124 Parts Included

2 Skill Level

Designing a jet classic. This CAD screenshot was taken straight

In addition to accurately replicating the exterior of the Vampire, accurate model construction kit, one which was both highly detailed and enjoyable to build.

The jet bridesmaid no more, its time the de Havilland Vampire stepped out of the shadows of the Gloster Meteor and showed modellers just how spectacular an aircraft it actually was. 

3Scheme Options

Scheme B – de Havilland D.H.100 Vampire FB.9 WR128, No.502 (Ulster) Squadron, Royal Auxiliary Air Force, RAF Sydenham, Belfast, Northern Ireland, 1955.

Even though this was still relatively new aviation technology, de Havilland cleverly designed their Vampire to be simple to maintain and operate, earning the aircraft an enviable reputation for reliability amongst air and ground crews alike, whilst at the same time allowing more pilots to safely make the transition from piston to jet powered flight. With a number of significant ‘firsts’ to its name, the Vampire was the first RAF aircraft to exceed 500 mph, with the extra range of the later F.3 variant also allowing it to be the first jet fighter to cross the Atlantic and all on just that single engine. The Vampire would also have the notable distinction of being the first jet aircraft type to equip Britain’s Royal Auxiliary Air Force.

RAF No.502 (Ulster) Squadron was originally formed in May 1925 as a reserve bomber squadron based at RAF Aldergrove in Northern Ireland, initially made up of a mixture of full time regulars and reserve personnel. During the Second World War, the unit served as part of Coastal Command, fighting against the U-boat threat and attacking surface shipping, using such aircraft types as the Armstrong Whitworth Whitley and Handley Page Halifax.

Following the end of the war and the reactivation of the Auxiliary Air Force, No.502 Squadron reformed once again, with Aldergrove as its home base, but this time as a light bomber unit equipped with de Havilland Mosquitos. A later directive that all RAuxAF Squadrons should convert to a day fighter role saw the unit trading their Mosquitos for Spitfire F.22 fighters, however, they would use these potent piston engined fighters for less than three years, before entering the jet age with the de Havilland Vampire at the beginning or 1951. Within a matter of weeks, the squadron had traded their original Vampire F.3s for FB.5s and these would be joined by additional FB.9 variants from July 1954, with the unit operating both concurrently until the RAuxAF was disbanded in March 1957.

Scheme A – de Havilland D.H.100 Vampire FB.9 WR120, No.213 Squadron, Royal Air Force Deversoir, Egypt, 1954.

Although the de Havilland Vampire was initially designated as a single engined jet powered interceptor, it wasn’t long before the aircraft was required to perform additional duties, most noticeably taking over the ground attacking fighter-bomber duties of the RAF’s Hawker Tempest fleet. The Vampire F.3’s of No.32 Squadron would also become the first RAF jet fighters to be deployed outside Northwest Europe and the first to operate in the higher temperatures of the Mediterranean. 

The RAF’s decision to retain the Meteor in a fighter interceptor role could have been detrimental to the future development of the de Havilland Vampire, however, designers at de Havilland were quick to submit their proposal to produce a low/medium altitude fighter-bomber version of their jet, knowing that the RAF were looking for a modern replacement for their Hawker Tempests. With some rather demanding performance requirements to satisfy, the new aircraft would require a more powerful variant of the Goblin engine, a shortened, but strengthened wing to cope with the additional weight of fuel and ordnance and additional protection for vital components which could be vulnerable to ground fire.

The resultant FB.5 would become by far and away the most heavily produced variant of the Vampire, with just over 1000 aircraft produced for Royal Air Force service both at home and operating from various locations around the world. When operating in warmer climates, just as had been experienced with its predecessor the Mosquito, the Vampire did have a few issues, eventually resulting in the development and introduction of the aircraft many aviation experts have described as the ‘Ultimate Vampire’, the FB.9 variant. Amongst other improvements, this variant featured a modified starboard air intake extension at the wing root, to accommodate the inclusion of a Godfrey refrigeration unit, providing the pilot with some much appreciated cockpit cooling when operating in these warmer conditions. Around 350 of this variant were eventually produced and whilst they were all intended for use by Middle/Far Eastern based units, rotations, training and servicing meant that many could often be spotted at bases around the UK.

Scheme C – de Havilland D.H.100 Vampire FB.5 VX950, Armee de l’air, France, 1959.

With the end of the Second World War not only allowing for a period of reflection and recouperation, it also resulted in a large number of extremely capable aircraft becoming surplus to requirements and available to nations looking to bolster their own long neglected defensive forces. In addition to this, the emergence of jet power offered a valuable and potentially lucrative sales opportunity for such companies as Gloster and de Havilland, who actively promoted the many technological virtues of their aircraft. Offering their aircraft at appealing prices made an attractive proposition for less affluent nations, giving them access to the latest technology and therefore hopefully enabling them to maintain peace in those volatile times. 

Keen to maintain the current levels of production at their various manufacturing facilities, de Havilland regularly entertained overseas delegates at their Hatfield site, arranging for thrilling demonstrations of their aircraft’s capabilities, whilst at the same time highlighting how easy the Vampire was to operate and maintain. 

France would prove to be an early admirer of the Vampire, signing an agreement in 1948 for the purchase of 30 former RAF Vampire F.1 fighters, allowing them to equip their Armee de l’air with a capable jet fighter. As the aircraft were readied, a number of French pilots arrived at Hatfield to undergo an intensive conversion course, at the end of which, the first five French Vampires were flown to their new base across the Channel. Even before this order could be fulfilled, a further order for 94 former RAF FB.5 Vampires was placed, with these aircraft all being delivered between the end of May 1949 and early March 1950.

In addition to helping the Royal Air Force transition to the jet age, the de Havilland Vampire did the same for the Armee de l’air, whilst at the same time helping to establish their post war indigenous aircraft manufacturing industry.

Of even greater significance than this, an additional agreement was reached whereby 67 Vampires would be constructed in France, using components supplied by de Havilland and a further undertaking to allow 120 aircraft to be produced using components actually manufactured in France, including a licence built variant of the Nene engine. Clearly, not only did the de Havilland Vampire help to propel the RAF into the jet age, it also did the same for many other air arms, including the post war Armee de l’air. The French manufactured machines were not without their problems in service, however, the Vampire did prove to be an excellent starting point for a post war French aviation industry which would go from strength to strength.

This particular Vampire was built by English Electric at their Samlesbury plant and formed part of the former RAF FB.5 order placed by the French in 1949. French Vampires would see relatively heavy action flying suppression missions against indigenous rebel forces in French North Africa, in a struggle which would last almost ten years from 1951 onwards.