DH.112
VENOM RAF SEA VENOM RN FAA NF FB RNZAF ADEN MALAYSIA SWITZERLAND SWEDEN FRENCH
NAVY AERONAVALE AQUILON
SOFTBOUND BOOK in ENGLISH by
ROGER LINDSAY
------------------------------
Additional Information from Internet
Encyclopedia
The de Havilland DH 112 Venom is
a British post-war single-engined jet aircraft developed and manufactured by
the de Havilland Aircraft Company. Much of its design was derived from the de
Havilland Vampire, the firm's first jet-powered combat aircraft.
The Venom entered service with
the Royal Air Force (RAF), where it was used as a single-seat fighter-bomber
and two-seat night fighter. A dedicated model for aerial reconnaissance was
also operated by the Swiss Air Force. The Venom functioned as an interim stage
between the first generation of British jet fighters straight-wing aircraft
powered by centrifugal flow engines such as the Gloster Meteor and the Vampire
and later swept wing, axial flow-engined combat aircraft, such as the Hawker
Hunter and de Havilland Sea Vixen. Accordingly, the type had a relatively short
service life in the RAF, being withdrawn from frontline operations by the
service in 1962 as a result of the introduction of more capable designs.
However, it was used in combat during the Suez Crisis, the Malayan Emergency,
and the Aden Emergency.
The Venom proved to be popular
on the export market, being sold in substantial numbers to Iraq, New Zealand,
Sweden, Switzerland and Venezuela. The Swiss Air Force was the last active
military operator of the Venom, retiring their last examples during 1983. Large
numbers of ex-military Venoms have since been acquired by private entities and
several have continued to fly, performing aerial displays at various air shows,
while many examples have been preserved in static display conditions in museums
and as gate guardians. A specialised derivative, the Sea Venom, was produced as
a navalised version of the aircraft suitable for carrier operations.
Origins
In 1948, de Havilland proposed a
development of the Vampire, furnished with a thinner wing and a more powerful
engine, to serve as a high altitude fighter, designated as the Vampire FB 8.[4]
The design gradually shifted, becoming the DH 112 Venom, in order to fill an
Air Ministry requirement, Specification F.15/49, which sought a fast,
manoeuvrable and capable fighter-bomber to replace the Royal Air Force's (RAF)
existing Vampires in that capacity.[5] From the onset, the envisioned role had
been intended as an interim fighter-bomber, while the development of aircraft
capable of even greater performance had already been anticipated by the
service.
Although generally similar in
appearance to the preceding Vampire, sharing the distinctive twin-boom tail and
composite wood/metal structure, the Venom was a completely new design.[6] As
originally designed, it was powered by the de Havilland Ghost 103 turbojet
engine, which was capable of generating 4,850lb of thrust, considerably more
powerful than the earlier de Havilland Goblin that had been used on the
Vampire.[5] The Venom adopted a wing designed with a leading edge sweepback of
17.6 degrees, a minimised thickness/chord ratio reduced from 14 per cent to 10
per cent, while the trailing edge was straight; a pair of optionally-fitted wing
tip tanks were also designed to be fitted without any negative impact on the
aircraft's overall combat maneuvering capability.
In order to test elements of the
new design, a single Vampire F 1 was converted and outfitting with the new
Ghost engine. On 2 September 1949, the first Venom prototype, VV612, performed
its maiden flight at Hatfield, Hertfordshire, piloted by John Derry.[7][8] In
May 1950, following the end of company trials, the prototype was delivered to
RAF Boscombe Down for official trials by the Aeroplane and Armament
Experimental Establishment (A&AEE). In the course of these trials, the
aircraft proved capable of satisfactory performance, including the besting of
some contemporary fighters during mock combat, while some minor faults were also
uncovered.[8] On 23 May 1950, the second prototype, VV613, officially joined
the development programme; it was delivered to the A&AEE for further trials
on 3 April 1951.
The first six production Venom
also participated in trials performed by both de Havilland and the
A&AEE.[9] On 21 April 1952, the first delivery of a production-standard
Venom, a single-seat fighter-bomber, occurred to the Central Fighter
Establishment, where it was used for a full service evaluation prior to the
type being cleared for active service.[9] During 1952, the initial production
model entered operational service with the RAF as the Venom FB 1.[10] A total
of 375 of this initial model were constructed.
On 22 August 1950, an improved
Venom, the NF.2 night fighter, performed its first flight, piloted by John
Derry. de Havilland had developed it from the single seat ground
attack-oriented Venom to serve as a replacement for the Vampire NF 10. For this
variant, the fuselage was redesigned to accommodate a two-man crew, (pilot and
navigator/radar operator), seated in a side-by-side configuration, and an
airborne interception radar installed in the extended nose.[11] During late
1953, the Venom NF.2 entered squadron service, after being delayed to resolve
minor problems that had been discovered.[12] Specifically, preliminary handling
trials had revealed unsatisfactory performance in poor weather conditions.
The Venom NF.2 was modified
after being involved in several accidents in which pilots had difficulty making
night-time approaches. Changes included the adoption of jettisonable clear
canopies and alterations to the flight control surfaces, and the altered
aircraft were re-designated NF.2As.[14] The Venom NF.2 was soon followed by the
NF 3, which was the ultimate night fighter variant of the Venom. It
incorporated further improvements, including power-actuated ailerons and an
improved air interception radar.[15] In 1953, the Venom NF 3 performed its
first flight; it entered operational service with the RAF during June 1955.
The final Venom for the RAF was
the single-seat FB.4 which first flew on 29 December 1953.[17] It entered
service in 1955 and 250 were built. It was powered by a single 4,850 lbf (21.6
kN) thrust de Havilland Ghost 103 turbojet engine. It was the first Venom to be
fitted with an ejector seat, as well as being furnished with redesigned tail
surfaces and hydraulically-powered ailerons.[18][19][20] The new rudder design
prevented excessive yaw and eliminated incidents of rudder locking at low
speeds. The FB 4 variant was the first to be compatible with the underwing fuel
tanks.
The majority of the type's
production was conducted by de Havilland themselves. Following the completion
of an initial batch of 15 production Venoms, manufacturing was transferred from
de Havilland's Hatfield facility to their larger production plant at Hawarden
Airport.[22] On 26 July 1952, the first Hawarden-built Venom was delivered to
the RAF.[22] In addition, the construction effort was augmented by numbers of
Venom FB.1, FB.4 and NF.51 aircraft that were produced by Fairey Aviation at
Manchester (Ringway) Airport.[23][24] At one point, the production of further
Venoms at the Bristol Aeroplane Company's Filton facility was considered but
was ultimately not pursued.[22] During the early 1950s, the prospects for
Italian aircraft manufacturer Fiat Aviazione producing the type under license
were explored; these did not materialise however. Due to substantial demand
from the Swiss Air Force, a license production arrangement was established with
a consortium of Swiss aviation manufacturers in 1953, who did produce large
numbers of Venoms.
The de Havilland Venom was a
jet-propelled combat aircraft, featuring a distinctive twin-boom tail and
composite wood/metal structure. Originally developed as a ground-attack
fighter, it served as an interceptor as well.[26] It possessed a favourable
rate of climb and other positive characteristics that lent itself well to
combat operations, and represented a significant advance over the preceding
Vampire.[27] It was a sound ground attack aircraft, possessing good
maneuverability, steadiness, endurance, handling, and a range of compatible
stores.[21] The Venom's manoeuvrability even gave it an edge against many
dogfighters of the era, although its limited top speed proved to be a weakness
in this role. Early issues, such as a rear spar weakness and flash fires due to
the ingestion of vented fuel by the engine air intakes under some conditions,
were quickly identified and overcome.
The Venom FB 1 was armed with
four nose-mounted 20 mm (.79 in) Hispano Mk V autocannons and could carry
either two 1,000 lb (approx 450 kg) bombs or eight RP-3 60 lb (27 kg)
air-to-ground rocket projectiles the heavier bombs being an improvement over
the Vampire FB 5. For additional range, each of the wing tips could accommodate
the installation of a 75gal tip tank, freeing up the underwing stores positions
for other stores and munitions, these were not jettisonable during flight.[5]
When installed, the tip tanks had the effect of improving the aircraft's roll
rate, which was lower than many of its contemporaries.[8] Early production
Venoms commonly suffered from weaknesses within the wing structure, leading to
flight limitations and warning markings being applied to distinguish them from
typical aircraft.
The Venom FB 1 was powered by a
single 4,850 lbf (21.6 kN) thrust Ghost 48 Mk.1 turbojet engine; later marks
were equipped with increasingly powerful models.[5] The engine was ignited
using explosive cartridges, known as Coffman engine starters; at the time, many
operators were not previously familiar with such means of start up. Early
production models lacked ejection seats, which was subject to official
criticism; in response, later production models were furnished with them.[28]
The airframe itself had a relatively short life due to having been designed for
its role as a short term interim aircraft pending development of what would
become the Hawker Hunter; in Swiss service, where the type was subject to a
lengthy service life, several strengthening modifications were performed to
more than double its viable lifespan.[29] It was known for its simplicity in
construction and relative cost-effectiveness, which contributed to its
popularity to export customers.
n August 1952, No. 11 Squadron
become the first overseas squadron to convert to the Venom in exchange for
their existing Vampires inventory; No. 11 was responsible for conducting the
type's operational service trials for the service.[22] Upon their introduction
to service, none of the single-seat fighter-bomber Venoms were deployed to
home-based squadrons; priority was given to overseas forces, such as the Second
Tactical Air Force stationed in Germany as well as those stationed in hotter
climates where the benefits of the more powerful engine were most felt, such as
Cyprus, the Middle East, Africa, and Asia.
During September 1952, the Venom
participated in its first NATO training operation, Exercise Mainbrace.[22] In
mid-1953, a second Venom wing, consisting of Nos. 14, 98 and 118 Squadrons, was
formed at RAF Fassberg, Lower Saxony; a third wing, comprising No.s 16, 94, and
145 Squadrons, was also formed at RAF Celle, Lower Saxony, during the following
year.[30] In this capacity, the Venom was only operated for a short time, those
squadrons stationed at RAF Faßberg transitioned to the Hawker Hunter in 1955,
while those at RAF Celle were disbanded in 1957.
Throughout the mid-1950s, Venoms
were dispatched to the furthest corners of the British Empire, being typically
used to replace the Vampire in the fighter-bomber role.[31] In August 1955, a
flight of four Venoms conducted a 10,000 flight from RAF Habbaniya, Iraq to
Wingfield Aerodrome, South Africa and back; while on the return leg of this
journey, a speed record was set on the Cape Town-Pretoria route, covering the
807-mile distance in 1 hour 23 minutes.
On 6 May 1953, the first of the
Venom night fighters was delivered to the RAF.[32] From 1955 onwards, an
improved model of the night fighter, the Venom NF.3, was introduced to squadron
service.[16] However, the night fighter Venom had only a relatively brief
career with the RAF, having been procured to serve as an interim solution while
more capable designs were developed. Accordingly, in 1957, the RAF's night
fighter Venoms began to be withdrawn in favour of the newly introduced Gloster
Javelin twin-engined all-weather fighter.[33] In the night fighter role, the
Venom was also adopted by export customers; the Swedish Air Force adopted the
type as their principal night fighter in 1955 and operated three squadrons in
this capacity.
RAF Venoms saw action during the
Malayan Emergency, which took place between 1948 and 1960, although these
aircraft did not commence operations until the mid-1950s with Nos. 45 and 60
Squadrons. While there, the Venom supported counterinsurgency operations
against Communist guerrillas as part of Operation Firedog, the codename for RAF
operations in Malaya. By 15 November 1957, the day on which the Venom was
withdrawn from combat in the theatre, the type had conducted more than 300
strikes against guerillas.[34] Several Venoms were lent to the Royal New
Zealand Air Force (RNZAF) for use during the same conflict, being operated by
No. 14 Squadron RNZAF.
The Venom also saw combat
service during the Suez Crisis during late 1956. The type was operated by Nos.
6, 8 and 249 Squadrons, flying from RAF Akrotiri, Cyprus.[31] The Anglo-French
invasion, codenamed Operation Musketeer, took place in response to the
nationalisation of the Suez Canal by Egypt's leader, General Nasser. The air
war began on 31 October 1956. The Venoms attacked a variety of military
installations on the ground; only a single RAF Venom was lost throughout the
crisis.
From 1956 onwards, Middle
Eastern-based RAF squadrons progressively received the improved Venom FB 4.[31]
Starting in 1956, RAF Venoms were deployed during the Aden Emergency, where
they were used in support of counterinsurgency operations against terrorists
and rebel tribesmen in Aden and Oman.
In 1957, British RAF Venoms
participated heavily during Jebel Akhdar War in Oman to expand the territory of
the Sultanate, which was a de facto British colony,[37][38][39] in order to
gain access to oil wells in the interior parts of Oman. The RAF made 1,635
raids, dropping 1,094 tons and firing 900 rockets at the interior of Oman
between July and December 1958 targeting insurgents, mountain top villages,
water channels and crops in a war that remained under low profile.[38][40][41]
As the conflict progressed, squadrons equipped with the Venom were reequipped,
mainly by the English Electric Canberra; in 1960, the final squadron in the
region that used the type was reequipped with the Hawker Hunter.
Outside of the RAF, the Swiss
Air Force were the most prolific user of the Venom.[25] In addition to the
domestic production of 136 ground attack-orientated models and its Ghost engine
to power them, Switzerland also produced a dedicated aerial reconnaissance variant
of the aircraft, which were outfitted with specially modified underwing fuel
tanks that had automated cameras installed in the forward section.[25] Swiss
Venoms were also subject to multiple improvement and upgrade programmes,
including life extension modifications, the addition of ultra high frequency
(UHF) radio sets, and an improved license-built bombsight.
In 1962, all of the remaining
Venoms in RAF service were withdrawn from first-line duties, having proven
their worth in a variety of locations across the world, in peace and war, and
in some of the most difficult climates the RAF has ever faced. The last non-RAF
Venoms to leave active service were the aircraft in service with the Swiss Air
Force, the last of which being retired from combat duties during the latter
part of 1983.[25] About 1020 Venoms continue to fly as of 2017, performing at
various air shows, while a number of examples are preserved in museums in the
United Kingdom and abroad, in non-flying, static display condition.
Operators
Iraq
Iraqi Air Force
Italy
Italian Air Force (Aeronautica
Militare Italiana) received two Venom FB.50s, a plan for Fiat to license-build
the aircraft as the G.81 being abandoned.
New Zealand
Royal New Zealand Air Force
No. 14 Squadron
Sweden
Royal Swedish Air Force
Västmanland Air Force Wing (F 1)
Switzerland
Swiss Air Force
United Kingdom
Royal Air Forc
No. 5 Squadron RAF
No. 6 Squadron RAF
No. 8 Squadron RAF
No. 11 Squadron RAF
No. 14 Squadron RAF
No. 16 Squadron RAF
No. 23 Squadron RAF
No. 28 Squadron RAF
No. 32 Squadron RAF
No. 33 Squadron RAF
No. 45 Squadron RAF
No. 60 Squadron RAF
No. 73 Squadron RAF
No. 89 Squadron RAF
No. 94 Squadron RAF
No. 98 Squadron RAF
No. 118 Squadron RAF
No. 125 Squadron RAF
No. 141 Squadron RAF
No. 142 Squadron RAF
No. 145 Squadron RAF
No. 151 Squadron RAF
No. 208 Squadron RAF
No. 219 Squadron RAF
No. 249 Squadron RAF
No. 253 Squadron RAF
No. 266 Squadron RAF
Venezuela
Venezuelan Air Force