de Havilland Vampire: Second British Jet fighter

The de Havilland Vampire was a significant British jet fighter developed and manufactured by the renowned de Havilland Aircraft Company. It holds the distinction of being the second jet fighter operated by the RAF, following the Gloster Meteor, and was also the first to be powered by a single jet engine.

The Vampire's journey began as an experimental aircraft during the Second World War in 1941, aiming to harness the revolutionary power of jet propulsion. The decision was made to create a single-engine, twin-boom aircraft, powered by the innovative Halford H.1 turbojet, later recognized as the Goblin engine. The aircraft was selected for production as an interceptor for the Royal Air Force (RAF) in May 1944 and entered operational service with the RAF by 1946, marking a significant milestone in aviation history.

The success of the Gloster Meteor led to De Havilland Aircraft Company being approached to design and build an airframe for the Halford H1 turbojet engine (later to become the DH Goblin).
Initially designated DH99 (initially named the ‘Spider Crab’), it was an all-metal design, considered experimental due to its unorthodox arrangement of twin rear booms mounted behind a moulded, egg-shaped wood/aluminium fuselage and one single engine. The relatively low power of the early jet engines had normally called for twin installations, but Major Frank Halford's new engine proved to be extremely efficient, making single-engine fighters a real possibility.

The prototype DH100 Vampire (LZ548/G) was first flown on 20th September 1943 at Hatfield by Geoffrey R de Havilland (son of the founder), albeit some 6 months after the Meteor, having been delayed by engine availability.

The first production DH Vampire (F.1) was produced by the English Electric Company at Warton due to the production pressures and a lack of capacity at Hatfield. Despite finally arriving after the end of the Second World War, the DH Vampire was eagerly awaited and became the second British jet fighter to see service with the RAF. It was also given the honour of leading the VE-Day flypast over London.
The DH Vampire was the first RAF aircraft to be able to exceed 500 mph and its distinctive shape, with twin tail-boom and pod-like fuselage, made it instantly recognizable in the air and from the ground.
The main production version was to be the DH Vampire FB.5 fighter bomber (a modified DH Vampire F.3) and this variant was also the basis for many of the export versions. Separate night fighter and trainer models were produced as the DH113 Vampire NF and DH115 Vampire Trainer respectively (See separate pages).

Several DH100 Vampires were also modified for shipboard use such as the De Havilland DH Sea Vampire and on 3rd December 1945, Captain Eric 'Winkle' Brown completed the first successful landing and take-off of a jet fighter from the Carrier HMS Ocean. It was also the Royal Navy’s first jet fighter.

The type was very successful in the export market, providing many air forces with their first experience of jet fighter operations, and around 30 air forces ultimately operated the type.

Some fifty DH100 Vampire F1, F2, and FB variants were purchased by the Royal Australian Air Force in 1946, and, although the majority were built with Goblin engines, the second aircraft was built with a Rolls-Royce Nene powerplant.

An experimental version of the DH Vampire featured an extended wingspan and a DH Ghost engine, setting a World Altitude record of 59,446 ft in March 1948. Later that year, 6 DH Vampire F3s became the first jet fighters to fly across the Atlantic for an 'RAF Goodwill Tour of Canada'.

By the time production finally ended, 3,269 Vampires had been built in England, and a further 1,067 were built under license abroad. The DH Vampire remained a front-line fighter for the RAF until 1953, after which it was retained only in the pilot training and refresher role.

Elsewhere, the aircraft had surprisingly long service, with large numbers still in operation in several air forces in the 1980s. The Swiss Air Force was the last Vampire user, retiring their sizable fleet of DH Vampire FB.6s and T.55s from active service as late as 1990.

There are large numbers of airworthy aircraft still flying today, predominantly due to its simple design and relatively easy maintenance. In addition, there are over a hundred aircraft kept in superb condition and on display at museums around the world.

Design

The aircraft, often referred to as "the last unsophisticated single-engine front-line aircraft to serve with Britain's Fighter Command" by aviation author Francis K Mason, is characterized by its straightforward design, manually operated flight controls and the absence of radar. Despite mostly conventional features, the Vampire stands out with its distinctive twin-boom tail configuration, setting it apart from its contemporaries.
The cockpit of the Vampire is notably disorganized, lacking several ergonomic measures including difficult-to-read fuel gauges and controls obstructed by other components. However, the pilot enjoys a favourable external view, facilitated by the relatively petite size of the aircraft

Initially powered by the Halford H1 turbojet engine, later recognized as the de Havilland Goblin, capable of generating 2,100 lbf of thrust, the Vampire underwent improvements over successive models to address issues such as limited range due to high fuel consumption. Despite these challenges, the Goblin engine gained recognition for its reliability over a lengthy period.

In terms of handling, the Vampire offers relatively light and sensitive controls, an effective elevator arrangement, and balanced ailerons. However, pilots switching from piston-engine types need to adapt to the slower acceleration of turbojet engines and moderate throttle movements to avoid compressor stalls. Additionally, the Vampire is regarded as manoeuvrable within its speed range, showcasing a favourable power/weight ratio.
Preparing the Vampire for takeoff and landing is relatively uncomplicated, requiring pilots to perform only a few vital actions. Furthermore, the landing procedure is straightforward, with the only challenge being the careful application of wheel brakes due to the absence of an anti-lock braking system.

Variants & Numbers built (single-seat aircraft)

Mark Description

DH100

3 Prototypes Initially known as ‘Spider Crab’. Powered by 2,700 lbst DH Goblin 1

DH Vampire F.1

244 built Initial production with square top fins. 3,100 lbst Goblin 2 after 40th aircraft. Maximum weight 10,480 lb. Pressurised cockpit and drop tank provision from 51st aircraft onward. 70 sold to Sweden and operated as the J28A.

DH Vampire Mk 2

2 conversions Converted from F.1 (plus one new build airframe) powered by 4,500 lb Rolls-Royce Nene. Fitted with dorsal intakes to provide airflow to Nene double-sided compressor. Served as prototypes for Australian Vampire FB.30.

DH Vampire F.3

2 Prototypes and 202 built Revised tail surfaces of a more ‘De Havilland’ shape; tailplane chord increased. First flown 4 November 1946. Prototypes from F.1 and of production aircraft, 20 exported to Norway. Maximum weight increased to 11,970 lb. 86 aircraft sold to Canada and 20 to Norway.

DH Vampire FB.5

1,018 built Fighter bomber variant. The most important production version with 88 of these being exported. Reduced wingspan (from 40 ft to 38 ft) with square tips and longer stroke undercarriage. 67 kits built in Britain for assembly in France for the French Air Force, followed by 183 built in France. These in turn were followed by 247 SNCASE SE535 Mistral (or Vampire FB.53) powered by the 5,000 lbst Hispano-built RR Nene 102.

DH Vampire FB. 6

178 built Export variant, also built under licence in Switzerland with 100 for use by the Swiss Air Force. 3,350 lbst DH Goblin 3.

DH Vampire FB. 9

50 built Tropical variant with cockpit air conditioning. Used by the RAF in Aden and Malaya. Built by Fairey Aviation at Stockport / Ringway with 19 being sold to Rhodesian Air Force.

DH Vampire Mk.8

1 built Fitted with DH Ghost engine, converted from F.1.

DH Sea Vampire F.Mk 20

2 Prototypes and
18 production built. Sea Vampire based on FB.5 with arrester hook, strengthened wing and undercarriage and increased flap and air brake areas. Built by English Electric, Preston.

DH Sea Vampire
F. Mk 21

6 Conversions Sea Vampire modified from F.3 for flexible deck aircraft carrier belly landing trials.

DH Vampire FB.25

25 built Export variant for New Zealand.

DH Vampire FB.30

57 built Nene-powered Vampire for the RAAF. Built by de Havilland Australia, powered by 5,000 lbst Australian-built RR Nene 2-VH. Initially with dorsal intakes, later removed. First Australian-built aircraft flown 29 June 1948.

DH Vampire FB.31

23 built and

28 conversions Aircraft for RAAF, plus FB.30 conversions to FB.31.

DH Vampire F.32

1 or 2 built Australian aircraft with cockpit air conditioning.

DH Vampire FB.50

310 built Export version for Sweden. Swedish Air Force designation J28B.

DH Vampire FB.51

1 Prototype Single prototype exported to France

DH Vampire FB.52

101 built Export versions including 36 for Norway. Other operators included Egypt, Finland, India, Iraq, Venezuela

DH Vampire FB.52A

80 built Italian version, built under licence by Fiat / Macchi.

DH Vampire FB.53 

Alternative designation of SE5 35 Mistral

Specifications (Vampire FB.5)

Powerplant 3,100 lbst De Havilland Goblin 2

Span 38 ft 0 in

Maximum Weight 12,360 lb

Capacity Single Pilot

Armament 4 20mm Hispano cannon, underwing provision for drop tanks, two 1,000lb bombs or eight 3-inch rocket projectiles

Maximum Speed 535 mph

Maximum Range 1,170 miles