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
With details outlined in Military Specification T.6/36, the Don was to be a three seat, low wing, general purpose trainer, with the same flying characteristics as the new monoplane fighters and bombers then entering service. In the interests of economy, it was to be a combination trainer, suitable as an advanced pilot trainer as well as radio operator and gunnery training.
Arthur E. Hagg designed an aircraft that had four welded steel tube frames bolted together, and attached to a wooden monocoque fuselage which consisted of four resin impregnated moulded plywood sections. The top and bottom sections were curved in heated moulds, while the middle fuselage sections were flat. These sections were strengthened along the joints by wooden stringers which gave the fuselage two distinct lines were the panels overlap.
The wings were built in three sections. The front and rear spars were plywood box structures overlain by two thin layers of diagonal spruce planking, the leading edge being plywood covered.
The de Havilland Gipsy Twelve engine installed originally in the D.H.91 Albatross was renamed Gipsy King for military use and selected to power Air Ministry Specification T.6/36. Fitted with one inverted V-12-cylinder D.H. Gipsy King 1 air-cooled engine producing 525 BHP at 2,400 rpm, Hagg incorporated the ductd reverse-airflow cooling system he had designed for the Albatross. The air intakes. were built into the leading edges of the wings, the air ducted over the top of the engine inside the cowl, down past the cylinders to exit via the centre of the inverted Vee, and out through the back of the engine. This to intake the Don aerodynamically very clean in order to achieve a high performance from a relatively low-powered engine. Maximum speed was 216 mph (348 km/h) at 8,000 ft (2438 in) arid a service ceiling of 21,500 ft (6401 m) and a range of 855 miles (1376 km), stretching out to 890 miles (1432 km) could be attained when configured as a purely communications aircraft.
The Air Ministry dictated that the fuselage had to be big enough for the instructor and air gunner to be able to change seats in flight, arid that two men had to be able to remove and replace the engine in two hours. A variable pitch propeller was to be fitted. The Pupil and instructor were to sit side-by side and have a standard set of instruments for blind flying, while the gunner had to be completely sheltered front the wind, which meant the Don had to be fitted with a turret.
The Air Ministry dictated that the fuselage had to be big enough for the instructor and air gunner to be able to change seats in flight, arid that two men had to be able to remove and replace the engine in two hours. A variable pitch propeller was to be fitted. The Pupil and instructor were to sit side-by side and have a standard set of instruments for blind flying, while the gunner had to be completely sheltered front the wind, which meant the Don had to be fitted with a turret. Extra pressure to finish the aircraft came when the RAF ordered 250 Don Trainers but, just as Hagg was making progress, the Air Ministry sent pages of amendments to Hatfield. These were dated 25th July 1936.
Without warning, in February 1937, the de Havilland Aircraft Company announced that Hagg had resigned, he eventually being replaced by another of the design team, Ronald E. Bishop.
Bishop and his team finished the Don prototype L23871 and it was first flown at Hatfield 18 June 1937. Eight days later Flt/Lr E. R.Symonds flew it at the S.B.A.C. air show.
Following manufacturer’s initial trials, during which small auxiliary fins were fitted beneath the tailplane, the aircraft was transferred to Martlesham Heath on 14th September for official evaluation but fell short of what the Air Ministry had by then decided they wanted.
The prototype was flown by three pilots, who found that “unusual” force was needed to stall the aircraft, for the control column got progressively heavier as the speed slowed and the stick was pulled back. With the flaps up the Don stalled marked with a sharp wing drop. With the flaps down, the wing drop was less marked, but was accompanied by a snatching of the ailerons so that, although control was quickly regained when the nose dropped, for a moment the wing could not be raised with the ailerons. The Don prototype was returned to de Havilland’s where the stalling problems were improved with the addition of a four-foot long strip to the wing leading edge. Small fins were fitted near the ends of the tail plane and thereafter the Don stalled without the vicious wing drop. On 19th January 1938 a pilot from Martlesham came over to Hatfield to retest the aircraft and he considered that the handling was now acceptable provided a spring loaded elevator control system was fitted to reduce the load on the control column during take-off.
A three bladed propeller was fitted to the second Don to improve the take-off, but to achieve a satisfactory climb rate, the engine supercharger had to be boosted to get the revs up to the required level. More changes were made and the mass balances on the elevator, as well as new undercarriage oleo struts, finally produced a satisfactory landing and take-off roll. The test pilots acknowledged that the handling had improved, but criticised the poor view, difficulty in getting in and out, excessive take-off distance, and heavy elevator controls.
Armament consisted of one Lewis gun with three magazines, in an enclosed rotating turret, one fixed Browning gun in the wing and provision for 16 practice bombs tinder wing. llowever the Brownin, machine gun tended to fire erratically and several modifications were made to improve this, but to no avail. The changes needed to satisfy the RAF were still as elusive as ever and then, on 24th June 1938, the Air Ministry told de Havilland’s that the Don was no longer required and the order for all 250 machines was cancelled.
The Air Ministry had selected the Miles Master for advanced pilot training and the Avro Anson and Airspeed Oxford for twin-engine, navigation, radio and air gunnery training. But when it was pointed out that when they cancelled the Don, the RAF would end up with a large number of Gipsy Twelve (renamed Gipsy King for the Don) engines from the production line with no aircraft to put them in. To settle this dilemma de Havilland’s were given an order for 50 three-seat communications aircraft to be converted from the Don Trainer. The first conversion, L2391, went to Martlesham in September 1938 with the turret removed to test its suitability of carrying three people with parachutes. Accessibility for less agile passengers, such as senior officers, was fixed by adding an external step on the fuselage and an internal step with a hand grip. However the pilot’s seat was considered uncomfortable because the fixed back was not high enough and the safety harness prevented the pilot from leaning forward to reach the instruments. In addition there was no cockpit heating and the emergency exit in the roof was difficult i to open if the pilot stayed seated. On 22nd September 1938, the first communications Don, L2391, was completing a fuel consumption test at 10,000 ft (3048 m). The pilots came down to 3,000 ft (914 m) but when they opened the throttle nothing happened, they then tried all sorts of combinations of throttle and propeller settings to no avail. They attempted a cross-wind landing with the undercarriage down but stalled and the undercarriage was torn off and the fuselage then broke near the rear spar.
Only 30 Dons ever flew and even in the communications role the aircraft had a very short service life, with most converted to instructional airframes. Of this total 20 were delivered as engineless airframes and the remainder converted for communications duties with No. 24 Squadron and a number of station Flights.
D.H.93 Engine: 1 x de Havilland Gipsy King 1, 391kW Max take-off weight: 3112 kg / 6861 lb Empty weight: 2291 kg / 5051 lb Wingspan: 14.48 m / 47 ft 6 in Length: 11.38 m / 37 ft 4 in Height: 2.87 m / 9 ft 5 in Wing area: 28.24 sq.m / 303.97 sq ft Max. Speed: 304 km/h / 189 mph Ceiling: 7100 m / 23300 ft Range: 1432 km / 890 miles
Designed by A. E. Hagg to an Air Ministry specification for a transatlantic mailplane, the de Havilland D.H.91 Albatross fuselage was made of laminations of cedar ply and balsa wood, built as a monocoque in which the skins bore the load, and had a one-piece wing.
Powered of four de Havilland Gipsy Twelve engines driving constant-speed propellers, and with the landing gear main units electrically retractable, the prototype, initially with twin fins mounted at mid-span on the tailplane, was flown for the first time at Hatfield on 20 May 1937. Directional instability saw a change to more traditional endplate fins with unbalanced rudders and trim tabs. Passenger entry was through a door just 1m tall and the rear fuselage was particularly cramped. In general the cabin was noisy and the ride was uncomfortable.
Problems with the landing gear retraction system resulted in a wheels-up landing for the first prototype on 31 March 1938, and a structural weakness in the rear fuselage was revealed when the second prototype broke into two a few months later when landing during overload trials. Effective modifications were soon evolved and the two prototypes were repaired and used experimentally by Imperial Airways.
Their range made them particularly useful for a shuttle service between the UK and Iceland, and they were impressed for RAF use with No. 271 Squadron in September 1940. Five Albatrosses, with reduced capacity, additional cabin windows and slotted flaps replacing the split trailing edge flaps, were delivered to Imperial Airways between October 1938 and June 1939. With accommodation for 22 passengers and a crew of four, they saw wartime service on the Bristol-Lisbon and Bristol-Shannon routes until, with their numbers reduced to two by enemy action or accidents, the survivors were scrapped in September 1943.
D.H.91 Engines: 4 x de Havilland Gipsy Twelve, 391kW/ 525 hp Max take-off weight: 13381 kg / 29500 lb Empty weight: 9630 kg / 21231 lb Wingspan: 32.00 m / 105 ft 0 in Length: 21.79 m / 71 ft 6 in Height: 6.78 m / 22 ft 3 in Wing area: 100.15 sq.m / 1078.00 sq ft Wing loading: 27.47 lb/sq.ft / 134.00 kg/sq.m Max. speed: 362 km/h / 225 mph Cruise speed: 338 km/h / 210 mph Ceiling: 5455 m / 17900 ft Max range: 3,300 miles (5,300 km) Range: 1674 km / 1040 miles Crew: 4 Passengers: 22
Similar to the D.H.89 Dragon Rapide, the de Havilland D.H.90 Dragonfly has a pre-formed plywood monocoque shell strengthened with spruce stringers. The lower wing centre section was strengthened, making possible deletion of the nacelle/wing root bracing struts and inner bay rigging wires, and so providing easy access to the cabin, with its accommodation for a pilot and four passengers. Powered by two de Havilland Gipsy Major engines, the prototype made its first flight at Hatfield on 12 August 1935 and the first D.H.90A production aircraft, with Gipsy Major II engines, flew in February 1936. Production totalled 66.
Military purchasers included Canada, Denmark and Sweden.
D.H.90 Dragonfly Engines: 2 x de Havilland Gipsy Major inline, 97kW, 130 hp Max take-off weight: 1814 kg / 3999 lb Empty weight: 1134 kg / 2500 lb Wingspan: 13.11 m / 43 ft 0 in Length: 9.65 m / 31 ft 8 in Height: 2.79 m / 9 ft 2 in Wing area: 23.78 sq.m / 255.97 sq ft Wing loading: 15.58 lb/sq.ft / 76.00 kg/sq.m Max. speed: 125 kts / 232 km/h / 144 mph Cruise speed: 109 kts / 201 km/h / 125 mph Service Ceiling: 5515 m / 18100 ft Range: 543 nm / 1006 km / 625 miles
