk 11 trainers. The Escuadron Aireo 200 was chosen to receive the Vampires. One thing that the Escuadron Aireo Jet de Pelea 200 lacked was a suitable training aircraft to convert pilots to the Vampires. By 1962 the Mexican Air Force had acquired two de Havilland Vampire T.11 two seat trainers, one being WZ414 which was the first production Mk 11 to enter service in the RAF in 1952. It had been built by de Havilland at Christchurch and spent some time at the Aeroplane & Armament Experimental Establishment at Boscombe Down and with the Empire Test Pilot School. It was declared a non effective airframe on January 29, 1960 and sold to Shackleton Aviation on January 5, 1962. The other was XD439 (built by de Havilland at Chester) which was delivered to the RAF in 1954, and had once served at the Central Navigation and Control School at Shawbury. It was retired to 19 Maintenance Unit at St Athan on May 11, 1959 and was sold to Shackletons on the same date as WZ414. Their date of arrival in Mexico is not known. In 1970 fears over safety, grounded the Vampires even the Mk 11 trainers were considered to be unsafe as there were no more stocks of cartridges for their ejection seats. This occurred during the tenure of Gral Brig P A Jose Vergara Ahumada, as chief of the air force. For many years the surviving F.3s and the two T.11 s were stored in one of the hangars at BAM 1. It was later reported that some of the F.3s were sent as training aids to the Aviation Mechanic School at BAM 5 at Zapopan, Jalisco. Others provided background scenery for the 1969 Mexican movie Aguilas de Acero (Iron Eagles) filmed at BAM 1. Years later some of the aircraft were scrapped one of the Mk.IIs met a similar demise, but the cockpit section went to a private collector in Mexico City. The other Mk 11 is preserved at the main army base inside Mexico City where, for many years, there was also Mk 3 No 5 acting as gate guard, wearing an incorrect camouflage scheme. It was removed in 1992, restored and, then put on display in the grounds of the new Mexican Air Force HQ building in Mexico City. No 13 is on display at the Military Aviation School (Colegio del Aire) at BAM-5 at Zapopan, as a tribute to the first jet fighters of the Fuerza Airea Mexicana.
3268 DH-100 Vampires were built, a quarter of them under licence.
Vampire Engine: one 1225 kg (2,700 lb) thrust de Havilland Goblin 1 centrifugal-flow turbojet. Max speed 824 km/h (512 mph) at 10365 m (34,000 ft) Initial climb 1235 m (4,050 ft) per minute Service ceiling 12620 m (41,400 ft) Range 1190 km (740 miles) Empty weight 2803 kg (6,180 lb) Maximum take off 4627 kg (10,200 lb) Wing span 12.19 m (40 ft 0 in) Length 9.37 m (30 ft 9 in) Height 2.69 m (8 ft 10 in) Wing area 24.71 sq.m (266.0 sq.ft) Armament: four 20 mm Hispano cannon
Vampire 1 Engine: 1 x de Havilland Goblin 2 engine, 3,100 lbst (1,407kgst). Max take-off weight: 3890 kg / 8576 lb Empty weight: 2890 kg / 6371 lb Wingspan: 12.2 m / 40 ft 0 in Length: 9.4 m / 30 ft 10 in Height: 2.7 m / 8 ft 10 in Wing area: 24.7 sq.m / 265.87 sq ft Max. speed: 869 km/h / 540 mph Range w/max.payload: 1175 km / 730 miles Crew: 1 Armament: 4 x 20mm cannons
Vampire 1 Engine: 1 x de Havilland Goblin, 2700 lbst Wingspan: 11.58 m / 38 ft 0 in Length: 10.49 m / 34 ft 6 in Max. speed: 885 km/h / 531 mph Crew: 1
F Mk 3 Engine: One 3,100 lb thrust de Havilland Goblin D.Gn.2 turbojet Span, 40 ft 0 in (12,20 m). Length, 30 ft 9 in (9,37 m). Height, 6 ft 3 in (1,9 1 m). Wing area, 266 sq ft (24,71 sq.m). Empty weight, 7,134 lb (3239 kg). Normal loaded weight, 12,170 lb (5 525 kg). Maximum weight: 11,970 lb (5429 kg) Max speed, 531 mph (854 km/h) at sea level and 505 mph (813 km/h) at 30,000 ft (9 145 m). Range, 1,145 mls (1 842 km) at 30,000 ft (9 145 m) at 350 mph (563 km/h). Initial climb, 4,375ft/min (22,2 m/sec).
FB Mk 5 Engine: de Havilland Goblin turbojet, 3100 lb thrust. Max speed, 530 mph (846 km/h) at sea level, 540 mph at 20,000 ft, 482 mph (772 km/h) at 40,000 ft (12200 m). Range, 1,145 mls (1 842 km) at 30,000 ft (15 150 m) at 350 mph (563 km/h). Empty weight, 7,253 lb (3 310 kg). Max loaded weight, 12,360 lb (5632 kg). Span, 38 ft 0 in (11,50 m). Length. 30 ft 9 in (9,37 m). Height, 6 ft 3 in (1,91 m). Wing area, 261 sq ft (24,25 sq.m). Armament: 4 x 30mm mg + 2000 lb disposable stores.
Vampire T.11 Engine: 1 x 3,500 lbs.t. (1588 kgp) de Havilland Goblin 35. Max speed, 549 mph (883 kph) at 20,000ft (6 096 m) Cruise, 403 mph (649 kph) Initial climb, 4,500 fpm. (22.86 m/sec) Range, 853 mls (1373 km). Empty weights: 7,380 lb (3 347 kg) Loaded weight: 12,920 lb (5 860 kg). Wingspan 38 ft (11.58 m) Length, 34 ft 5 in (10.49 m) Wing area, 262 sq.ft (24.33 sq.m). Armament: Two 20 mm cannon.
Sea Vampire F.Mk.20 Span, 38 ft 0 in (11,50 m). Length. 30 ft 9 in (9,37 m). Height, 6 ft 3 in (1,91 m). Wing area, 261 sq ft (24,25 sq.m). Max speed, 526 mph (846 km/h). Time to 25,000 ft (7620 m), 10 min. Range, 1,145 mls (1 842 km) at 30,000 ft (9 144 m) at 350 mph (563 km/h). Loaded weight, 12,660 lb (5 748 kg).
Sea Vampire T.22 Engine One 3,500lb thrust De Havilland Goblin 35 centrifugal turbojet Empty weight 7,380 lb Loaded weight 12,920 lb Wing Span: 38 ft 10 in Length: 34 ft 5 in Height: 6 ft 2 in Crew 2 Initial Rate of Climb: 4,500 ft per minute Ceiling: 43,000 ft Speed: 538 mph Range: 623 miles Armament 2 x 20 mm cannon , 8 x 60lb rockets
SNCASE SE 535 Mistral Engine: Hispano-built RR Nene 104, 5000 lbst Span: 38 ft 0 in (11,50 m). Length: 30 ft 9 in (9,37 m) Height: 6 ft 2 in Wing area: 262 sq ft (24,25 sq.m). Empty weight: 7,665 lb (3840kg). Loaded weight (with drop tanks): 12,643 lb (5740 kg). Max take-off weight: 13,448 lb / 6100 lb Max speed: 575 mph (925 km/h) at sea level and 557 mph (896 kmh) at 19,685 ft (6000 m). Initial climb: 7,086 ft/min (36 m/sec). Service ceiling: 49,200 ft Range w/max.fuel: 1118 miles / 1800 km Armament: 4 x 20 mm cannon Hardpoints: 2 x 1000 lb
By 1937 Geoffrey de Havilland had become convinced that war with Hitler was inevitable. His idea had been a bomber fast enough to out fly enemy fighters, a two man crew, no rear armament, pure speed for defense. Two Rolls Royce Merlins for power, and the sleekest possible shape, entirely fashioned from wood, since in war there was likely to be a surplus of wood and woodworkers, DH thought, and a shortage of aluminum alloy.
When he showed up at the Air Ministry with his drawings of a 400 mph gunless carpentry bomber faster than a Spitfire, they told him: “Forget it. You haven’t built a war machine in years. Start on something simple, nothing this ambitious.” As they drove home, DH and a colleague discussed the Mosquito and what a good idea it had been. As they turned in the factory gate at Hatfield, DH said: “We’ll do it anyway.”
DH set up to de¬sign and build his prototype plywood bomber in an old moated mansion, Salisbury Hall, five miles away. In December 1939, a team under Geoffrey de Havilland, with R E Bishop and C C Walker, started detailed design. The radiators for the Merlins were in a two foot forward extension of the wing root between the engines and the fuselage, with intakes in the leading edge and cooling air exits beneath the wings that actually gave cooling thrust, not drag. From these inboard radiators, and with a minimum of plumbing, they were also able to contrive a cabin heat system that kept Mosquito crews warm at altitude. The fuselage was in cross section of tapered ovals. It was a balsa filling sandwiched be¬tween ply sheets, built in two vertical halves and glued together. The one piece wing and fixed tail surfaces were wooden, but the control surfaces were ply covered wooden flaps, metal covered al¬loy ailerons and elevators, fabric covered rudder. When all the wooden bits had been sanded smooth, screwed, glued and pinned, they were covered with fabric, the fabric stretched with dope and then painted.
The Rolls Royce Merlin engines were descendants of the R type racing engines developed for the Schneider Trophy floatplanes in the early 1930s. They were V 12s, cooled by a mixture of water and glycol, and (in later versions) aspirated by a two stage, two speed supercharger but the engines held power to rare altitudes. Takeoff power was 1,200 to 1,700 horsepower each, depending on the mark of Merlin. The wing, while more straightforward than the fuselage, requires a great deal of jigging and tooling. Made in one piece 51 feet long, it contains two spars built up of booms of laminated spruce with webs of birch ply. The rear spar is swept forward to give that distinctive wing shape. The spars are separated by 32 ribs, and then covered by an inner top skin of ply with an outer ply skin separated by spanwise douglas fir stringers. The bottom is single skin with stressed panels covering the fuel tank openings. All the skins are glued and screwed, with over 4000 screws in the top in alone.
The de Havilland team designed, drew up some 10,000 drawings, built a mockup, designed and built all the jigs and tooling, and rolled the aircraft out in 11 months.
On 1 March 1940 a contract was signed for 50 aircraft and the first flew on 25 November 1940, 11 months after design work began.
The prototype was taken to Hatfield Aerodrome and assembled in November 1940. The prototype’s first flight test pilot was DH’s eldest son, also named Geoffrey de Havilland.
Conceived as an unarmed fast light bomber, the Mosquito was also planned as a photo-reconnaissance aircraft and a night fighter. The second aircraft, flown on 15 May 1941, was the night fighter prototype. Also constructed at Salisbury Hall, and young Geoffrey decided he’d fly it out of the pasture beyond the manor’s cabbage patch, to save the time and labour of dismantling, trucking and reassembly at the airfield. Test flying of the Mosquito revealed airspeed readings so high that DH wasn’t sure he believed his pilots. So he one day “borrowed” (DH’s word) a Spitfire as a pace aircraft. Both pilots agreed the Mosquito was almost 20 knots faster, doing eventually 370 knots at 30,000 feet. DH arranged demonstrations for the Air Ministry at which young Geoffrey would fly such unbomber-like manoeuvres as vertical rolls with one engine feathered. In Boscombe Down trials the Mosquito proved some 20 mph faster than the then fastest mark of the Spitfire and was almost as manoeuvrable. It reached a maximum speed of 437 mph and a maximum altitude of 44,600 feet in the early 1940s. The third prototype was a fighter variant. Production wasn’t helped by the ex¬traordinary number of different models ordered 43 in all and by the Air Ministry oft changing its mind as to which variants were needed most urgently. Since they were possibly the fastest airplanes in the world for two and a half years, Mosquitos flew as fighters, both day and night, heavily armed with cannon and machine guns, as intruders fighter-bombers, pure bombers, marker bombers with the pathfinder squadrons of Bomber Command, photoreconnaissance aircraft, dual control trainers, airliners, and as antisubmarine aircraft, carrying a six pounder antitank gun or, later, rockets. The first Mossies into service, in the autumn of 1941, were photorecon variants. The first PR aircraft made their initial daylight sorties over Paris on 20 September 1941. PR Mosquitoes also had the distinction of being the last in RAF front-line service, being withdrawn in December 1955. In time, these PRU aircraft roamed all over Germany and Europe. They flew between 22,000 and 30,000 feet, just below contrail height, so that any German fighters above them might be revealed by their own trails. But they’d photograph from as little as 400 feet if that was the cloud base. The Mosquitos’ speed did give them substantial immunity from fighters though not from flak with the same FW 190s that the night-fighter Mosquitos were after being their principal adversary. When attacked by German jets, the Mosquitos could avoid their fire by tight turns; one held off two Me 262s for 15 minutes like this, till the Messerschmitts ran low on fuel. The Mosquitos’ cameras were good enough to reveal the markings on German aircraft on the ground from 24,000 feet. By 1943, they were getting good photographs at night, using American photoflashes of 600,000 candlepower.
Entering service at the end of July 1941, the first 50 Mosquitos were deployed as long-range reconnaissance aircraft (Mk.1), as night fighters (Mk.IIs) or as bombers (Mk.IVs).
No.105 Squadron introduced Mosquitos into service in May 1942 as daylight bombers. Mosquitos were also the first Allied aircraft to bomb Berlin in broad daylight. The British learned that on January 30, 1943, both Goering and Goebbels were to address a rally in the city, and the RAF timed nuisance raids by two trios of Mosquitos to coincide with the start of their speeches. Back in Britain, those in the know tuned their wireless sets to Berlin radio, and to their great joy heard muffled noises and shouts, then an hour of martial music when there should have been live broadcasts of grandiose Nazi pomposity. No great damage was done, and one Mossie was lost; but Nazi pride had been ruffled, and Goering’s boast that no Allied aircraft would ever bomb Berlin had been most obviously disproved. Unarmed Mosquitos flew in BOAC colours between Scotland and Stockholm. The British needed Swedish ball bearings, and they also transported POW mail and a few VIP passengers in a makeshift bunk inside the bomb bay. Passengers were loaned a flying suit, warm boots, Mae West and parachute for the trip; they had oxygen masks, heat and an intercom to the pilot but no means at all of seeing out. The Mosquito was an economical weapon. Four or five could be built for the man hours necessary for one heavy bomber; wood and women were resources not in short supply and women did much of the work in building Mosquitos. There were only two crewmen to train, against 10 for a heavy; two engines against four, and half the fuel consumption. By the war’s end, Mosquitos were carrying 4,000 pound bombs to Berlin: about the same load as a B 17, but the Mossies only took half the time and had a third of the loss rate. A total of 466 Mosquito Night Fighter Mk IIs were produced.
On the night of 18-19 August 1942, the British tried out their new pathfinder tactics for the first time in a riad on the ship docks in Flensburg (western Germany). British Mosquitos equipped with Gee navigational and blind-bombing equipment were supposed to mark the area bombing target with flares, but despite precise theoretical planning, the raids went awry: the Gee devices became non-operational several miles before reaching the city due to German jamming, and the marker flares were dropped in the wrong place.
On Sunday 20 December 1942, six British Mosquitos of 109 Squadron guided by the ‘Oboe’ radar-controlled blind-bombing and navigational aid that was here used for the first time, raided a power plant in Lutterade (eastern Holland). This target-finding radar used two ground transmitters – the ‘cat’ and ‘mouse’ stations – to lead an aircraft to its target by the shortest possible route.
The T.Mk.IIIs were a direct development of the F.Mk II fighter, possessing dual controls and no armament. The origin of the armed Mosquito T.Mk.IIIs was wartime Australia. The need for training in the ground attack role had led to some British built T.Mk.III trainers being armed with the machine gun packs removed from FB.Mk.40s previously converted to the photo reconnaissance role.
Mosquito B.IV
The prototype of the most widely used of the Mosquito fighters (HJ 662) made its first flight in February 1943, and more than 2,500 of this Mk VI version were built eventually. With two 1,710 hp Rolls Royce Merlin XXX engines, it had a maximum level speed of 407 mph (655 km/h) at 28,000 ft (8,535 m).
The B.IV Srs 2 bomber version first operation was on 20 November 1942.
Little has been said of No.618 Sqn of Coastal Command, formed on 1 April 1943, before the dam buster raids, to operate Mosquito carrying a variant of the Wallis bomb. The primary function was to attack the German fleet in Norway using the weapon code-named Highball.
Smaller than the Lancaster weapons, Highball worked the same. Bouncing across water, rebounding, the spinning under the ship, where a hydrostatic fuse exploded the 600 lb / 272 kg explosive charge. The Mosquito accommodated two of these weapons in tandem in the bomb-bay, with the doors removed.
Highball Mosquito
Work on the Mosquito weapon, including dropping trials, was undertaken by Vickers during April 1943. Most of the test flying was done from Manston by ‘Shorty’ Longbottom, the Vickers test pilot who shared the Lancaster trials with Mutt Summers.
For the first two weeks 619 Sqn used standard Mosquito IVs. The first converted aircraft, DZ531/G, reached their Skitten base, from Vickers, on 18 April 1943. Another five had arrived by the end of the month. The Highball programme eventually had sixty of the 263 B.Mk.IV Series 2 Mosquitos built, but thirty were subsequently re-converted to take a 4000 lb bomb installation.
Highball Mosquito
618 Sqn began dropping trials with Highball on 13 April 1943, three days before the Dam Buster Lancaster. By the end of the month twenty-three drops were completed, using prototype weapons and flying the Mosquitos from Manston. Much of this practice was against the Bonaventura target ship in Loch Cairnbarn.
Mosquito FB.26 KA114
On 4 October 1944 the US 8th Air Force Headquarters announced that for several days the German Luftwaffe had been using allied Mosquito and Mustang aircraft furnished with German national emblems. On 3 October 1944 a Mosquito flown by Germans was shot down near Aachen. Aerial combats had taken place over Holland between allied and German Mustang fighters. These machines in German hands were aircraft which had been forced to land behind German lines.
The Royal Navy operated a number of Mosquito FB.Mk VI and T.Mk 3 land-based aircraft in the anti-ship attack and trainer roles, but its most important type was the Sea Mosquito TR.Mk 33 carrierbome torpedo and reconnaissance fighter. This model first flew in November 1945 and entered service in August 1946. The variant was based on the FB.Mk VI with larger propellers, American radar, and naval features such as fold¬ing wings and an arrester hook. With the Second World War over, deliveries of this model totalled just 50, though there were also six examples of the related Sea Mosquito TR.Mk 37.
On New Year’s Eve 1944, the RAF Mosquitos of 627 Squadron carried out another precision raid. This time the target was Gestapo Headquarters in Oslo. Forty-four Mosquitos badly damaged the buildings, destroying many German documents.
On the night of 14-15 June 1944 was the first time a V-1 flying bomb was shot down by an aircraft. An RAF Mosquito of 6-5 (County of Warwick) Squadron, flown by Lt. J.G. Musgrave and Sgt. F.W. Samwell, shot down a ‘doodlebug’ over the Channel.
The availability of two-stage two-speed supercharged versions of the Merlin led to the introduction of numerous new Mosquito bomber and PR versions but, apart from their use in the high-altitude NF Mk XVs, these engines were not introduced in a fighter variant until the spring of 1944, when the Mosquito NF Mk 30 appeared. This night fighter had the same “universal” radome as the NF Mk X1X, together with 1,680 hp Merlin 72 engines (in the first 70 production examples) or 1,710 hp Merlin 76s (in the other 460 built). First Mk 30 flew in March 1944 and operational service began in June 1944 with No 219 Squadron for home defence, other squadrons using this type for long-range escort of Bomber Command formations attacking Germany in 1944/45.
Mosquito night fighters
The PR.34 differences from earlier machines appear in an altered canopy, that has an astrodome in addition to the bulged side windows and vee-windscreen found on the bomber version. The engine cowlings feature an enlarged chin intake and the fuselage belly has a distinct bulge. The aircraft also features the paddle-bladed propellers that give the late series of this type such an air of purpose.
On the night of 2-3 May 1945, the RAF flew its last raid on Germany when 125 Mosquitos of 608 Sqn dropped 174 tonne of bombs on the harbour at Kiel. The crews met no opposition and all aircraft came back.
On 12 March 1945 the last bomber variant of the Mosquito, the B35, made its first test flight. The war had ended before it could be used operationally, but it entered service with the post-war Royal Air Force and served as a bomber until the beginning of 1954.
Some Mosquito B35s were converted for other duties including target-towing and in this role they continued in service until 1963.
The Mosquito NF Mk 36 was similar but had 1,690 hp Merlin 113s; the first example flew in May 1945 and 163 were delivered, up to March 1947. The Force Aérienne Beige acquired sufficient to equip two squadrons after RAF service, these remaining in service until the mid ‘fifties. The final fighter version of the Mosquito was the NF Mk 38, differing from the Mk 36 in having British Al Mk X1 radar in place of American Al Mk X and Merlin 113 / 114 engines, Of 101 built, 54 were supplied to the Yugoslav Air Force in 1950 and the others were scrapped.
The Mosquito T.43 is an Australian built dual control model similar to the T.3 but with Packard Merlin engines and retaining its armament of four .303 machine guns and four 20mm cannon.
Other versions were Sea Mosquito TR.Mk 33 (initial model with American ASH surface search radar), Sea Mosquito TR.Mk 37 (derived model with British ASV surface search radar), and Mosquito TT.Mk 39 (naval target-tug model based on the B.Mk XVI bomber).
Towards the end of the war Mosquito units were averaging one aircraft loss per 2,000 sorties – by far the lowest figure recorded by Bomber Command. Mosquito bombers, which had entered service carrying a 907kg bomb load, were later to carry a 1800kg block-buster in a bulged bomb bay. Mosquito fighters were to distinguish themselves in fighter-bomber, anti-shipping and night-fighter roles, and were to destroy some 600 V-1 flying-bombs in the defence of Britain. For reconnaissance duties the Mosquito was the RAF’s major long-range aircraft in this category, serving in Europe, Burma and the South Pacific. Including 1,342 Mosquitoes built in Australia and Canada, total construction was 7,785 aircraft when production ended in November 1950. 6,710 were built during WW2.
Eighty-nine were ordered by the RNZAF to re-equip 1946-55 but the bulk were never put into service.
Specification F.18/40 was originally written for a fixed gun two-seat night fighter to replace the BP Defiant, dated 10/11/1940, but on 9 December a correction was made in that armament was changed to incorporate a ‘dorsal power-operated turret’.
de Havilland was asked to examine the spec, even though the firm was not invited to tender to it. The result was the two turret fighter Mosquitoes, the fourth prototype W4053 built at Salisbury Hall and flown from there to Hatfield with the turret fitted on 14 September 1941, and W4073, first flight 5 December from Hatfield.
turret equipped Mosquito
The turret was to be a Bristol B.11 four-gun turret, which was designed for the Bristol Beaumont bomber project, and was very light and compact.
DH also did much research into Mosquitos fitted with turrets as a result, to discover that a considerable amount of performance was lost as a result of the installation. The two turret fighter Mosquitos, after having their turrets removed, went on to become the prototype T.III trainers.
turret equipped Mosquito
W4050 July 1941
The prototype W4050 was fitted with a mock up turret for aerodynamics trials in July 1941. In September 1941 the fourth prototype Mosquito, W4053, which was the first prototype turret fighter (the third prototype, W4052 was the first night fighter NF.II, built to F.21/40), flew for the first time, but with a mock up turret only.
By then the decision had been made not to continue with the turret fighter, although a second prototype turret fighter was finished, W4073, in December 1941. This aircraft and W4053 became the prototypes of the T.III trainer variant once the turret fighter was cancelled.
This faint vertical line on the canopy of the prototype shows where the fairing for the turret mock up rubbed against the canopy. Within the structure are four mounting bolts where the turret was fitted.
In 1949 Mosquitos of No.540 PR Squadron carrying a pilot and a navigator normally used the standard F.52 camera with two of these units arranged for split cover and a third rear unit for vertical photography. The F.52 can be fitted with lenses of various focal length, but normally 20in or 36in units; the picture size is 8.5in x 7in. and the magazine holds film for 500 exposures.
For aerial survey work, 6in K.17 cameras were used giving a 9in x 9in picture.
Engines: 2 x 1,680 hp Rolls Royce Merlin 72. Length 41.5 ft. (12.65 m.). Wing span 54.2 ft. (16.5 m.) Weight empty 15,510 lb. (7,035 kg.) Crew: 2. Max. bomb load: 4,000 lb. (1,800 kg.) Max speed 408 mph (656 kph) Ceiling 37,000 ft. (11,000 m) fully loaded Range 1,370 miles (2,200 km.) Stall flaps down and light: 90 knots, 119 knots flaps up and at gross weight Vmc: 185 knots at full power and 175 knots at climb power.
Prototype Wingspan: 52 ft 6 in
PR.I Unarmed reconnaissance Wingspan: 54 ft 2 in
F.II Night fighter Engines: 2 x Rolls-Royce Merlin 21, 1230 hp Seats: 2 side-by-side Armament: 4 x 20mm Hispano cannon 300 rds / 4 x 0.303 Browning 2000 rds each
T.III Dual control trainer First flown January 1942 Last delivery 1949 Engines: 2 x Rolls-Royce Merlin 21, 1230 hp
B.IV Unarmed bomber Engines: 2 x Rolls-Royce Merlin 21, 1230 hp Bombload: 4 x 500 lb / 227 kg Later bulged bomb-bay: 4000 lb / 1814 kg
Mosquito FB Mk VI Engine: 2 x Rolls-Royce Merlin 25, 1208kW / 1,635 hp Props: 12 ft 0 in (3.66 m) dia 3 blade. Max take-off weight: 10115 kg / 22300 lb Empty weight: 6486 kg / 14299 lb Wingspan: 16.51 m / 54 ft 2 in Length: 12.47 m / 40 ft 11 in Height: 4.65 m / 15 ft 3 in Wing area: 42.18 sq.m / 454.02 sq ft Wing loading: 47.15 lb/sq.ft / 230.0 kg/sq.m Max. speed: 583 km/h / 362 mph at 13,000 ft (3,960 m) Cruise speed: 523 km/h / 325 mph Service Ceiling: 10060 m / 33000 ft Initial climb rate: 2500.00 ft/min / 12.70 m/s Range: 2655 km / 1650 miles Endurance: 7 hr Armament: 4 x 20mm Hispano cannon, 4 x 7.7mm Browning machine guns Bomb load: 4 x 250 lb / 113 kg – later 2 x 250 lb / 113 kg & 2 x 500 lb (2,000 lb / 900kg) Crew: 2 No built: 2584
Mk VI Engine: 2 x Rolls Royce Merlin XXX, 1,710 hp. Max level speed of 407 mph (655 km/h) at 28,000 ft (8,535 m). Wing span: 54 ft 2 in (16.51 m). Length: 40 ft 6 in (12.34 m). Height: 15 ft 3 in (3.51 m). Max TO wt: 22,300 lb (10,115 kg)
B.VII Canadian-built – used in North America only
PR.VIII Reconnaissance Engines: 2 x Rolls-Royce Merlin 61
B.IX Bomber Engines: 2 x Rolls-Royce Merlin 72, 1680 hp Bombload: 4000 lb
PR.IX Reconnaissance – First flew July 1943 Engines: 2 x Rolls-Royce Merlin 72, 1680 hp
NF.XII Night fighter F.II with AI Mk.VIII radar Engines: 2 x Rolls-Royce Merlin 21, 1230 hp Seats: 2 side-by-side Armament: 4 x 20mm Hispano cannon 300 rds
NF.XIII As Mk.XII but new build Aug 1943 Mk.VI wing
NF.XV High altitude pressurised fighter Wing span: 59 ft Radar: AI Mk.VIII
Mk.XVI pressurised cockpit Engines: 2 x Rolls-Royce Merlin 72, 1680 hp or Merlin 74 or 77, 1710 hp Armament: 4 x 0.303 Browning mg Bombload: 4000 lb
NF.XVII Radar: AI Mk.X or SCR 720 Armament: 4 x 20mm, 500 rds each
Mk.XVIII Role: Fighter-bomber Wingspan: 54 ft 2 in Length: 40 ft 10.75 in Max speed: 380 mph at 13,000 ft Range: 1270 miles Armament: 1 x 57mm Molins gun, 4 x .303 in Bowning mg Bombload: 2 x 500 lb bomb
FB.XVIII Coastal Command fighter Armament: 1 x 57mm 6-pounder Molins, 24 rds / 4 x .303 Bowning mg Bombload: 8 x 60 lb rockets or bombs
NF.XIX Engines: 2 x Rolls-Royce Merlin 25, 1640 hp Radar: AI Mk.VIII or SCR 720
B.XX Canadian-built B.IV USAAF designation F-8
FB.21 Canadian-built Engines: 2 x Packard V-1640 Merlin
T.29 Canadian-built Engines: 2 x Packard V-1640 Merlin
Mk.XXX Engines: 2 x Rolls-Royce Merlin 76, 1710 hp
NF Mk 30 Based on Mk.XIX Max speed, 338 mph (544 km h) at sea level and 424 mph (682 kmh) at 26,500 ft (8077 m) Initial climb, 2,250 ft/min (11,4 m/sec) Range, 1,180 mls (1 900 km) Empty weight, 15,156 lb (6880 kg) Loaded weight. 21,600 lb (9806kg) Span, 54 ft 2 in (16,51 m) Length, 41 ft 6 in (12,64 m) Height, 15 ft 3 in (4,65 m) Wing area, 450 sq ft (41,81 sq.m).
Mk.32 Engines: 2 x Rolls-Royce Merlin 25, 1640 hp
PR.32 Extended-span reconnaissance Engines: 2 x Rolls-Royce Merlin 113/114, 1690 hp
Sea Mosquito TR.Mk 33 1st RN Sea Mosquito Folding wings Engines: two 1,640-hp (1,223-kW) Rolls-Royce Merlin Prop: 4 blade Maximum speed 385 mph (620 kph) at 13,500 ft (4,115 m) Initial climb rate 3,000 ft (914 m) per minute Service ceiling 30,000 ft (9,145 m) Range 1,260 miles (2,028 km) Empty weight: 17,165 lb (7,786 kg) Normal take¬off 22,500 lb (10,206 kg) Wing span 54 ft 2 in (16.51 m) Length 42 ft 3 in (12.88 m) Height 13 ft 6 in (4.11 m) Wing area 454.0 sq ft (42.18 sq.m) Armament: four 20-mm cannon, 2,000 lb (907 kg) bombs or one 18-in (457-mm) torpedo. Radar: ASH Equipment: arrestor hook, JATO boost
MK.34 Strategic reconnaissance Pressurised cabin Engines: 2 x Rolls-Royce Merlin 113/114, 1690 hp Fuel capacity: 1269 Gal (200 gal drop tanks)
MK. 35 Engines: 2 x Rolls-Royce Merlin 113/114, 1690 hp
Mk.36 Engines: 2 x Rolls-Royce Merlin 113/114, 1690 hp Wingspan: 54 ft 2 in / 16.52 m Length: 44 ft 6 in / 13.57 m Max speed: 404 mph / 646 kph Armament: 4 x .303 Browning MG, 4 x 20 mm Hispano cannon Crew: 2 Radar: AI Mk.X
TF.37 Torpedo fighter Engines: 2 x Rolls-Royce Merlin 113/114, 1690 hp Radar: AI/ASV Mk.XIII
De Havilland’s first all-metal stressed-skin aircraft, the de Havilland D.H.95 Flamingo, was designed by R. E. Bishop as a medium range passenger transport to carry 12-17 passengers and a crew of three. It featured hydraulically retractable landing gear, split trailing-edge flaps and was powered initially by two 664 kW (890hp) Bristol Perseus XIIc radial engines.
The prototype was first flown by Geoffrey de Havilland Jr at Hatfield on 28 December 1938 and during subsequent flight testing a third, central fin was fitted temporarily. In May 1939 this aircraft was delivered to Guernsey & Jersey Airways Ltd for route-proving trials, linking Heston and Southampton’s Eastleigh Airport with the two principal Channel Islands.
The outbreak of war precluded commercial use on these services, but the Royal Air Force had ordered two Flamingoes for communications duties with No. 24 Squadron and one for The King’s Flight, the last being delivered to RAF Benson on 7 September 1940 as the Hertfordshire. It was transferred to No. 24 Squadron in February 1941, the unit having acquired also the prototype, two aircraft ordered by civilian customers and the fifth airframe which had been used by the manufacturer for development of the Bristol Perseus XVI radial. This engine was fitted to all subsequent examples, including one used by the Royal Navy’s No. 782 Squadron at Donibristle for communications flights to the Orkney and Shetland Islands and to Northern Ireland, and eight flown by BOAC on Middle East services, based at Cairo. The Royal Navy’s Flamingo was the only aircraft to return to civil use after the war, seeing limited service with British Air Transport at Redhill where it was scrapped in 1954. Flamingo production totalled 16 aircraft.
D.H.95 Engine: 2 x Bristol Perseus XVI radial, 694kW / 917 hp Take-off weight: 7983 kg / 17600 lb Empty weight: 5137 kg / 11325 lb Wingspan: 21.34 m / 70 ft 0 in Length: 15.72 m / 51 ft 7 in Height: 4.65 m / 15 ft 3 in Wing area: 59.36 sq.m / 638.95 sq ft Max. Speed: 385 km/h / 239 mph Cruise speed: 296 km/h / 184 mph Ceiling: 6370 m / 20900 ft Range: 1947 km / 1210 miles Service ceiling : 20899 ft / 6370 m Wing loading: 27.68 lb/sq.ft / 135.0 kg/sq.m Crew: 3 Payload: 17pax
On 24 August 1931 the company had flown the only example of the de Havilland D.H.81 Swallow Moth, a low wing open-cockpit two-seater powered by a 60 kW (80hp) Gipsy IV engine. With production capacity filled by orders for various models of the Moth the project was discontinued, to be resurrected some years later when advantage could be taken of-some structural techniques used in the Comet and Albatross. Of wooden construction throughout, the prototype D.H.94 Moth Minor was first flown by Captain Geoffrey de Havilland at Hatfield on 22 June 1937. Unlike the earlier Moths, it was flown from the front seat, and incorporated a large perforated air brake under the centre section.
Production followed and by the outbreak of World War II 71 examples had been completed, including nine Moth Minor Coupe aircraft with built-up rear fuselages and hinged cabin tops. Over 100 had been built by September 1939, but early in 1940, when Hatfield’s production capacity was required urgently for aircraft more vital to the war effort, the Moth Minor drawings, jigs, components and finished but undelivered airframes were delivered to de Havilland Aircraft Pty Ltd at Bankstown, Sydney. More than 40 were supplied to the Royal Australian Air Force.
The total production was about 150.
DH 94 Moth Minor G-AFOM
Five were impressed by the RNZAF 1940-46 for general duties.
D.H.94 Engine: 1 x de Havilland Gipsy Minor, 67kW / 90 hp Max take-off weight: 703 kg / 1550 lb Empty weight: 446 kg / 983 lb Wingspan: 11.15 m / 36 ft 7 in Length: 7.44 m / 24 ft 5 in Height: 1.93 m / 6 ft 4 in Wing area: 15.05 sq.m / 162.00 sq ft Max. speed: 190 km/h / 118 mph Cruise speed: 161 km/h / 100 mph Ceiling: 5030 m / 16500 ft Range: 483 km / 300 miles Endurance: 6 hr
