De Havilland Vampire

de Havilland Aircraft Company

Company type	Company
Industry	Aerospace, Defense
Founded	1920 in United Kingdom
Founder	Geoffrey de Havilland
Headquarters	Hatfield, Hertfordshire , United Kingdom
Products	Aircraft, including the de Havilland DH100 Vampire jet fighter

Overview

The de Havilland DH100 Vampire represents a British jet fighter designed and built by the de Havilland. It holds the distinction of being the second jet fighter introduced into service with the Royal Air Force (RAF), following the Gloster Meteor, and notably, it was the RAF’s first single-engine jet aircraft.

Development commenced in 1941 amidst Second World War efforts, aiming to capitalize on the groundbreaking technology of jet propulsion. Early design concepts from de Havilland led to a distinctive single-engine, twin-boom airframe powered by the Halford H.1 turbojet (later known as the Goblin). Apart from its propulsion and twin-boom layout, the aircraft adhered to conventional design principles. By May 1944, a decision was made to produce the Vampire as an interceptor aircraft for the RAF. The type entered operational service in 1946, shortly after the conclusion of hostilities.

The Vampire rapidly demonstrated its capabilities, effectively replacing piston-driven fighters from wartime. In its initial operational period, it achieved several milestones, including becoming the first jet to complete a transatlantic flight. It served as a frontline fighter until 1953 before transitioning into support roles like ground attack and advanced pilot training, with specialised variants developed for these purposes. The RAF phased out the Vampire in 1966 when replaced by the Folland Gnat as an advanced trainer. The Sea Vampire, a navalised version adapted for carrier operations, became the Royal Navy’s inaugural jet fighter.

Exported extensively, the Vampire saw service across diverse global environments and was deployed in combat during conflicts such as the Suez Crisis, Malayan Emergency, and Rhodesian Bush War. Production totals approached 3,300 units, with approximately one-quarter manufactured under licence internationally. De Havilland continued evolving the platform, producing key derivatives including the DH.115 dual-seat trainer and the more sophisticated DH.112 Venom, tailored for ground attack and night-fighting roles.

Origins

In January 1941, Sir Henry Tizard informally approached the de Havilland Aircraft Company with a proposal to develop a fighter aircraft powered by the innovative jet propulsion technology then in progress, alongside a suitable engine. Although an official specification had not yet been released, de Havilland began designing a single-engine aircraft featuring air intakes located in the wing roots to supply a centrally positioned engine equipped with a centrifugal compressor.

Major Frank Halford, an aero-engine designer, was granted access to Frank Whittle's groundbreaking research on gas turbine engines. For the envisioned jet fighter, Halford opted to design a "straight through" centrifugal engine capable of producing 3,000 lb of thrust—a significant figure at that time. This engine became known as the Halford H.1. By April 1941, the engine's design was finalized, and a prototype H.1 completed its inaugural test run one year later.

Early jet engines' limited power output meant that twin-engine configurations were initially deemed more feasible. However, as more powerful engines such as Halford's H.1 (later renamed the de Havilland Goblin) rapidly emerged, the concept of a single-engine jet fighter became viable. The Ministry of Aircraft Production (MAP) requested de Havilland to develop an airframe for the H.1 engine as a precaution against potential German jet bomber threats to Britain; this priority outweighed de Havilland's own proposal for a high-speed jet bomber. The initial design, designated DH.99 and outlined in a brochure dated 6 June 1941, featured an all-metal structure with twin booms and tricycle landing gear, armed with four cannons. Employing twin booms allowed for a relatively short jet pipe, minimizing power loss that would result from a longer pipe required in conventional fuselage designs. Additionally, this configuration positioned the tailplane clear of exhaust interference. Performance estimates projected speeds of 455 mph (732 km/h) at sea level and an initial climb rate of 4,590 ft/min (1,400 m/min) using 2,700 lb thrust. Despite some reservations from the MAP representative regarding insufficient detail, optimistic performance estimates, and structural weight assumptions, permission to proceed was granted in July 1941.

Following MAP recommendations, the DH.99 design was revised to incorporate mixed wood-and-metal construction and was subsequently renumbered DH.100 by November 1941. Unlike the Gloster Meteor—which had been specified for production early—the DH.100 was regarded primarily as an experimental aircraft due to its single-engine layout and several unconventional features. In February 1942, although MAP proposed abandoning the bomber project, de Havilland maintained that the twin-boom design was merely an engineering challenge to be resolved despite Ministry concerns. On 22 April 1942, authorization was granted for constructing two prototypes (serials LZ548 and LZ551), accompanied by Specification E.6/41 issued by the Ministry to govern development efforts. Detailed design work on the DH.100 commenced in early 1942.

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The initial Vampire F.1 prototype in 1945 at the Aeroplane and Armament Experimental Establishment

Internally known as DH.100 and originally codenamed Spider Crab, this aircraft was entirely a de Havilland initiative primarily developed at their Hatfield, Hertfordshire facility. The design leveraged de Havilland’s considerable expertise in moulded plywood construction gained from producing the Mosquito, a widely used fast bomber during the war.

The DH.100 featured a single jet engine housed within an egg-shaped fuselage composed mainly of plywood in its forward section and aluminium in its rear portion. It had conventional mid-mounted straight wings equipped with air brakes—a feature also found on the Meteor—to decelerate the aircraft when necessary. Armament consisted of four 20 mm Hispano Mk V cannon mounted beneath the nose; provision for these weapons was incorporated from the outset even though the aircraft’s initial role was experimental.

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Vampire F.1 TG/278; early models with square fins and elevated horizontal stabilizer were modified in subsequent production versions.

The first DH.100 prototype bearing serial number LZ548/G, took off on its maiden flight from Hatfield Aerodrome on 20 September 1943 under the control of Geoffrey de Havilland Jr., chief test pilot and son of the company founder. This event occurred just six months after the Meteor's initial flight; delays were caused by sending the only available flight-capable engine overseas to replace one destroyed during ground testing in Lockheed’s XP-80 jet fighter prototype. Three prototypes—LZ548/G, LZ551/G, and MP838/G—were built to support development activities. Flight testing revealed issues with directional instability causing a "snaking" motion; this was addressed through modifications to the tail design.

Production and Further Advancements

On 13 May 1944, an initial contract for 120 Vampire Mk I aircraft was placed, which was soon expanded to 300 units. However, the first production Vampire Mk I did not take flight until April 1945. Due to wartime demands on de Havilland’s manufacturing capabilities for their existing models, the responsibility for Vampire production shifted to English Electric Aircraft, whose facilities in Preston, Lancashire, took over the majority of the manufacturing. By the conclusion of World War II, only around six production aircraft had been completed. Despite this low number, the Vampire avoided cancellation during the extensive post-war defense reductions that halted many aircraft programs and development projects. Ultimately, a total of 244 production Vampire Mk I aircraft were constructed.

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Comparison between the FB.5 single-seat (left) and T.11 dual-seat Vampire

De Havilland pursued a private project for a night fighter, designated the DH.113, aimed at export markets. This variant featured a two-seat cockpit design heavily influenced by the Mosquito night fighter and incorporated an extended nose section housing an AI Mk X radar. Although an order was placed by the Egyptian Air Force, it was subsequently blocked by the British government under an arms embargo against Egypt. The RAF assumed control of this order, deploying these aircraft as a temporary solution bridging the gap between retiring Mosquito night fighters and introducing the Meteor night fighters. By removing the radar and adding dual controls, this design evolved into a jet trainer variant known as the DH.115 Vampire, which entered RAF service as the Vampire T.11. This trainer model was produced extensively for both domestic use and export markets.

An alternative engine option emerged with the availability of the Rolls-Royce Nene, a turbojet producing thrust comparable to that of the de Havilland Goblin. The designation Vampire II was assigned to three experimental Vampires powered by Nene engines used to evaluate performance characteristics. One of these underwent RAF testing before it was decided to retain the Goblin engine for British Vampires; another contributed to development efforts for Vampires intended for service with the Royal Australian Air Force (RAAF).

Although the Nene engine delivered greater thrust than the Goblin, it did not increase level flight speed. To mitigate intake losses caused by feeding air into the rear face of the Nene’s impeller, two supplementary intakes were installed behind the cockpit; however, these induced elevator reversal and buffeting, which lowered the aircraft’s Mach number limit.Template:Vs The RAAF’s Vampires utilized Nene engines fitted initially with dorsal intakes that were later relocated beneath the fuselage. In 1949, Boulton Paul Aircraft redesigned wing-root intakes and internal ducting based on modifications made during installation of the Nene in the prototype Hawker Sea Hawk. French-produced Vampires known as Mistral also employed Nene engines with Boulton Paul intake designs.

The Vampire III marked one of several variants developed to meet increasing range requirements. It featured underwing drop tanks available in 100- and 200-gallon capacities; additional alterations included lowering of the tailplane and reshaping vertical tail surfaces. These modifications to accommodate hardpoint-mounted drop tanks also enabled carriage of diverse stores, preparing the platform for ground-attack roles. The wing underwent significant redesign to enhance low-altitude performance: span was reduced by two feet through adoption of square-cut tips, wing skins were thickened, and undercarriage components reinforced to support increased weight. Across all variants—comprising two-seat night fighters, trainers, and carrier-capable Sea Vampires—a total of 3,268 Vampires were produced in fifteen different versions. The aircraft served with 31 air forces worldwide; notable Western powers that did not operate it included Germany, the Netherlands, Spain, and the United States.

Records and achievements

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The inaugural jet aircraft carrier landing and takeoff in 1945 – Eric "Winkle" Brown piloting from HMS Ocean

On 8 June 1946, the Vampire made its public debut in Britain when Fighter Command's 247 Squadron was honoured to lead the aerial parade over London during the Victory Day Celebrations. Renowned for its adaptability, the Vampire achieved numerous aviation milestones, including being the first RAF fighter to exceed a maximum speed of 500 mph (800 km/h). On 3 December 1945, a Sea Vampire flown by Captain Eric "Winkle" Brown became the first pure-jet aircraft to both land on and take off from an aircraft carrier.

Between 1947 and 1955, Vampires and Sea Vampires participated in experimental programs focused on refining recovery techniques and deck-handling equipment for aircraft operations without conventional landing gear from flexible rubber deck surfaces aboard carriers. Removing the undercarriage aimed to reduce weight and increase fuel capacity. Although tests at both RAE Farnborough and aboard HMS Warrior demonstrated successful landings with retracted undercarriage on rubber decks, this concept was ultimately abandoned. Aviation historian Geoffrey Cooper cites Marriott’s assessment that the rubber deck system "...would have necessitated extensive infrastructure both on ships and at naval air stations. The performance benefits were outweighed by the complexity and expense involved."

On 23 March 1948, John Cunningham, piloting a modified Vampire Mk I equipped with extended wingtips and powered by a Ghost engine, set a new world altitude record by reaching 59,446 ft (18,119 m).

On 14 July 1948, six Vampire F.3 jets from No. 54 Squadron RAF completed the first transatlantic crossing by jet aircraft when they landed at Goose Bay in Labrador. Their route included stops at Stornoway in Scotland’s Outer Hebrides, then Keflavík in Iceland, followed by Bluie West 1 in Greenland. From Goose Bay airfield (CFB Goose Bay), they proceeded to Montreal, covering approximately 3,000 mi (4,830 km), where they commenced the RAF’s annual goodwill tour across Canada and the United States featuring formation aerobatic displays. Concurrently, USAF Colonel David C. Schilling led F-80 Shooting Stars to Fürstenfeldbruck Air Base in Germany to replace an existing unit. Subsequent accounts conflicted about whether there was competition between RAF and USAF pilots for the first jet Atlantic crossing; one narrative suggests that USAF delayed their deployment to allow Vampires the distinction of being “the first jets across the Atlantic.” Another recounts Vampire crews celebrating their victory over rival F-80 pilots in this informal contest.

Overview

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Cockpit layout of the Vampire FB Mk2

The de Havilland Vampire was a jet-powered aircraft featuring a distinctive twin-boom tail design, commonly utilized in both fighter and fighter-bomber capacities. Aviation historian Francis K Mason described it as "the last unsophisticated single-engine front line aircraft to serve with Britain's Fighter Command"; it was a relatively simple machine, relying on manual flight controls without radar, possessing a straightforward airframe, and employing mostly conventional technologies aside from its jet propulsion system. The twin-boom tail was among the few unconventional design elements distinguishing it from other aircraft of its era.

Compared to later designs, the Vampire’s cockpit arrangement was somewhat cluttered and lacked certain ergonomic features—for example, pilots had to pull back the control column to clearly see the fuel gauges. Some controls, including the low-pressure fuel cock, were known to be difficult to operate or were obstructed by adjacent controls. Nevertheless, the pilot benefited from a fairly good external field of vision, partly due to the aircraft’s relatively compact dimensions.

Engine

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Internal view of the de Havilland Goblin II engine in cutaway

The initial powerplant for the Vampire was a single Halford H1 turbojet engine—later manufactured as the de Havilland Goblin—which produced 2,100 lbf (9.3 kN) of thrust. Designed by Frank Halford and built by the de Havilland Engine Company, this engine utilized a centrifugal compressor design that was eventually replaced after 1949 by slimmer axial-flow compressors. In 1947, Wing Commander Maurice Smith, assistant editor of Flight magazine, reflected on flying the Vampire Mk III: he noted that piloting a jet confirmed his belief that few would choose to return to piston-driven aircraft due to the noise, vibration, and fatigue associated with propeller engines.

Early Vampire models faced limited range due to the Goblin engine’s relatively high fuel consumption—a common challenge for early jet aircraft—which led to increased internal fuel capacity in subsequent versions. The H.1 Goblin engine, developed in 1941, remained fundamentally unchanged for thirteen years; Flight magazine praised it as "the world's most reliable turbojet". Over time, improvements allowed for higher turbine temperatures and greater thrust output. Later Vampire Mk I variants were powered by the Goblin II engine; from the F.3 model onwards, the enhanced Goblin III was fitted; by the mid-1950s, an export version known as the Goblin Mk. 35 delivering 3,500 lbf had become available.

Some Vampire variants served as flying test platforms for the Rolls-Royce Nene engine, resulting in Australian-built FB30 and FB31 models. Due to the engine's low mounting position, prolonged idling could cause damage to airport surfaces because exhaust heat would melt tarmac behind the aircraft. Additionally, if the engine stalled during flight, there was no capability for an in-air restart, necessitating an immediate forced landing.

Handling

Mason described the Vampire's controls as relatively light and responsive, utilizing an efficient elevator setup that allowed significant acceleration with minimal input, combined with well-balanced ailerons capable of delivering rapid roll rates. Compared to the elevator and ailerons, the rudder demanded more forceful input to produce a noticeable effect. Pilots transitioning from piston-engine aircraft needed to adjust to the slower throttle response characteristic of turbojet engines and carefully manage throttle movements to prevent compressor stalls.

The Vampire offered a favorable power-to-weight ratio and was reputed for its agility at speeds between 400–500 mph (640–800 km/h). Rudder inputs were heavily required at lower speeds, where pilots had to exercise caution during gentle turns to avoid stalls; such stalls were generally more embarrassing than hazardous, as recovery was straightforward through positive elevator control. At velocities above Mach 0.71, pilots encountered increasing buffeting effects.

Capable of performing a broad array of aerobatic manoeuvres, the Vampire's agility was likened by Mason to that of specialized sport aircraft. It is noted as potentially the last British jet fighter able to precisely execute manoeuvres such as hammer stalls, stall turns, and wingovers.

To prepare for takeoff, pilots needed to complete just six essential steps: setting the trim to neutral, opening both high- and low-pressure fuel cocks, switching on the booster pump, adjusting the flaps, and retracting the air brakes. When carrying external fuel tanks or bombs, rapid retraction of the undercarriage was necessary shortly after leaving the runway; otherwise, increased airflow with rising speed would prevent the undercarriage doors from closing properly. The landing process was equally straightforward: releasing wheel brakes, lowering the landing gear, fully deploying flaps, and activating air brakes. Landings were typically conducted with power applied due to the engine’s slow throttle response; wheel brakes had to be applied cautiously to avoid wheel lockup since these fighters lacked an anti-lock braking system. Training versions were equipped with the Dunlop Maxaret anti-skid system.Template:Fix/category

United Kingdom

Royal Air Force

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A formation of Vampire FB9s from No. 213 Squadron RAF flying over Egypt in 1952

The RAF introduced the first Vampire Mk I fighters into interceptor service in 1946. Soon after, large numbers of Mk I aircraft equipped squadrons within the RAF Second Tactical Air Force based in Germany, frequently replacing wartime fighters such as the Hawker Typhoon, Hawker Tempest, and North American P-51 Mustang. On 3 July 1948, the Vampire became the first jet aircraft assigned to peacetime units of the Royal Auxiliary Air Force, progressively supplanting the de Havilland Mosquito in that role.

The initial production Vampire Fighter-Bomber Mk 5 (commonly known as FB.5), converted from a Vampire F.3, made its first flight on 23 June 1948. Retaining the Goblin III engine from the F.3, this variant featured engine system armour protection, wings shortened by one foot (30 cm), and main landing gear with longer struts designed for higher takeoff weights and clearance for external stores. Each wing could carry either an external fuel tank or a 500 lb (227 kg) bomb, while eight "3-inch" rocket projectiles ("RPs") could be mounted in pairs on four attachments located inboard of the booms. Although there was consideration for installing ejection seats at one point, this feature was ultimately omitted.Template:Fix/category

At its operational height, nineteen RAF squadrons flew Vampire FB.5s across Europe, the Middle East, and Far East regions. Germany hosted by far the largest concentration of Vampires; this deployment reflected Cold War tensions between Western and Eastern Europe as well as responses to events like the Korean War and Berlin Blockade. Several active and reserve squadrons based within the UK also operated Vampires.

During the Malayan Emergency in the late 1940s and early 1950s, some RAF Vampires saw combat in Southeast Asia. The Vampire FB.5 mainly executed attack sorties employing rockets and bombs against insurgent positions often situated in remote jungle terrain throughout Malaysia. This variant became the most widely produced single-seat model with a total of 473 units built.

Operational experience in tropical climates prompted development of models equipped with pilot refrigeration systems and more powerful Goblin engines to offset performance losses in hot conditions. Consequently, January 1952 saw introduction of the Vampire FB.9 featuring the Goblin 3 engine; these were initially deployed by the Far East Air Force and gradually replaced older FB.5 aircraft there. The FB.9 also served in various Middle Eastern and African locations, including a brief deployment against Mau Mau insurgents in Kenya during 1954. Ultimately it was superseded by the de Havilland Venom, a swept-wing evolution of the Vampire design.

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An RAF Vampire NF.10 from No. 25 Squadron RAF, circa 1954

The Vampire NF.10 operated between 1951 and 1954 across three squadrons (23, 25, and 151), frequently flown during both day and night missions. Upon replacement by De Havilland Venoms, many NF.10 aircraft were converted to NF(T).10 standard for use by RAF’s Central Navigation and Control School at RAF Shawbury, while others were transferred to the Indian Air Force for continued service.

By 1953, advances made by aircraft such as Meteor 8 rendered the Vampire FB.5 increasingly outdated. Consequently, by mid-1950s RAF reassigned single-seat Vampires primarily to advanced training roles before retiring them altogether by decade's end.

The final production variants were two-seat trainers first flown from Airspeed Ltd’s Christchurch facility on 15 November 1950; deliveries began in January 1952. Over 600 T.11 trainers were manufactured at Hatfield and Chester along with Fairey Aviation’s Manchester Airport plant. By around 1965 most had been withdrawn from service—replaced by Folland Gnats for advanced training—with only a few T.11 trainers retained for foreign student instruction until their retirement in 1967.

Several Vampires continued serving secondary roles until their final operational withdrawal with No. 3 Civilian Anti-Aircraft Co-operation Unit at Exeter at the end of 1971. One remaining aircraft remained active as part of RAF’s "Vintage Pair" display team alongside a Gloster Meteor until it was lost in an accident in 1986.

Royal Navy

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Royal Navy Sea Vampire performing a touch-and-go landing aboard USS Antietam (CVA-36)

Following carrier landing trials conducted aboard Template:HMS Ocean (R68) using a modified third prototype in December 1945, the British Admiralty took immediate interest in adopting the Vampire for naval operations. At one stage there was consideration for making it Fleet Air Arm’s standard naval fighter; however, Mason noted prevailing skepticism about jet combat effectiveness at sea due to challenges such as jet blast effects and limited range inherent to early jets.

In 1947, Royal Navy placed an order for a navalized version of the Vampire FB.5 initially procured by Air Ministry; this model was designated Sea Vampire.

The Sea Vampire differed notably from land-based versions: it featured a distinctive V-shaped arrester hook mounted high above the jet exhaust that retracted upwards; enlarged air brakes and landing flaps enhanced low-speed handling during carrier approaches; additionally it incorporated reinforced structures designed to withstand stresses from carrier landings and catapult launches.

The first Sea Vampire took flight on 15 October 1948. After two prototypes came eighteen production models used primarily for gaining experience with carrier jet operations before introduction of two-seat Sea Vampire T.22 trainers. These aircraft initially entered service with 700 Naval Air Squadron and 702 Naval Air Squadron, replacing piston-engine de Havilland Sea Hornets within those units early on in their operational careers.

Australia

In 1946, the Australian government authorized the acquisition of an initial batch of 50 Vampire fighter jets for the Royal Australian Air Force (RAAF). The first trio of this series consisted of British-manufactured aircraft: an F1, an F2, and an FB.5, assigned serial numbers A78-1 through A78-3. Notably, the second aircraft, the F2 (A78-2), was equipped with the more potent Rolls-Royce Nene engine instead of the conventional Goblin powerplant.

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The Vampire F1 A78-1 after crash landing at RAAF Base Point Cook in 1947

Following these initial units, de Havilland Australia produced 80 additional Vampires comprising the F.30 fighter and FB.31 fighter-bomber variants. These were powered by locally manufactured versions of the Nene engine produced under license by Commonwealth Aircraft Corporation (CAC) at their Melbourne facility. Due to the larger cross-sectional area required by the Nene intake compared to the Goblin, early models featured supplementary intakes mounted atop the fuselage behind the cockpit canopy. However, these intakes caused aerodynamic disturbances that led to elevator blanking caused by shock wave formation, resulting in fatal dives that claimed three aircraft and pilots. To resolve this issue, all Nene-powered Vampires were subsequently modified to relocate the auxiliary intakes beneath the fuselage, eliminating the problem entirely.

The inaugural flight of the first Vampire F.30 fighter (A79-1) occurred in June 1949. This was followed by production of 56 additional F.30 units before completing a final series of 23 aircraft as FB.31s, which featured reinforced and shortened wings along with underwing hardpoints for ordnance carriage. One F.30 was also converted into an F.32 model, closely resembling the Vampire FB.9 configuration. By 1954, single-seat Vampires were withdrawn from frontline RAAF service but continued operating within Citizen Air Force squadrons until the early 1960s.

The Vampire T.33 served as a two-seat trainer variant powered by the Goblin turbojet and was manufactured domestically in Australia. The T.34 and T.35 models were operated by both the RAAF and Royal Australian Navy (RAN). Within RAAF service, these trainers were designated from Mk33 through Mk35W. Many units were either built or assembled at de Havilland Australia's Sydney facilities. The Mk35W represented a Mk35 airframe fitted with spare Mk33 wings following either structural overstress or reaching fatigue limits. Australian production of Vampire trainers totaled 110 aircraft, with an initial delivery of 35 T.33s supplied to the RAAF beginning in 1952 and five T.34s delivered to the RAN in 1954. Additional Vampires were imported from Britain during the mid to late 1950s period. These trainer aircraft remained active within RAAF service until September 1970 and continued with the RAN until their replacement by the Macchi MB-326 in 1971.

Canada

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Royal Canadian Air Force Vampire

In 1946, a single Vampire F.1 was introduced on a trial basis at the Winter Experimental Establishment located in Edmonton, Canada. The Vampire F.3 was ultimately chosen as one of two operational fighter models for the Royal Canadian Air Force (RCAF), with its inaugural Canadian flight taking place on 17 January 1948. It entered service at RCAF Station Trenton as a training aircraft for the Central Flying School. The RCAF operated a fleet of 86 Vampires F.3, marking the type as the first jet fighter to be widely adopted by the Canadian air force.

The Vampire's role included familiarizing Canadian fighter pilots with jet propulsion technology alongside other features such as cockpit pressurisation and the tricycle undercarriage design. Renowned for its ease of handling and often dubbed a "hot rod," it gained popularity among pilots. Within Canadian service, the Vampire was deployed in both active and reserve squadrons, including 400, 401, 402, 411, 438, and 442 units. From 2 May 1949 until 22 August 1951, the RCAF aerobatic team known as "The Blue Devils" performed air displays across North America using Vampires. The aircraft was phased out in November 1956, replaced by the Canadair Sabre in RCAF operations.

Dominican Republic

In 1952, the Dominican Air Force acquired 25 Vampires from Sweden. These aircraft saw combat action during 1959 when they helped thwart an amphibious invasion attempt by Cuban revolutionaries. Additionally, they were active participants in the 1965 Dominican Civil War.

Egypt

The Egyptian Air Force took delivery of its initial batch of Vampire FB.52s in December 1950, intending to receive a total of 66 units; ultimately, 50 were obtained directly from de Havilland production. An order for 12 Vampire NF.10 night fighters was cancelled due to an arms embargo, with these aircraft instead being absorbed into Royal Air Force service. Egypt established a licensed production facility at Helwan to manufacture Vampires; however, political tensions between Egypt and the United Kingdom over British military presence delayed and eventually halted the project after the Egyptian revolution of 1952. Subsequently, Egypt procured 58 ex-Italian Air Force FB.52As through Syria between 1955 and 1956.

By 1954, Egypt operated approximately 49 Vampires sourced from both Italy and Britain in a fighter-bomber capacity. A further order for 12 trainer variants was placed in 1955, with deliveries commencing that July. On 1 September 1955, following an Israeli commando attack on an Egyptian fort at Khan Yunis, four Egyptian Vampires crossed into Israeli airspace but were intercepted by Israeli Meteor jets; two Vampires were shot down during this engagement. By 1956, Egyptian Vampires were being supplanted in frontline roles by more advanced swept-wing fighters such as the Mikoyan-Gurevich MiG-15 and Mikoyan-Gurevich MiG-17. Several Vampires were transferred to neighboring countries including Saudi Arabia and Jordan. During the Suez Crisis, Egyptian forces primarily employed their Vampires for ground-attack sorties against Israeli troops advancing through areas like the Mitla Pass. Records indicate that four Vampires were lost in aerial combat against Israeli jets, with additional aircraft destroyed on the ground during Anglo-French air strikes.

Finland

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De Havilland Vampire Mk.52 operated by the Finnish Air Force

In 1953, the Finnish Air Force acquired six FB.52 Vampires, which were colloquially known as "Vamppi" within Finnish ranks. Two years later, in 1955, nine additional twin-seat T.55 models were added to their fleet. Initially, these aircraft were stationed with the 2nd Wing based in Pori, but by the late 1950s, they had been reassigned to the 1st Wing at Tikkakoski. The Finnish Air Force retired its last Vampire in 1965.

France

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A French-operated Vampire circa 1948

Following World War II, the French Air Force undertook a significant modernization program that included receiving Goblin-powered Vampire FB.5 aircraft beginning in 1949. These Vampires were subsequently produced under license by Sud-Est at Marignane. The initial batch of 67 units was assembled using British-manufactured components and largely conformed to standard specifications; this was succeeded by an additional 183 Vampires featuring a higher content of French-made parts. France developed the FB.53 variant powered by the Nene engine and designated it Mistral after the regional wind. This engine upgrade reportedly enhanced both the climb rate and maximum speed compared to the conventional Vampire model.

A total of 250 Mistrals were manufactured, equipped with Hispano-Suiza engines built domestically, French-designed ejection seats, and larger wing root air intakes. The onset of the Korean War prompted a significant increase in French orders during the early 1950s. By late 1952, production facilities transitioned to license-building the improved de Havilland Sea Venom. The inaugural flight of the Mistral took place on 2 April 1951.

India

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Preserved Indian Air Force Vampire at Indian Air Force Museum, Palam

The induction of the de Havilland Vampire into the Indian Air Force (IAF) in 1948 marked a pivotal shift towards jet-powered aviation for India. Its arrival introduced operational challenges including maintenance complexities and necessitated new tactical doctrines. Nevertheless, the Vampire was instrumental in advancing IAF capabilities and establishing a foundation for subsequent jet operations.

On 6 November 1948, the IAF received its first trio of de Havilland Vampires at Palam Air Force Station near Delhi, as part of an extensive modernization initiative. The type entered service with No. 7 Squadron IAF in January 1949, while No. 17 Squadron IAF also operated this aircraft. During the 1961 Annexation of Goa, No. 37 Squadron IAF conducted multiple night reconnaissance sorties using Vampire NF54s over Goa, occasionally facing anti-aircraft fire.

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Remains of an Indian Air Force Vampire downed in 1965

During the Indo-Pakistani conflict on 1 September 1965, No. 45 Squadron IAF deployed twelve Vampire Mk 52 fighter-bombers to counter a Pakistani Army counter-offensive known as Operation Grand Slam. While these Vampires effectively impeded enemy advances initially, they encountered two Pakistan Air Force F-86 Sabres equipped with air-to-air missiles. In the ensuing aerial combat, the older Vampires were outmatched; one was lost to ground fire and three others were shot down by Sabres. Following these losses, Vampires were withdrawn from frontline duties.

Ireland

The Vampire was introduced into service with the Irish Air Corps in 1955, marking Ireland's first experience with a jet-powered fighter aircraft. A fleet of six Vampire T.55s was procured and operated by No.1 Fighter Squadron, based at Casement Air Base. These aircraft succeeded the Supermarine Spitfire and Seafire as Ireland's principal combat planes. The arrival of the Vampire signified the nation's entry into the jet era, featuring enhanced firepower through its cannon armament and incorporating advanced technologies such as ejection seats. The Vampires remained operational until 1975, when they were succeeded by six Fouga CM.170 Magister trainers.

Italy

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de Havilland Vampire preserved at the Volandia Museum near Malpensa Airport

In the late 1940s, Italy pursued the Vampire as part of its post-World War II military modernization efforts. Although the Meteor was also considered, it was ultimately rejected due to financial constraints. British Vampires conducted a series of flight demonstrations at Italian air shows in September 1949, following an invitation from the Italian Air Force. Subsequently, on 24 October 1949, a licensing agreement was established with Fiat to produce the type domestically at its Turin facility; production work was also assigned to Macchi in Varese. The contract included manufacturing five Vampire FB.5s, 51 Vampire FB.52s, four Vampire NF.10s, and ten Vampire NF.54s in the UK, alongside a license-built batch of 150 Vampire FB.52s in Italy.

The initial five British-built Vampire FB.5s arrived on 11 March 1950 at the Jet Flight Training School located in Foggia, preceding Italian-produced units due to delays in establishing local production lines. Throughout the early 1950s, Italian Vampires were flown by the Cavallino Rampante, Italy's first aerial display team after the war. Following Britain's embargo on military exports to Egypt, 58 former Italian Air Force Vampires were refurbished and transferred to Egypt in early 1956; to compensate for this loss, Macchi manufactured an additional 45 Vampires for Italian service.

Japan

In 1956, the Japan Air Self-Defence Force obtained a single Vampire T.55 jet trainer for evaluation purposes. Although no further procurement followed, this aircraft remained in Japan after its assessment and was subsequently exhibited at Hamamatsu Air Base in Shizuoka Prefecture.

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A de Havilland Vampire MK-III from Mexican Air Force displayed at el Colegio del Aire in Zapopan, Jalisco

Mexico

In 1961, the Mexican Air Force acquired 15 De Havilland Vampire MK.III aircraft previously operated by the Royal Canadian Air Force (RCAF). By 1967, these planes were retired following the loss of six units in accidents attributed to mechanical issues. Presently, four fully intact examples remain preserved exclusively for display purposes.

Norway

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Vampire T55 & FB6 painted in Norwegian markings

The Royal Norwegian Air Force (RNoAF) procured 20 Vampires F.3, 36 FB.52, and six T.55 trainer variants. Serving as a fighter aircraft from 1948 until 1957, the Vampire equipped a wing consisting of three squadrons based at Gardermoen. The type was phased out in 1957 when the RNoAF transitioned to the Republic F-84G Thunderjet. Trainer Vampires were replaced by the Lockheed T-33 in 1955; these were subsequently returned to the United Kingdom and later utilized by the Royal Air Force.

File:De Havilland DH 100 Vampire F.3.jpg

A Vampire F.3 of the RNoAF exhibited at the Norwegian Armed Forces Aircraft Collection

Rhodesia

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Former Rhodesian Air Force De Havilland Vampire T.11 (DH.115)

During the early 1950s, the Rhodesian Air Force introduced its first jet fleet with 16 Vampire FB.9 fighters and an additional 16 Vampire T.11 trainers, equipping two squadrons. These aircraft were frequently deployed to Aden between 1957 and 1961 in support of British counter-insurgency missions. Later, in the late 1960s and early 1970s, South Africa supplied Rhodesia with an extra 21 two-seaters and 13 single-seaters. The Rhodesian Air Force continued operating Vampires until the conclusion of the bush war in 1979. Six Vampires were actively used during Operation Dingo in 1977 before being succeeded by the BAE Hawk 60 in the early 1980s. After three decades of service, these represented the last operational Vampires worldwide.

South Africa

The South African Air Force received a total of 50 DH.100 and an additional 27 DH.115 Vampire aircraft.

Sweden

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Two de Havilland Vampires of the Swedish Air Force

In 1946, seeking to replace its aging J 22 and SAAB 21 fighters with jet-powered aircraft, the Swedish Air Force purchased an initial batch of 70 FB 1 Vampires. These were designated J 28A in Swedish service and first assigned to the Bråvalla Wing (F 13). Due to their reliable performance, Vampires quickly became central to Sweden’s fighter fleet. In 1949, Sweden acquired a further 310 FB.50 models—an evolution of the FB.5—and designated them J 28B. Deliveries concluded in 1952, marking the retirement of all piston-engine fighters from Swedish service. Additionally, Sweden procured a total of 57 two-seat DH.115 Vampires for training duties under the designation J 28C.

By 1956, Vampires were withdrawn from frontline fighter roles and replaced by the J 29 (SAAB Tunnan) and J 34 (Hawker Hunter) jets. The final Vampire trainer was retired in 1968 after being superseded by the SK 60 (SAAB 105).

Switzerland

File:De Havilland (F+W Emmen) Vampire T55 (DH-115) AN2244396.jpg

Swiss Air Force de Havilland Vampire T55

The Swiss Air Force acquired an initial batch of four Vampire F.1 aircraft in 1946, with one lost in a crash on 2 August 1946, while the remaining three remained operational until 1961. In 1949, Switzerland entered into an agreement to produce the Vampire FB.6 domestically, utilizing British-made Goblin engines; as a result, 85 Vampire FB.6 units were manufactured locally. The first Vampire NF.10 production model was delivered to Switzerland in 1952 for testing and evaluation.

In 1949, Switzerland procured an initial lot of 75 Vampire Mk.6 aircraft (serial numbers J-1005 to J-1079). Most of these were retired by 1968/1969, with the final examples withdrawn by 1973. A subsequent license-produced batch of 100 Vampire Mk.6s (J-1101 to J-1200) was constructed by a consortium of Swiss aviation firms including Eidgenössische Flugzeugwerke Emmen, Pilatus Aircraft, and Flug- und Fahrzeugwerke Altenrhein. These aircraft served from 1951 through 1974, with some continuing as training and target drones until 1990. Additionally, three more DH-100 Mk.6 units (serials J-1080 to J-1082) were assembled from leftover components. A fleet of 39 two-seat DH.115 Mk 55 Vampire trainers (U-1201 to U-1239) was operated between 1953 and 1990. By the late 1950s, Switzerland began replacing its Vampire fighters with Hawker Hunter jets.

DH.100 Vampire single-seat day fighter/fighter-bomber

F.1 (also known as F.Mk 1 or Mk.1)

This single-seat fighter variant was developed for the RAF; three prototype aircraft called Spider Crab were constructed to meet specification E.6/41. A total of 228 production models were produced, including seventy delivered to Sweden as the J 28A for familiarization purposes. Thirty former RAF F.1s were transferred in 1948 to the Armee de l'Air for familiarization training. TG431 was provided to the Royal Australian Air Force (RAAF) as A78-1 in May 1947 for similar purposes. TG278 was modified with extended wings and equipped with a Ghost 2 engine.

F.2

Powered by Nene engines, two prototypes were built along with three conversions. TX807 was delivered to the RAAF as A78-2 in August 1948 for familiarization and technical evaluation.

F.3

A single-seat fighter variant for the RAF; two prototypes converted from F.1 models and a production run of 224 aircraft, with twenty exported to Norway and one hundred fifty sent to Canada for the Royal Canadian Air Force.

F.4

A Nene-powered design project that did not proceed to production.

FB.5

Single-seat fighter-bomber powered by Goblin 2 engines featuring clipped wings; a total of 1123 units produced including nine hundred thirty for the RAF. Ninety-four former RAF FB.5s were transferred in 1949 to the Armee de l'Air for operational use. VV465 was supplied to RAAF as A78-3 in May 1949 for familiarization.

FB.6

This fighter-bomber variant utilized Goblin 3 engines; one hundred seventy-five manufactured in the UK plus three hundred ten assembled in Sweden as the J 28B and one hundred three produced in Switzerland, including three assembled from spare parts.

F.8

A prototype conversion of an F.1 powered by a Ghost engine serving as a precursor to the de Havilland Venom; only one built.

FB.9

A tropicalized version of the F.5 fighter-bomber equipped with Goblin-3 engines and air conditioning; three hundred forty-eight produced mostly by de Havilland and some by Fairey.

Export Variants

F.30

Single-seat fighter-bomber powered by the Nene engine for the Royal Australian Air Force; 57 units manufactured in Australia by De Havilland Australia (DHA).

FB.31

Enhanced version of the F.30 with Nene powerplant; 28 F.30s were converted and 23 newly produced by De Havilland Australia.

F.32

F.30 model equipped with air conditioning; one unit converted domestically by De Havilland Australia.

FB.50

Exported to Sweden under the designation J 28B; total of 310 built, with 12 later modified into T.55 trainers.

FB.51

Exported to France, comprising 67 aircraft assembled from DH-supplied kits and an additional 20 constructed in France by Sud-Est.

FB.52

Export version of FB.6, totaling 546 produced, including 247 manufactured by Hindustan Aircraft Limited

FB.52A

FB.6 export variant for the Aeronautica Militare Italiana; 51 imported units plus 150 built in Italy by Macchi and Fiat.

FB.53

Export single-seat fighter-bombers provided as templates for the Armee de l'Air, to be produced by SNCASE

DH.113 Vampire Night Fighters

NF.10

Two-seat night fighter powered by Goblin engine for the RAF; 81 units produced including three prototypes.

NF.54

Exported NF.10 variant; Italian Air Force acquired 14, while India purchased 30 refurbished NF.10s.

DH.115 Vampire Trainers

NF(T).10

Navigation trainer variant based on NF.10; 36 aircraft converted.

T.11

Two-seat trainer powered by Goblin 35 engine developed as a private venture; total production of 526 by de Havilland and Fairey including one prototype. Some models featured ejection seats.

T.22

Trainer version of T.11 for the Royal Navy; 73 units manufactured.

T.33

Two-seat trainer derived from early T.11 specifications, powered by Goblin turbojet; 36 built in Australia by De Havilland Australia.

T.33A

An upgraded T.33 conforming to later T.11 specifications.

T.34

Navalized two-seat T.22 trainer intended for the Royal Australian Navy; five produced locally by De Havilland Australia, with a sixth delivered as T.34A.

T.34A

Modified T.34 incorporating ejection seats.

T.35

Late-model two-seat trainers built to advanced T.11 specifications; 68 constructed in Australia by De Havilland Australia.

T.35A

Upgraded version of T.35 derived from T.33.

T.55

Trainer export variant with a total of 322 produced, including 30 in Switzerland, 60 in India by HAL, and six conversions from T.11s.

PR.55

At least five T.55 units were adapted in India for photo reconnaissance missions.

Sea Vampire

F.1

Prototype modified for carrier deck trials, converted from Vampire F.1.

F.20

Navalized FB.5 version with 18 conversions performed by English Electric.

F.21

F.3 models reinforced with strengthened belly and arrester hooks to test landings without undercarriage on flexible decks; two new builds and/or six conversions.

T.22

Two-seat trainer designed for Royal Navy operations; 73 units constructed by de Havilland.

SNCASE (Sud-Est) Mistral

SE.530 Mistral

Prototype models powered by Hispano-Nene engines and derived from the FB.53, intended for French manufacturing; a total of 4 units constructed.

SE.532 Mistral

Standard production variant with 93 units completed.

SE.535 Mistral

An evolution of the SE.532 design, with 150 aircraft produced.

Flygvapnet

J 28A

Swedish adaptation of the F.1 model, later modified with shortened wings similar to the F.5; 70 imported.

J 28B

Swedish version of the FB.6, with a production count of 310.

A 28B

The J 28B/FB.6 reassigned to ground attack missions.

J 28C-1

Early variant of the T.55 Vampire Trainer, with 30 acquired in 1952 and initially employed in a fighter capacity.

J 28C-2

Later T.55 specification, with 15 units procured in 1955.

J 28C-3

Conversion of former J 28B single-seat fighters into T.55A two-seat trainers by de Havilland in 1956, totaling 12 conversions.

de Havilland Australia

P.17

Trainer project featuring localized modifications to the cockpit layout.

Operators

Main article: List of de Havilland Vampire operators

File:DH Vampire A79-612.jpg

de Havilland Vampire T.35 (A79-612) stationed in Wagga Wagga, New South Wales, Australia

File:Hatzerim 290110 Vampire.jpg

Vampire painted in Lebanese livery at Hatzerim, Israel

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Vampire of the Swiss Air Force displayed at Letecké muzeum Kbely

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T.55 operated by the Japan Air Self-Defense Force exhibited at Hamamatsu Air Base public hall

Australia

Austria

Template:Country data Burma

Canada

Template:Country data Ceylon

Template:Country data Chile

Template:Country data Dominican Republic

Egypt

Finland

France

India

Indonesia

Template:Country data Iraq

Ireland

Italy

Japan

Template:Country data Jordan – commonly known as Abu Tiki ("Father of all whistles") due to its distinctive noise

Template:Country data Katanga

Template:Country data Lebanon

Template:Country data Mexico – nicknamed Aguacate ("avocado") because of its color and shape

New Zealand

Norway

Portugal

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South Africa

Sweden

Switzerland

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United Kingdom

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Surviving aircraft

Main article: List of surviving de Havilland Vampires

Over 180 units remain intact across 30 nations, with more than seventeen of these maintained in flying condition within ten different countries.

Several have been adapted for competitive air racing, with four aircraft contributing to a cumulative total of eight participations at the Reno Air Races, achieving one victory to date.

Specifications (Vampire FB.6)

File:De Havilland Vampire FB5 3-view silhouette.jpg

de Havilland Vampire FB.5

File:DH-115 MK 55 Vampire cocpit.jpg

Cockpit layout of the Vampire FB.6

Noteworthy media appearances

Main article: Aircraft in fiction § de Havilland Vampire

See also

Bibliography

• .
• Donnet, Christophe. "A Farewell to Arms". World Air Power Journal. Volume 20, Spring 1995, pp. 138–145. London: Aerospace Publishing. Template:ISSN. ISBN 1-874023-49-2.
• Lombardi, Fiona. The Swiss Air Power: Wherefrom? Whereto? Hochschulverlag AG, 2007. ISBN 3-7281-3099-0.

External links

• Official site of the Vampire Preservation Group
• Flight demonstration of a restored RNoAF Vampire FB.52
• Overview of the J 28 de Havilland Vampire
• Article discussing the Vampire's service in Sweden by Stig Hetze on Arboga Elektronikhistoriska Förening's website