De Havilland Venom

Development

During the early 1940s, De Havilland entered the jet age with its DH.100 Vampire, which was powered by the Goblin, Britain’s second successful jet engine. Although it first flew in 1943, the Vampire was too late for use in World War II. It began entering service in 1946, one year after the war had ended. The famous fighter jet, with its distinctive twin-boom configuration, saw service with about a dozen operators and more than 3 000 examples were built.

As Vampires entered service with the Royal Air Force (RAF), De Havilland engineers began work on an improved version of the Goblin engine. The new engine, named the Ghost, produced 4 850 lbs of thrust and was fitted to a Vampire test aircraft in 1948. With the increased power of the new engine, the Vampire set a new world altitude record of almost 60 000 ft. De Havilland engineers quickly began work on a new variant of the Vampire, which would be powered by the Ghost. The new variant was originally considered to be a high-altitude version of the Vampire, simply designated ‘Vampire FB.8’. However, it was quickly realised that the new aircraft was a considerable step ahead of the Vampire, to the extent that it was essentially a new aircraft type. As a result, it was named the DH.112 Venom. With its twin-boom configuration, the Venom was similar in appearance to the Vampire, but there were significant differences. For example, whilst the Vampire had comparatively straight wings, the Venom wings’ leading edges were swept back at a 17.6 degree angle. The new aircraft’s wings were also thinner and had wingtip fuel tanks, as well as boundary layer fences to reduce spanwise airflow along the length of the wings. The Venom had other aerodynamic improvements, including a redesigned tail unit, as well as a revised cockpit layout.

Variants

The first of two prototype Venoms completed its maiden flight on 2 September 1949, almost exactly six years after the Vampire’s first flight. The Venom was noticeably faster than the Vampire on which it was based and had a much better climb rate, yet it retained its predecessor’s pleasant flight characteristics and agility. As it happened, the two prototypes were actually heavily modified Vampire airframes, but the first true Venom production aircraft was delivered to the RAF in April 1952. This initial variant, the FB.1, had a single-seat cockpit and was armed with four 20 mm Hispano cannons. It could also carry eight rockets or two 1 000 lbs (454 kg) bombs.

The FB.1 was followed by the NF.2 and NF.2A. These were two-seat night fighter variants which had an extended nose section to accommodate an airborne interception radar. The definitive night fighter variant, the NF.3, had a more powerful radar system, powered ailerons, aerodynamic improvements and a powered canopy jettison system for bailing out. Meanwhile, the FB.1 fighter-bomber was succeeded by the FB.4. This variant was fitted with an ejection seat, powered ailerons, an air-conditioning system and incorporated structural improvements. Fighter-bomber and night fighter variants were exported as the FB.50 and FB.51 respectively.

Meanwhile, France’s SNCASE (Société Nationale des Constructions Aéronautiques du Sud-Est), which was later succeeded by Sud Aviation, built the Sea Venom FAW.20 under licence as the Aquilon for the French Navy. In total, about 120 Aquilons were built in the form of five variants.

Sea Venom Variants

A Navalised version of the Venom NF.2, named the Sea Venom NF.20, completed its maiden flight in April 1951. It was similar to the NF.2, but featured an arresting hook, strengthened undercarriage and folding wings for carrier operations. The purpose of the aircraft was to provide the Royal Navy Fleet Air Arm with an all-weather interceptor. The NF.20 entered production as the FAW.20. This was succeeded by an improved variant, the FAW.21, which was based on the Venom NF.3. This variant was exported to Australia as the FAW.53. The ultimate Sea Venom, the FAW.22, had a more powerful engine, improved radar and could fire heat-seeking air-to-air missiles.

Service

Venoms began replacing Vampires in the early 1950s, with priority given to units in warmer regions of the British Empire. In August 1955, four Venom FB.4s completed a 10 000 mile (16 100 km) flight from RAF Station Habbaniya, in Iraq, to Cape Town and back as part of Operation Quick Return. In the process, the four aircraft set a new speed record from Cape Town to Pretoria, covering 1 300 km in one hour and 23 minutes.

RAF Venoms saw combat during the Suez Crisis of 1956, in which they were used to attack Egyptian ground targets. These aircraft were supplemented with Sea Venoms operating from HMS Albion and HMS Eagle aircraft carriers. Venoms saw more combat during the uprising in Oman in the following year. Also during the mid-1950s, RAF and Royal New Zealand Air Force Venoms were used against guerrillas in the Malayan Emergency.

In addition to the RAF, Venoms saw service with the armed forces of Iraq, Italy, New Zealand, Sweden, Switzerland and Venezuela. Other than the Royal Navy and French Navy, Sea Venoms also served with the Royal Australian Navy Fleet Air Arm.

Ultimately, more than 1 400 Venoms, Sea Venoms and Aquilons were built. The Swiss were the last to retire their Venoms, operating the aircraft until well into the 1980s.