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De Havilland Venom

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de Havilland Aircraft Company
IndustryAerospace, Defense
FoundedMarch 21, 1920; 106 years ago (1920-03-21) in Hatfield, Hertfordshire, England
FateMerged into Hawker Siddeley Aviation in 1960
Headquarters
Hatfield
,
United Kingdom
ProductsAircraft (including de Havilland Venom)

de Havilland DH 112 Venom

The de Havilland DH 112 Venom represents a British post-World War II single-engine jet aircraft, designed and produced by the de Havilland Aircraft Company. Its design heavily evolved from the earlier de Havilland Vampire, the company’s inaugural jet-powered fighter; initially, it was designated as the Vampire FB 8 before adopting the Venom name.

Development of the Venom took place in the late 1940s to meet the Air Ministry’s Specification F.15/49. This aircraft was intended as a transitional model bridging the gap between first-generation British jet fighters—characterised by straight wings and centrifugal flow engines like those found on the Gloster Meteor and Vampire—and subsequent swept-wing fighters powered by axial flow engines, such as the Hawker Hunter and de Havilland Sea Vixen. Compared to its predecessor, the Vampire, the Venom featured a thinner wing profile and was equipped with a more powerful de Havilland Ghost 103 turbojet engine, enhancing its performance at higher altitudes. Both the Royal Air Force (RAF) and Royal Navy expressed interest in the platform; to accommodate naval requirements, a carrier-capable variant known as the Sea Venom was developed. Additionally, the Swiss Air Force acquired a specialised reconnaissance version. The prototype Venom, registered VV612, completed its maiden flight on 2 September 1949.

Entering RAF service in 1952, the Venom fulfilled roles as a single-seat fighter-bomber and a two-seat night fighter. Although its operational tenure with the RAF was relatively brief, Venoms participated in several conflicts including the Suez Crisis, Malayan Emergency, and Aden Emergency. The type was phased out of frontline RAF duties by 1962 following the introduction of more advanced aircraft. The Venom also achieved considerable success in export markets, being supplied in significant numbers to countries such as Iraq, New Zealand, Sweden, Switzerland, and Venezuela. The Swiss Air Force was the last to operate the Venom in active military service, retiring their final units in 1983. Since then, numerous former military Venoms have been acquired by private collectors; many remain airworthy and perform at airshows while others are preserved on static display in museums or serve as gate guardians.

Origins

File:De Havilland Venom FB1 3-view silhouette.jpg
de Havilland Venom FB 1

In 1948, de Havilland, the British aircraft manufacturer, introduced a concept to enhance the Vampire by incorporating a slimmer wing and a more robust engine, intended as a high-altitude fighter under the designation 'Vampire FB 8' ("fighter bomber Mark 8").[1] This concept evolved into the DH 112 design to meet the Air Ministry's Specification F.15/49 (OR.277), which called for a swift, agile, and effective fighter-bomber to replace the Royal Air Force's existing Vampires in that role.[2] From the beginning, this aircraft was envisioned as a temporary fighter-bomber solution while the RAF anticipated the future arrival of even higher-performance models.[2][1]

While bearing a resemblance to its predecessor, the Vampire, particularly with its characteristic twin-boom tail and mixed wood and metal construction, the Venom was an entirely new aircraft.[3] Its original powerplant was the de Havilland Ghost 103 turbojet engine, delivering 4,850lb of thrust—significantly surpassing the earlier de Havilland Goblin engine used in the Vampire.[2] The Venom featured wings swept back at a leading edge angle of 17.6 degrees with a reduced thickness-to-chord ratio from 14% down to 10%, while maintaining a straight trailing edge; additionally, it was designed to optionally carry wingtip tanks without compromising its combat agility.[2]

A Vampire F 1 had previously flown equipped with the Ghost engine in 1947. The Venom prototype VV612 took to the skies for its first flight on 2 September 1949 at Hatfield, Hertfordshire, piloted by John Derry.[4][5] After completing company trials in May 1950, this prototype was handed over to RAF Boscombe Down for official evaluation by the Aeroplane and Armament Experimental Establishment (A&AEE). During these tests, it demonstrated commendable performance and outperformed some contemporaries in simulated combat scenarios, although minor issues were identified.[5] The second prototype, VV613, joined the development program on 23 May 1950 and was delivered to A&AEE for further testing on 3 April 1951.[5]

The initial six production Venoms also underwent testing conducted by both de Havilland and A&AEE.[6] On 21 April 1952, the first production model—a single-seat fighter-bomber—was delivered to the Central Fighter Establishment for comprehensive service evaluation before being approved for operational deployment.[6] Throughout that year, this first production variant entered active service with the RAF as the 'Venom FB 1'.[7] A total of 375 units of this initial model were manufactured.

Further development

File:DH.112 Venom NF.3 WX791 FAR 11.09.54 edited-2.jpg
A Venom NF.3. Note the clear view canopy and revised tail surfaces of this mark.

The enhanced Venom variant, designated the NF.2 night fighter, took to the skies for the first time on 22 August 1950, with John Derry at the controls.[8] Originating from the single-seat ground attack Venom, de Havilland redesigned it to succeed the Vampire NF 10. This model featured a reconfigured fuselage accommodating a two-person crew—pilot and navigator/radar operator—seated side-by-side, along with an extended nose housing an aircraft interception radar.[8] After addressing minor issues that delayed its introduction, the Venom NF.2 entered squadron service in late 1953.[9] Initial handling tests had highlighted inadequate performance during adverse weather conditions.[10]

Following several incidents where pilots experienced difficulties with night landings, modifications were made to the NF.2. These included implementing jettisonable clear canopies and revising flight control surfaces, leading to the reclassification of these updated aircraft as NF.2A.[11] The NF.2 was subsequently succeeded by the NF 3, which represented the pinnacle of Venom night fighter variants. Enhancements incorporated power-assisted ailerons and an upgraded air interception radar system.[12] The Venom NF 3 completed its maiden flight in 1953 and was introduced into RAF service by June 1955.[13]

File:DH.112 Venom FB4 WR540 Ringway 25.03.56 edited-2.jpg
A Venom FB.4, note the revised tail surfaces. This aircraft served Nos. 28 and 60 Squadrons of the RAF.

The final RAF-specific Venom variant was the single-seat FB.4, which first flew on 29 December 1953.[14] Entering service in 1955, a total of 250 units were produced. Powered by a single de Havilland Ghost 103 engine delivering thrust of 4,850 lbf (21.6 kN), the FB.4 introduced several new features including an ejector seat for pilot safety and redesigned tail surfaces paired with hydraulically powered ailerons.[15][16][17] The updated rudder design effectively minimized excessive yaw and prevented rudder locking at low speeds. Additionally, this variant was the first to support underwing fuel tanks.[18]

De Havilland managed most of the production for this aircraft type. After completing an initial series of fifteen Venoms, manufacturing shifted from their Hatfield site to a larger facility at Hawarden Airport.[19] The first Venom produced at Hawarden was delivered to the RAF on 26 July 1952.[19] Production was further supplemented by units built by Fairey Aviation at Manchester (Ringway) Airport, including models such as the FB.1, FB.4, and NF.51.[20][21] Although there were considerations for manufacturing additional Venoms at Bristol Aeroplane Company’s Filton plant, this plan was ultimately abandoned.[19] During the early fifties, discussions took place regarding licensed production by Italian manufacturer Fiat Aviazione, but these did not come to fruition.

Due to significant demand from the Swiss Air Force, a licensing agreement was established in 1953 with a consortium of Swiss aerospace firms that produced substantial numbers of Venoms.[22] In the early seventies, Swiss-operated Venoms received extended noses to accommodate additional equipment including an ultra high frequency (UHF) radio system, an Identification friend or foe (IFF) transponder, and a SAAB BT-9K ballistic computer used for coordinating ground attack munitions.[23][24]

Design

The de Havilland Venom was a jet-powered combat aircraft characterized by its unique twin-boom tail design and a mixed wood and metal airframe. Initially created for ground-attack missions, it also fulfilled roles as an interceptor. It exhibited a commendable climb rate along with other favorable performance traits, marking a notable improvement compared to its predecessor, the Vampire. As a ground attack platform, the Venom offered excellent maneuverability, stability, endurance, handling qualities, and compatibility with a variety of armaments. Its agility even provided an advantage over numerous contemporary dogfight opponents, although its relatively modest maximum speed limited its effectiveness in this capacity. Early challenges such as structural weaknesses in the rear spar and incidents of flash fire caused by engine air intakes ingesting vented fuel were promptly identified and rectified.

File:De Haviland Venom MG 1308.jpg
Instrument panel of a Swiss Venom

The Venom FB 1 was equipped with four 20 mm (.79 in) Hispano Mk V autocannon mounted in the nose. Its payload options included either two 1,000 lb (approximately 450 kg) bombs or eight RP-3 "60 lb" air-to-ground rockets—the heavier bomb load represented an enhancement over that of the Vampire FB 5. For extended operational range, each wingtip could be fitted with a 75 imp gal (340 L) fuel tank, which allowed the underwing hardpoints to be used for other ordnance; however, these tanks were not jettisonable during flight. The addition of tip tanks also improved the aircraft’s roll rate, addressing a deficiency relative to many contemporaries. Early production variants frequently experienced wing structural weaknesses, resulting in flight restrictions and special warning markings to differentiate them from standard models.

The powerplant for the Venom FB 1 consisted of a single de Havilland Ghost 48 Mk.1 turbojet engine delivering 4,850 lbf (21.6 kN) of thrust; subsequent versions featured progressively more powerful engines. Engine start-up was achieved using explosive cartridges known as Coffman engine starters—a method unfamiliar to many operators at that time. Initial production models did not include ejection seats, drawing official criticism; consequently, these safety devices were incorporated into later production runs. Although the airframe had a relatively brief service life within the UK—intended as an interim solution pending development of what became the Hawker Hunter—in Swiss service, where it remained active for an extended period, multiple structural reinforcements were implemented to more than double its operational lifespan. The Venom was recognized for its straightforward construction and cost efficiency, factors that enhanced its appeal among export customers.

Operational history

File:DH.112 Venom FB.1 WK418 Fairey RWY 03.54.jpg
Venom FB.1 manufactured by Fairey Aviation in 1954

In August 1952, No. 11 Squadron became the first overseas unit to transition from Vampires to the Venom, undertaking the aircraft’s operational service evaluations for the RAF.[19] Upon entering service, the single-seat fighter-bomber Venoms were not assigned to squadrons based in the UK; instead, priority allocation was given to units deployed abroad, including those within the Second Tactical Air Force in Germany and forces operating in warmer climates such as Cyprus, the Middle East, Africa, and Asia, where the enhanced engine performance was particularly advantageous.[19]

The Venom made its NATO debut during September 1952 by participating in Exercise Mainbrace.[19] By mid-1953, a second Venom wing was established at RAF Fassberg in Lower Saxony, comprising Nos. 14, 98, and 118 Squadrons. The following year saw a third wing formed at RAF Celle, also in Lower Saxony, including Nos. 16, 94, and 145 Squadrons.[25] However, these wings operated the Venom only briefly; the squadrons at RAF Fassberg transitioned to the Hunter in 1955, while those at RAF Celle were disbanded by 1957.[25]

Throughout the mid-1950s, Venoms were deployed extensively across the Commonwealth, typically replacing Vampires in the fighter-bomber role.[26] Notably, in August 1955, a flight of four Venoms completed a 10,000-mile round trip from RAF Habbaniya, Iraq to Wingfield Aerodrome, South Africa. During their return leg, they set a speed record on the route between Cape Town and Pretoria, covering the 807-mile distance in one hour and twenty-three minutes.[26]

The initial delivery of Venom night fighters to the RAF occurred on 6 May 1953.[27] From 1955 onwards, an upgraded night fighter variant, the Venom NF.3, entered squadron service.[13] Nevertheless, the night fighter variant had a relatively short tenure with the RAF as an interim measure pending development of more advanced aircraft. Consequently, starting in 1957, Venom night fighters were phased out in favor of the newly introduced twin-engine all-weather Gloster Javelin.[28] The Venom also found export success in this role; for example, the Swedish Air Force adopted it as their primary night fighter from 1955, operating three dedicated squadrons.[28]

Venoms were actively engaged during the Malayan Emergency (1948–1960), although operational deployment began only in the mid-1950s with Nos. 45 and 60 Squadrons. These aircraft supported counterinsurgency missions against Communist guerrillas under Operation Firedog, which was the codename for RAF operations within the Malaya. By November 15, 1957—the date when Venoms ceased combat operations in that theater—they had conducted over three hundred strike missions against insurgents.[29] Additionally, several Venoms were loaned to the Royal New Zealand Air Force (RNZAF) for use during this conflict by No. 14 Squadron RNZAF.[30]

File:Interlaken Venom 04.JPG
Venoms of the Patrouille Suisse aerobatic team flying over Interlaken, Bern, in 1983

During late 1956, Venoms also participated in combat operations throughout the Suez Crisis. They were flown by Nos. 6, 8, and 249 Squadrons operating from RAF Akrotiri, Cyprus.[26] The Anglo-French offensive—designated as Operation Musketeer—was launched following Egypt’s nationalization of the strategic Suez Canal. The air campaign commenced on October 31, with Venoms targeting various ground military installations; only one RAF Venom was lost during this operation.[26]

From around 1956 onward, Middle Eastern-based RAF units began receiving the enhanced Venom FB.4 variant.[26] That same year marked deployments of Venoms during the Aden Emergency, where they supported counterinsurgency efforts against insurgents and rebellious tribal factions within both Aden and Oman.[31] British Venoms played a significant role during the Jebel Akhdar War in Oman (1957), aimed at consolidating control over territory belonging to a de facto British protectorate,[32][33][34] primarily to secure access to interior oil fields. Between July and December of 1958 alone, RAF missions dropped over a thousand tons of ordnance and launched approximately nine hundred rockets against insurgent targets situated throughout Oman's mountainous regions; these strikes also impacted villages, irrigation systems, and crops amid a conflict that remained largely underreported internationally.[33][35][36] As this campaign progressed, squadrons equipped with Venoms gradually transitioned to newer platforms such as the English Electric Canberra, with complete replacement by Hunters occurring by around 1960.[29]

Beyond RAF usage, Switzerland emerged as one of the most significant operators of the Venom.[22] Alongside domestic manufacture of approximately 136 ground attack variants powered by Swiss-produced Ghost engines, Switzerland developed a specialized reconnaissance version featuring modified underwing fuel tanks integrated with automated cameras positioned forward.[22] Swiss Venoms underwent various upgrade programs including airframe life extension modifications, installation of UHF radio systems, and enhancements to license-built bombsights.[22]

By 1962, all remaining Venoms had been retired from frontline service within the RAF. The Swiss Air Force maintained operational use until late into their service life, finally retiring their last combat-capable Venoms during late 1983.[22]

Variants

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File:DHVenom.jpg
Privately owned Swiss Venom FB.54 with extended nose
DH.112 Prototypes
  • VV612, originally a Vampire FB.5, was converted and took its first flight as a DH.112 on 2 September 1949.
  • VV613, also converted from a Vampire FB.5, made its initial DH.112 flight on 29 July 1950.
FB.1
Single-seat fighter-bomber variant introduced in 1952, with a total production of 375 units.
NF.2
Two-seat night fighter developed as an interim model based on an intended export version for Egypt; 91 units manufactured.
NF.2A
An upgraded NF.2 featuring reinforced wing spars following structural issues that caused several accidents in the NF.2 and other Venom models.
NF.3
A revised NF.2 equipped with ejector seats, the Ghost 104 engine, and AI.21 radar (Westinghouse AN/APS-57 supplied through the US Military Assistance Program), resulting in a slightly modified nose design; 123 units produced.
FB.4
The RAF's final Venom fighter-bomber model, single-seat, powered by the Ghost 103 engine and incorporating ejector seats, powered ailerons, and structural enhancements; 250 were built.
FB.50
Export version operated by Iraq and Italy during the 1950s; 15 units constructed.
NF.51
Export night fighter variant for Sweden featuring Swedish license-produced engines. Comprising 62 aircraft—30 NF.2 and 32 NF.2A—designated J33. Operated from 1953 to 1960 by the dedicated night fighter F1 wing at Västerås.
Fiat G.80
Proposed Italian-licensed production of the Venom FB.50, intended to be manufactured by Fiat.

Operators

File:DH-Venom-hatzerim-2.jpg
Venom formerly used by the Swiss Air Force, displayed in Iraqi Air Force colors at the Israeli Air Force Museum in Hatzerim
File:DH.112 Venom NF2 WL808 FAR 06.09.52 edited-2.jpg
RAF Venom NF.2 night fighter showcased at the Farnborough air show in 1952
Template:Country data Iraq
Iraqi Air Force[37]
Template:ITA
Italian Air Force (Aeronautica Militare Italiana) operated two Venom FB.50s, with plans for Fiat to produce the aircraft under license as the G.81 ultimately abandoned.[38]
Template:NZL
Royal New Zealand Air Force
Template:SWE
Swedish Air Force[37]
Template:SUI
Swiss Air Force[37]
Template:UK
Royal Air Force

The Polish Aviation Museum (PAL) owns a British-built Sea Venom that was utilized for testing by de Havilland and the A&AEE before being transferred to the Imperial War Museum, which subsequently sold it to PAL in 2013.[81]

While the Venom was a widely appreciated and cost-effective combat aircraft during its time, currently only one airworthy specimen exists: J-1630/ZK-VNM in New Zealand. Additionally, J-1643/HB-RVY in Switzerland is reportedly undergoing restoration aimed at returning it to flying condition.Template:Fix/category[citation needed]

Specifications (Venom FB.1)

File:De Havilland Venom.png
Orthographic projection of the Venom NF.3, with an outline of the FB.1 (similar to FB.50).
File:DH 112 Cockpit.jpg
Cockpit instrumentation of a preserved Venom

Template:Aircraft specs

See also

Template:External media

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Notes

Citations

  1. ↑ 1.0 1.1 Cite error: Invalid <ref> tag; no text was provided for refs named fred 91
  2. ↑ 2.0 2.1 2.2 2.3 Birtles 1999, p. 61.
  3. ↑ Thetford 1962, p. 186.
  4. ↑ Birtles Air Pictorial July 1971, p. 242.
  5. ↑ 5.0 5.1 5.2 Birtles 1999, p. 63.
  6. ↑ 6.0 6.1 Birtles 1999, p. 64.
  7. ↑ Birtles Air Pictorial July 1971, p. 243.
  8. ↑ 8.0 8.1 Birtles 1999, p. 72.
  9. ↑ Birtles Air Pictorial August 1971, pp. 281–282.
  10. ↑ Birtles 1999, pp. 72–73.
  11. ↑ Birtles 1999, pp. 73, 75.
  12. ↑ Birtles 1999, p. 75.
  13. ↑ 13.0 13.1 Birtles 1999, pp. 75–76.
  14. ↑ Birtles Air Pictorial July 1971, p. 244.
  15. ↑ The British Fighter since 1912 p. 363.
  16. ↑ Aircraft of the Royal Air Force since 1918 pp. 235–236.
  17. ↑ Pilot's Notes Venom FB Mk 4: 2nd edition A.P.4335D pp. 9, 37.
  18. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named birt 67
  19. ↑ 19.0 19.1 19.2 19.3 19.4 19.5 Birtles 1999, p. 65.
  20. ↑ Scholefield 1998, p. 38.
  21. ↑ Birtles 1999, pp. 65, 68.
  22. ↑ 22.0 22.1 22.2 22.3 22.4 Birtles 1999, p. 71.
  23. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  24. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  25. ↑ 25.0 25.1 Cite error: Invalid <ref> tag; no text was provided for refs named birt 66
  26. ↑ 26.0 26.1 26.2 26.3 26.4 Cite error: Invalid <ref> tag; no text was provided for refs named birt 68
  27. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named birt 73
  28. ↑ 28.0 28.1 Cite error: Invalid <ref> tag; no text was provided for refs named birt 76
  29. ↑ 29.0 29.1 Cite error: Invalid <ref> tag; no text was provided for refs named birt 69
  30. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Birt 1 p246-7
  31. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named birt 68 69
  32. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named OBRA
  33. ↑ 33.0 33.1 Cite error: Invalid <ref> tag; no text was provided for refs named GR
  34. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named QoO
  35. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named OmansInsurgencies
  36. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named BA
  37. ↑ 37.0 37.1 37.2 Cite error: Invalid <ref> tag; no text was provided for refs named bae
  38. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Jackson p481
  39. ↑ Halley 1980, pp. 24, 355.
  40. ↑ Jefford 1988, p. 25.
  41. ↑ Halley 1980, pp. 26, 355.
  42. ↑ Jefford 1988, p. 26.
  43. ↑ Halley 1980, pp. 29, 355.
  44. ↑ Jefford 1988, p. 26.
  45. ↑ Halley 1980, pp.34,355.
  46. ↑ Jefford1988,p27.
  47. ↑ Halley1980,p34,355.
  48. ↑ Jefford1988,p28.
  49. ↑ Halley1980,p42,355.
  50. ↑ Jefford1988,p29.
  51. ↑ Halley1980,p51,355.
  52. ↑ Jefford1988,p32.
  53. ↑ Halley1980,p58,355.
  54. ↑ Jefford1988,p34.
  55. ↑ Halley1980,p63,355.
  56. ↑ Jefford1988,p36.
  57. ↑ Halley1980,p65,355.
  58. ↑ Jefford1988,p36.
  59. ↑ Halley1980,p79,355.
  60. ↑ Jefford1988,p40.
  61. ↑ Halley1980,p97,355.
  62. ↑ Jefford1988,p44.
  63. ↑ Halley1980,p112,355.
  64. ↑ Jefford1988,p47.
  65. ↑ Halley1980,p127,355.
  66. ↑ Jefford1988,p51.
  67. ↑ Halley1980,p131,355.
  68. ↑ Jefford1988,p53.
  69. ↑ Halley1980,p135,355.
  70. ↑ Jefford1988,p53.
  71. ↑ Halley1980,p153.
  72. ↑ Jefford1988,p57.
  73. ↑ Halley1980,p158,355.
  74. ↑ Jefford1988,p58.
  75. ↑ Halley1980,p170,355.
  76. ↑ Jefford1988,p61.
  77. ↑ Halley1980,p171,355.
  78. ↑ Jefford1988,p61.
  79. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).Template:Fix/category[permanent dead link]
  80. ↑ "De Havilland Venom FB50 (DH-112) aircraft." airliners.net, Retrieved: 8 November 2009.
  81. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).

Bibliography

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External links

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