text:
de Havilland Vampire
Sea Vampire
|Vampire T.11 of the UK Vampire Preservation Group displays at the Cotswold Air Show
|Fighter aircraft
|National origin
|United Kingdom
|de Havilland
English Electric
|First flight
|20 September 1943
|1979 Rhodesian Air Force
|Primary users
|Royal Air Force
Royal Navy
|Number built
|Developed into
|de Havilland Venom
The de Havilland Vampire was a British jet fighter developed and manufactured by the de Havilland Aircraft Company. Work on the aircraft began during the Second World War as a largely experimental aircraft suitable for combat that harnessed the groundbreaking innovation of jet propulsion; it was quickly decided to opt for a single-engine, twin-boom aircraft equipped with the Halford H.1 turbojet engine (later the de Havilland Goblin). Originally ordered as an experimental aircraft only, the decision to mass-produce the aircraft as an interceptor for the Royal Air Force (RAF) was finalised in May 1944.
In 1946, the first production aircraft entered service with the RAF, only months after the conflict had come to a close. The Vampire was the second jet fighter, after the Gloster Meteor, operated by the RAF and the first to be powered by one jet engine. Aside from its propulsion system and twin-boom configuration, it was a relatively conventional aircraft. The Vampire quickly replaced many wartime piston-engine fighter aircraft and was in front-line service until 1953, after which the Vampire was primarily assigned to secondary roles such as pilot training and ground attack, for which specialist variants of the type were produced.
In 1966, the type was retired by the RAF, after being replaced by more capable jet-powered fighters such as the Hawker Hunter and Gloster Javelin. During its service, the Vampire had achieved several aviation firsts and records, including becoming the first jet aircraft to traverse the Atlantic Ocean. It had been sold to many nations and operated in a wide range of environments around the world. Vampires participated in several conflicts, including the 1948 Arab–Israeli War, the Malayan emergency and the Rhodesian Bush War.
Almost 3,300 Vampires were manufactured, a quarter of them built under licence in other countries. The first jet fighter Royal Navy was the Sea Vampire, a naval variant which was operated from its aircraft carriers. The Vampire was developed into the DH.115 dual-seat trainer and the more advanced DH.112 Venom ground-attack and night fighter.
- 1 Development
- 2 Design
- 3 Operational history
- 4 Variants
- 5 Operators
- 6 Surviving aircraft
- 7 Aircraft on display
- 8 Specifications (Vampire FB.6)
- 9 Notable appearances in media
- 10 See also
- 11 References
- 12 External links
In January 1941, Sir Henry Tizard made an informal approach to the de Havilland Aircraft Company, suggesting that the company proceed to design a fighter aircraft that would harness the revolutionary new jet propulsion technology under development, along with an appropriate engine to go with it. While no official specification had then been issued, de Havilland decided to proceed with an exploration of the concept; the company quickly conceived of a single-engined aircraft that had air-intakes set into the wing roots to feed a centrally mounted engine, which made use of centrifugal design. The aero-engine designer Major Frank Halford had been given access to Frank Whittle's pioneering work on gas turbines; for the projected jet-powered fighter, Halford decided to proceed with the design of a "straight through" centrifugal engine capable of generating 3,000 lb of thrust, which was considered to be high at the time. Halford's engine was developed, and emerged as the Halford H.1. By April 1941, design work on the engine had been completed; a prototype H.1 engine performed its first test run one year later.[3]
The low power output of the early jet engines had meant that only twin-engined aircraft designs were considered to be practical during the early stages of development; however, as more powerful jet engines were quickly developed, particularly Halford's H.1 (later known as the de Havilland Goblin), the practicalities of single-engined jet fighter were soon realised.[4] de Havilland were approached to produce an airframe for the H.1 as insurance against Germany using jet bombers against Britain; this was considered more important than de Havilland's own suggestion of a high-speed jet bomber.[5][6] Their first design, designated as the DH.99, was an all-metal, twin-boom, tricycle undercarriage aircraft armed with four cannon. The use of a twin boom enabled the jet pipe to be kept relatively short, which avoided the power loss that would have occurred if a long pipe was used, as would have been necessary by a conventional fuselage. It also put the rudder empennage clear of interference from the exhaust. Performance was estimated at 455 mph (732 km/h) at sea level and initial climb of 4,590 ft/min (1,400 m/min) on 2,700 lb thrust. The Ministry of Aircraft Production (MAP) expressed doubts regarding the estimations for the aircraft's performance and weight; however, the project received permission to proceed in July 1941.[5]
The DH.99 design was soon modified to incorporate a combined wood-and-metal construction in light of recommendations from the MAP; the design was thus renumbered to DH.100 by November 1941. The aircraft was considered to be a largely experimental design due to its use of a single engine and some unorthodox features, unlike the Gloster Meteor which had been specified for production early on.[4][6] In February 1942, the MAP suggested dropping the project for a bomber but de Havilland stated that the twin-boom was, despite Ministry doubts, only an engineering problem to be overcome. On 22 April 1942, the construction of two prototypes (serials LZ548 and LZ551) was authorised by the Ministry while Specification E.6/41 was produced and issued to cover the work.[7] Accordingly, the company proceeded with the detailed design work phase of the DH.100 in early 1942.
Internally designated as the DH.100 and originally named the "Spider Crab", the aircraft was entirely a de Havilland project, being principally worked upon at the company's facility at Hatfield, Hertfordshire.[8][6] The construction of the aircraft exploited de Havilland's extensive experience in the use of moulded plywood for aircraft construction; many design features that were used upon the DH.100, such as the fuselage nacelle and tall triangular vertical surfaces, had been present on the company's preceding Mosquito, a widely produced fast bomber of the war.[9]
The layout of the DH.100 used a single jet engine installed in an egg-shaped fuselage which was primarily composed of plywood for the forward section and aluminium throughout the aft section. It was furnished with conventional mid-mounted straight wings; air brakes were installed on the wings to slow the aircraft, better enabling it to manoeuvre into a firing position behind slower aircraft - a feature that had also been incorporated in the Meteor. Armament comprised four 20mm Hispano Mk V cannon located underneath the nose; from the onset of the design phase, even when the aircraft was officially intended to serve only as an experimental aircraft, the provision for the cannon armament had been included.[9]
On 20 September 1943, the first DH.100 prototype, serial number LZ548/G, conducted its maiden flight from Hatfield Aerodrome; it was piloted by Geoffrey de Havilland Jr, the company's chief test pilot and son of the company's founder.[10][6] This flight took place only six months after the Meteor had performed its own maiden flight; the first flight had been delayed due to the need to dispatch the only available engine suitable for flight to America to replace one destroyed in ground engine runs in Lockheed's prototype XP-80 jet fighter.[6] A total of three prototypes, LZ548/G, LZ551/G, and MP838/G were produced in order to support the type's development.[9]
Production and further development[edit]
On 13 May 1944, an initial production order for 120 Vampire Mk I aircraft was received; it was quickly increased to 300 aircraft soon thereafter.[9] The production Vampire Mk I did not fly until April 1945. Due to the extensive wartime pressures upon de Havilland's production facilities for existing aircraft type, English Electric Aircraft undertook production of the Vampire at their Preston, Lancashire factories instead; the company would go on to produce the majority of the aircraft. Only about half a dozen production aircraft had been built by the end of the Second World War, although it did not result in the type becoming a victim of the extensive post-war cutbacks that were soon implemented, which had terminated the production of many existing aircraft along with development work upon several more.[9]
De Havilland initiated a private venture night fighter, the DH.113 intended for export, fitting a two-seat cockpit closely based on that of the Mosquito night fighter, and a lengthened nose that accommodated an AI Mk X radar. An order to supply the Egyptian Air Force was received, but this was blocked by the British government as part of a general ban on supplying arms to Egypt. Instead, the RAF took over the order and put them into service as an interim measure between the retirement of the de Havilland Mosquito night fighter and the full introduction of the Meteor night fighter.[11] Removal of the radar from the night fighter and fitting of dual controls resulted in a jet trainer model of the aircraft, the DH.115 Vampire which entered British service as the Vampire T.11. This trainer variant was built in large numbers, both for the RAF and for export.[12]
An alternative powerplant to the de Havilland Goblin soon became available in the form of the Rolls-Royce Nene, which was likewise a turbojet engine capable of generating similar levels of thrust. The Vampire II designation was applied to three experimental Nene-powered Vampires, which were used to assess their performance. One of these was evaluated by the RAF before it was decided that the rival Goblin would be adopted for the RAF Vampires instead; another contributed to development work for the Vampires of the Royal Australian Air Force (RAAF).[9]
Although the un-installed Nene had a higher thrust than the Goblin, the level flight speed was no greater. To reduce the installed-engine intake losses caused by having to feed air to the rear face of the impeller, two additional intakes were added behind the cockpit; these had the negative side-effect of causing elevator reversal[13] and buffeting tendencies, which in turn reduced the Vampire's Mach limitation.[14] The Vampires of the RAAF were powered by the Nene engine; these were initially outfitted with dorsal intakes, but the intakes were subsequently repositioned underneath the fuselage instead.[15] In 1949, Boulton Paul Aircraft redesigned the wing-root intakes and internal ducting based on the installation of the Nene in the prototype Hawker Sea Hawk. The Mistral, the French name for their models of the Vampire, also used the Nene engine with BPA intakes.[15]
The Vampire III, was the first of several models that sought to address the demands for greater range from the type.[9] Accordingly, underwing fuel tanks of both 100 and 200 gallon capacities; other modifications included the lowering of the tailplane and the reshaping of the vertical surfaces of the tail. The design changes to accommodate hardpoint-mounted drop tanks had the additional benefit of enabling the carriage of various stores and had effectively readied the type for performing ground-attack duties.[9] The wing was considerably modified to improve low altitude performance, the span having been reduced by 2ft, the adoption of square-cut wingtips, the thickening of the skin, greater structural strength, and undercarriage modifications to withstand the overall increased weight.[9]
3,268 Vampires were built in 15 versions, including a twin-seat night fighter, a trainer and a carrier-based aircraft designated Sea Vampire. The Vampire was used by 31 air forces. Germany, the Netherlands, Spain and the U.S. were the only major Western powers not to use the aircraft.
Records and achievements[edit]
On 8 June 1946, the Vampire was introduced to the British public when Fighter Command's 247 Squadron was given the honour of leading the flypast over London at the Victory Day Celebrations.[16] The Vampire was a versatile aircraft, setting many aviation firsts and records, being the first RAF fighter with a top speed in excess of 500 mph (800 km/h).[citation needed] On 3 December 1945, a Sea Vampire piloted by Captain Eric "Winkle" Brown became the first pure-jet aircraft to land on and take off from an aircraft carrier.[17][N 1]
Vampires and Sea Vampires were used in trials from 1947 to 1955 to develop recovery and deck-handling procedures and equipment[19] for the operation of aircraft without an undercarriage from flexible rubber decks on aircraft carriers. Deletion of the undercarriage would reduce the aircraft weight, allow extra fuel to be carried, and ease deck handling.[20][21] Despite demonstrating that the technique was feasible, with many landings being made with undercarriage retracted on flexible decks both at RAE Farnborough and on board the carrier HMS Warrior, the proposal was not taken further.[22] Aviation author Geoffrey Cooper quotes author Marriott stating that the rubber deck system "..would have required extensive facilities both aboard ship and at naval air stations to support it. Any gains in aircraft performance were more than cancelled by the complexity and cost of implementation.".[19]:p199"[23]
On 23 March 1948, John Cunningham, flying a modified Vampire Mk I, which had been furnished with extended wing tips, powered by the Ghost engine, achieved a new world altitude record, having attained a maximum altitude of 59,446 ft (18,119 m).[24]
On 14 July 1948, six Vampire F.3s of No. 54 Squadron RAF became the first jet aircraft to fly across the Atlantic Ocean when they arrived in Goose Bay, Labrador.[9] They went via Stornoway in the Outer Hebrides of Scotland, Keflavik in Iceland and Bluie West 1, Greenland. From Goose Bay airfield they went on to Montreal (c. 3,000 mi/4,830 km) to start the RAF's annual goodwill tour of Canada and the US, where they gave formation aerobatic displays.[25] At the same time USAF Colonel David C. Schilling led a group of F-80 Shooting Stars flying to Fürstenfeldbruck Air Base in Germany to relieve a unit based there. There were conflicting reports later regarding competition between the RAF and USAF to be the first to fly the Atlantic. One report said the USAF squadron delayed completion of its movement to allow the Vampires to be "the first jets across the Atlantic".[26] Another said that the Vampire pilots celebrated "winning the race against the rival F-80s."[27]
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The de Havilland Vampire was a jet-powered twin-boom aircraft, typically employed in the fighter and fighter bomber roles.[9] Aviation author Francis K Mason referred to it as being "the last unsophisticated single-engine front line aircraft to serve with Britain's Fighter Command"; the Vampire was a relatively straightforward aircraft, employing only manually operated flight controls, no radar, a simple airframe, and, aside from the propulsion system, made use of mostly conventional practices and technologies.[9] The distinctive twin-boom tail configuration of the Vampire was one of the only non-traditional airframe features when compared to its contemporaries.[9]
In comparison to later aircraft, the Vampire had a relatively disorganised cockpit that in some aspects lacked ergonomic measures; such as the fuel gauges being difficult for the pilot to observe without pulling the control column back.[28] A few controls, such as the low-pressure fuel cock, were known for being difficult to move or were otherwise obstructed by other controls. The pilot was provided with a fairly favourable external view, in part aided by the relatively small size of the Vampire.[28]
The Vampire was first powered by a single Halford H1 (later and more widely known as the de Havilland Goblin) turbojet engine, initially capable of producing 2,100 lbf (9.3 kN) of thrust, designed by Frank B Halford and manufactured by de Havilland. This engine was a centrifugal-flow type, a configuration later superseded after 1949 by the slimmer axial-flow units. In 1947, Wing Commander Maurice Smith, assistant editor of Flight magazine, stated upon piloting his first jet-powered aircraft, a Vampire Mk III: "Piloting a jet aircraft has confirmed one opinion I had formed after flying as a passenger in the Lancastrian jet test beds, that few, if any, having flown in a jet-propelled transport, will wish to revert to the noise, vibration and attendant fatigue of an airscrew-propelled piston-engined aircraft".[29]
Initially, the relatively high fuel consumption of the Goblin engine had provided early models of the Vampire with a limited range; this had been a common problem with all early jet aircraft. Later marks featured considerably increased internal fuel capacity as a result. The H.1 Goblin engine, conceived in 1941, remained unchanged in basic form for 13 years; according to aerospace publication Flight: "The Goblin...can fairly claim to be the world's most reliable turbojet".[30] Over successive models, it gained increased turbine temperature and thrust.[30] Later-built Vampire Mk Is were powered by the Goblin II; the F.3 onwards used the improved Goblin III; by the mid-1950s, the Goblin Mk. 35 export engine, capable of 3,500 lbf, had become available as well.[30]
Certain marks of the Vampire were also operated as flying test-beds for the Rolls-Royce Nene engine, leading to the FB30 and 31 variants that were built in, and operated by, Australia. Due to the low positioning of the engine, a Vampire could not remain on idle for long as the heat from the jet exhaust would melt the tarmac behind the aircraft.[citation needed] If the engine did stall in flight, there was no onboard means to re-light the engine, meaning that a forced landing would be necessitated.[28]
According to Mason, the controls of the Vampire were considered to be relatively light and sensitive, employing an effective elevator arrangement that enabled generous acceleration from relatively little control inputs along with highly balanced ailerons that could achieve high rates of roll.[31] In comparison to the elevator and ailerons, the rudder required more vigorous actuation in order to achieve meaningful effect.[31] Pilots converting from piston-engined types would find themselves having to adapt to the slower acceleration of turbojet engines and the corresponding need to moderate rapid throttle movements to avoid instigating a compressor stall.[28]
The Vampire had a relatively good power/weight ratio and was reputedly quite maneuverable within the 400-500MPH range.[28] Heavy use of the rudder was required at slower speeds, during which pilots had to be cautious during shallow turns to avoid stalls; this would be typically embarrassing rather than dangerous due to the relative ease of recovery, which was principally achieved via positive elevator application. At speeds in excess Mach 0.71, increasing levels of buffeting were encountered.[28] The Vampire was compatible with a wide range of aerobatic manoeuvers, Mason comparing its capabilities in this respect to purpose-built sporting aircraft. It has been claimed that the type was the last British jet-powered fighter capable of accurately precipitating conditions such as hammer stalls, stall turns, and wingovers.[28]
Preparing the Vampire for take-off would only require pilots to perform six vital actions: setting the trim to neutral, opening the high and low-pressure fuel cocks, activating the booster pump, setting the flaps, and retracting the air brakes.[31] If laden with external fuel tanks or bombs, pilots would have to retract the undercarriage quite quickly, else increasing airflow as the aircraft picked up speed would prevent the undercarriage doors from closing.[32] Landing procedure was similarly free of complexity: disengaging the wheel brakes, lowering the undercarriage, setting the flaps to fully down, and effecting the air brakes. Typically, power-on landings were conducted due to the slow response of the engine to throttle changes, while the wheel brakes had to be applied carefully in order to avoid locking the wheels; there was no anti-lock braking system present.[28]
Operational history[edit]
United Kingdom[edit]
- Royal Air Force
In 1946, the first Vampire Mk I fighters entered RAF service in the interceptor role.[9][N 2] Soon thereafter, considerable numbers of Mk I aircraft began equipping RAF squadrons of the Second Tactical Air Force stationed in Germany, often to replace wartime fighters such as the Hawker Typhoon, Hawker Tempest, and North American Mustang. On 3 July 1948, the Vampire became the first jet aircraft to equip peacetime units of the Royal Auxiliary Air Force, gradually replacing the de Havilland Mosquito in this capacity.[9]
On 23 June 1948, the first production Vampire Fighter-Bomber Mk 5 (otherwise commonly designated as the FB.5), which had been modified from a Vampire F.3, carried out its maiden flight.[9] The FB.5 retained the Goblin III engine of the F.3, but featured armour protection around engine systems, wings clipped back by 1 ft (30 cm), and longer-stroke main landing gear to handle greater takeoff weights and provide clearance for stores/weapons load. An external tank or 500 lb (227 kg) bomb could be carried under each wing, and eight "3-inch" rocket projectiles ("RPs") could be stacked in pairs on four attachments inboard of the booms.[34] Although an ejection seat was considered, it was not fitted.
At its peak, a total of 19 RAF squadrons flew the Vampire FB.5 in Europe, the Middle East and the Far East. By far, the theatre in which the largest number of Vampires were stationed was Germany; this extensive deployment by the RAF has been viewed as one measure of the emerging Cold War climate between West and East Europe, as well as being a reaction to events such as the Korean War and the Berlin Blockade.[35] Vampires were also operated by a number of active and reserve squadrons stationed in the UK.[36]
RAF Vampires were used in action in the Far East during the Malayan emergency in the late 1940s and early 1950s.[36] The Vampire FB.5 typically undertook attack missions with rockets and bombs against targets often located in remote jungle areas common in Malaysia.[36] The Vampire FB.5 became the most numerous single-seat variant of the type, 473 aircraft having been produced.
Experience of Vampire operation in tropical climates led to the development of new models featuring refrigeration equipment for pilot comfort and increasingly powerful models of the Goblin engine, to counter the degradation of performance in hot conditions.[37] The RAF decided to adopt a new model of the Vampire featuring the Goblin 3 engine. Accordingly, in January 1952, the first Vampire FB.9 was introduced to service and were first used by the Far East Air Force, soon replacing its older FB.5 aircraft.[37] The FB.9 was deployed to various parts of the Middle East and Africa. In use against Mau Mau insurgents in Kenya, from 1954, it was gradually replaced by the de Havilland Venom, a swept wing development of the Vampire.[37]
The Vampire NF.10 served from 1951 to 1954 with three squadrons (23, 25 and 151) but was often flown in daytime as well as night time. After its replacement by the De Havilland Venom, these aircraft underwent conversion to the NF(T).10 standard, after which they were operated by the Central Navigation and Control School at RAF Shawbury. Other aircraft were sold on to the Indian Air Force for further use.
By 1953, the Vampire FB.5 was being increasingly considered to be obsolete, having not kept up with the advancements made on the Meteor 8.[36] The RAF eventually relegated the single-seat Vampire to advanced training roles in the mid-1950s, and the type had been generally phased out of RAF service by the end of the decade.[6]
The final variants of the Vampire was the T (trainer) aircraft. Being first flown from the old Airspeed Ltd factory at Christchurch, Hampshire on 15 November 1950, production deliveries of the Vampire trainer began in January 1952. Over 600 examples of the T.11 were produced at Hatfield and Chester and by Fairey Aviation at Manchester Airport. By 1965, the Vampire trainer had been mostly withdrawn, its replacement in the training role being the BAC Jet Provost; only a small number of Vampire T.11s remained in service, typically for the training of foreign students until these were too were retired in 1967.[38]
A small number of aircraft that were used in secondary roles carried on in these capacities until the withdrawal of the last operational aircraft from service with No. 3 Civilian Anti-Aircraft Co-operation Unit at Exeter at the end of 1971.[38] A single aircraft continued to be flown and remained in official service with the RAF as part of the "Vintage Pair" display team (along with a Gloster Meteor); however, this aircraft was lost as a result of a crash in 1986.[38]
- Royal Navy
The Admiralty had immediately taken great interest in the Vampire following a series of carrier-landing trials which had been conducted on the aircraft carrier HMS Ocean using the modified third prototype of the Vampire in December 1945.[39] At one point, the service had been allegedly considering the adoption of the type as the standard naval fighter to equip the Fleet Air Arm with; however, according to Mason, there had been a prevailing attitude that carrier operations lacked the flexibility to enable combat operations to be conducted with jet aircraft while at sea due to factors such as jet blast and the limited range of initial models. In 1947, the Royal Navy decided to place an order for a navalised variant of the Vampire FB.5, which had been separately ordered by Air Ministry; the navalised model was quickly given the name Sea Vampire.[40]
The Sea Vampire has several key differences from their land-based counterparts.[21] It could be easily distinguished be the presence of a V-section arrestor hook that retracted to a high-mounted position above the jet pipe. The Sea Vampire was fitted with enlarged air brakes and landing flaps for superior low speed control during landing approaches, along with elevated load factors to account for the greater stresses involved in carrier landings.[21]
On 15 October 1948, the first Sea Vampire performed its maiden flight.[21] A pair of prototypes were followed by 18 production aircraft which were used to gain experience in carrier jet operations before the arrival of the two-seat Sea Vampire T.22 trainers.[41] The Sea Vampire was initially delivered to 700 Naval Air Squadron and 702 Naval Air Squadron, soon replacing their piston-engine powered de Havilland Sea Hornets.[21]
In 1946, approval was given for the purchase of an initial 50 Vampire fighter aircraft for the RAAF. The first three machines were British-built aircraft, an F1, F2 and FB.5, and were given serial numbers A78-1 to A78-3. The second aircraft, the F2 (A78-2), was significant in that it was powered by the more powerful Rolls-Royce Nene jet engine, rather than the standard Goblin.[9]
All of the 80 F.30 fighters and FB.31 fighter-bomber Vampires that were subsequently built by de Havilland Australia were powered by Commonwealth Aircraft Corporation (CAC) versions of the Nene engine manufactured under licence at their facility in Melbourne. The Nene required a greater intake cross-section than the Goblin, and the initial solution was to mount auxiliary intakes on top of the fuselage behind the canopy.[15] Unfortunately these intakes led to elevator blanking on formation of shock waves, and three aircraft and pilots were lost in unrecoverable dives. All Nene-engined aircraft were later modified to have the auxiliary intakes beneath the fuselage, thus avoiding the problem.[15]
In June 1949, the first Vampire F.30 fighter (A79-1) made its first flight; it was followed by 56 more F.30 variants before the final 29 aircraft were completed as FB.31s, being fitted with strengthened and clipped wings along with underwing hardpoints.[42] A single F.30 was also converted to the F.32 standard, which was mostly identical to the Vampire FB.9 save for the addition of climate control conditioning.[31] In 1954, all single seat Vampires were retired by the RAAF, but remained in service in Citizen Air Force squadrons until the early 1960s.[43]
In addition, the Vampire T.33, T.34 and T.35 were used by the RAAF and the Royal Australian Navy (RAN) (known as Mk33 through to Mk35W in RAAF service) and many were manufactured or assembled at de Havilland Australia's facilities in Sydney. The Mk35W was a Mk35 fitted with spare Mk33 wings following overstress or achievement of fatigue life. Vampire trainer production in Australia amounted to 110 aircraft, and the initial order was filled by 35 T.33s for the RAAF, deliveries being made in 1952 with five T.34s for the RAN delivered in 1954. The trainers remained in service in the RAAF until 1970 while RAN Vampires were retired in 1971.[44]
In 1946, a single Vampire F.1 began operating on an evaluation basis in Canada at the Winter Experimental Establishment in Edmonton. The Vampire F.3 was selected as one of two types of operational fighters for the Royal Canadian Air Force (RCAF) and was first flown in Canada on 17 January 1948 where it went into service as a Central Flying School training aircraft at RCAF Station Trenton. Operating a total of 86 aircraft, the Vampire F.3 became the first jet fighter to enter RCAF service in any significant numbers.
The Vampire had the function of introducing Canadian fighter pilots not only to jet propulsion, but also to other amenities such as cockpit pressurisation and the tricycle landing gear arrangement. It proved to be a popular aircraft, being easy to fly and often considered a "hot rod."[45] In Canadian service, the Vampire served in both operational and air reserve units (400, 401, 402, 411, 438 and 442 squadrons). During the late 1950s, the type was retired and was replaced in RCAF service by the Canadair Sabre.[46]
The Egyptian Air Force received its first of a planned 66 Vampire FB52s in December 1950,[47] eventually receiving 50 from de Havilland production.[48] An order for 12 Vampire NF.10 night fighters was cancelled owing to an arms embargo and the aircraft were acquired by the RAF.[49][11] A factory was built at Helwan to build the Vampire under licence, but political disputes between Egypt and the United Kingdom over the presence of British troops in Egypt led to the project being delayed, before being abandoned following the Egyptian revolution of 1952.[50] Instead, Egypt turned to Italy, and purchased 58 ex-Italian Air Force FB52As, using Syria as an intermediary, with deliveries from 1955 to 1956.[51]
By 1954, Egypt was operating a fleet of 49 Vampires, which had been acquired from both Italy and Britain, in the fighter-bomber role.[52] In 1955, a further 12 Vampire trainers were ordered, deliveries of which started in July that year.[53] On 1 September 1955, in a response to an Israeli commando raid on an Egyptian-held fort at Khan Yunis, four Egyptian Vampires crossed into Israeli airspace, but were intercepted by Israeli Meteor jets, with two Vampires being shot down.[54] By 1956, Egyptian Vampires were in the process of being replaced in the front-line fighter role by the much more capable Mikoyan-Gurevich MiG-15 and MiG-17 swept-wing fighters, and several Vampires were given to Saudi Arabia and Jordan.[55] During the Suez Crisis, the Egyptians mainly used their Vampires for ground-attack missions against the advancing Israeli forces, particularly at the Mitla Pass,[56] and are recorded as having lost a total of four Vampires in combat with Israeli jet aircraft.[57] Several more were destroyed on the ground by Anglo-French air raids.[58]
The Finnish Air Force received six FB.52 Vampires in 1953. The model was nicknamed "Vamppi" in Finnish service. An additional nine twin-seat T.55s were purchased in 1955. The aircraft were assigned to 2nd Wing at Pori, but were transferred to 1st Wing at Tikkakoski at the end of the 1950s. The last Finnish Vampire was decommissioned in 1965.
As part of a larger effort to build up the post-war French Air Force, a number of Goblin-powered Vampire FB.5s were delivered to France from 1949 onwards. This variant of the Vampire was subsequently manufactured under licence by Sud-Est at Marignane, the first 67 aircraft were assembled from British-produced components and were standard aircraft for the most part;[31] these were followed by a further 183 Vampires, which incorporated a greater proportion of French-produced elements.[59][60] The French developed the FB.53 model, a Nene-powered variant, which was named in French service as the Mistral. A total of 250 Mistrals were built, equipped with Hispano-Suiza built engines, French ejector seats and enlarged wing root ducts. On 2 April 1951, the first Mistral made its maiden flight.[60]
No. 7 Squadron, Indian Air Force (IAF) received Vampires in January 1949. No. 17 Squadron IAF also operated the type. No. 37 Squadron IAF flew a number of Vampire NF54 night reconnaissance missions over Goa during the 1961 Indian annexation of Portuguese India, sometimes coming under anti-aircraft fire.[61]
On 1 September 1965, during the Indo-Pakistani War, No. 45 Squadron IAF responded to a request for strikes against a counter-attack by the Pakistani Army (Operation Grand Slam), and twelve Vampire Mk 52 fighter-bombers were successful in slowing the Pakistani advance. However, the Vampires encountered two Pakistan Air Force (PAF) F-86 Sabres, armed with air-to-air missiles; in the ensuing dogfight, the outdated Vampires were outclassed. One was shot down by ground fire and another three were shot down by Sabres.[62][63] The Vampires were withdrawn from front line service after these losses.
The Vampire was procured by Italy to equip the Italian Air Force. The type was licensed-manufactured by Macchi at Varese and Fiat at Turin, who constructed a total of 80 Vampire FB.52As.[31] Italy later ordered 14 Vampire NF.10s, designated the NF.52.
The Royal Norwegian Air Force (RNAF) purchased a total of 20 Vampires F.3s, 36 FB.52s and six T.55 trainers.[31] The Vampire was in Norwegian use as a fighter from 1948 to 1957, equipping a three-squadron Vampire wing stationed at Gardermoen. In 1957, the type was withdrawn when the RNAF decided to re-equip with the Republic F-84G Thunderjet. In 1955, the Vampire trainers were replaced by the Lockheed T-33, these aircraft were returned to the United Kingdom and saw later use by the Royal Air Force.
In 1946, the Swedish Air Force purchased its first batch of 70 FB 1 Vampires, having been looking for a jet-powered fighter to replace its outdated SAAB 21 and J 22 aircraft of its fighter force. In Swedish service, the Vampire received the designation J 28A, it was assigned to the F 13 Norrköping Wing. The type soon provided such good service that the Vampire was soon selected to serve as the backbone of the fighter force. In 1949, a total of 310 of the more modern FB.50s, designated J 28B, which were based on the Vampire FB.5, were procured.[31] The last of these was delivered in 1952, after which all piston-engined fighters were decommissioned. In addition, a total of 57 two-seater DH 115 Vampires, designated J 28C, were also used for training purposes.
In 1956, the Swedish Vampires were retired from the fighter role; it was replaced in service with the J 29 (SAAB Tunnan) and J 34 (Hawker Hunter). In 1968, the final Vampire trainer was retired.
In 1946, the Swiss Air Force purchased an initial four Vampire F.1s, one of which crashed on 2 August 1946 while the other three remained in service until 1961. In 1949, the Swiss government signed a contract to locally manufacture the Vampire FB.6 in Switzerland using British-built Goblin engines; accordingly, a batch of 85 Vampire FB.6s were produced.[60][64] In 1952, the first production Vampire NF.10 was delivered to Switzerland for evaluation purposes.[65]
In 1949, the first batch of 75 Vampire Mk.6 (J-1005 to J-1079) was purchased. Most of these were phased out of service in 1968/1969, the last aircraft being withdrawn in 1973. A second batch of 100 Mk.6 aircraft (J-1101 to J-1200) were built under licence by a consortium of Swiss aviation companies, including Eidgenössische Flugzeugwerke Emmen, Pilatus Aircraft and Flug- und Fahrzeugwerke Altenrhein.[31] Aircraft from this batch were in use from 1951 to 1974, and were retained in storage until 1988. A further three DH-100 Mk.6 (J-1080 to J-1082) were subsequently built from remaining spare parts. A force of 39 DH-115 Mk 55 Vampire two-seat trainers (U-1201 to U-1239) were also in service from 1953 to 1990.[66][67]
The Rhodesian Air Force acquired 16 Vampire FB.9 fighters and a further 16 Vampire T.11 trainers in the early 1950s, its first jet aircraft, equipping two squadrons.[68] These were regularly deployed to Aden between 1957 and 1961, supporting British counter-insurgency operations.[69] 21 more two-seaters and 13 single-seaters were supplied by South Africa in the late 1960s and early 1970s.[70] Rhodesia operated Vampires until the end of the bush war in 1979. In 1977, six were pressed into service for Operation Dingo. They were eventually replaced by the BAe Hawk 60 in the early 1980s. After 30 years service, they were the last Vampires used on operations anywhere.[71]
- DH.100: three prototypes to specification E.6/41.[6]
- LZ548 first flown 20 September 1943
- LZ551 first flown 17 March 1944 and modified for deck landing trials, the first jet aircraft to land on an aircraft carrier, on display in 2013 at the Fleet Air Arm Museum.
- MP838 first flown on 21 January 1944, the first armed aircraft.
- Vampire Mk I: single-seat fighter version for the RAF; 244 production aircraft being built.[6]
- Mk II: three prototypes, with Rolls-Royce Nene turbojet engine. One built and two conversions.[6]
- F.3: single-seat fighter for the RAF. Two prototypes were converted from the Mk 1; 202 production aircraft were built, 20 were exported to Norway.[6]
- Mk IV: Nene-engined project, not built.
- FB.5: single-seat fighter-bomber version. Powered by the Goblin 2 turbojet; 930 built for the RAF and 88 for export.[6]
- FB.6: single-seat fighter-bomber. Powered by a Goblin 3 turbojet; 178 built, 100 built in Switzerland for the Swiss Air Force.[6]
- Mk 8: Ghost-engined, one conversion from Mk 1.[6]
- FB.9: tropicalised fighter-bomber through addition of air conditioning to Mark 5. Powered by Goblin 3 turbojet; 326 built, mostly by de Havilland, but also by Fairey Aviation.[6]
- Mk 10 or DH.113 Vampire: Goblin-powered two-seater prototype; two built.[6]
- NF.10: two-seat night fighter version for the RAF; 95 built, including 29 as the NF.54.[6]
- Sea Vampire Mk 10: prototype for deck trials. One conversion.[6]
- Mk 11 or DH.115 Vampire Trainer: private venture, two-seat jet trainer prototype.[6]
- T.11: two-seat training version. Powered by a Goblin 35 turbojet; 731 were built by DH and Fairey Aviation. Some fitted with ejection seats.[6]
- Sea Vampire F.20: naval version of the FB.5; 18 built by English Electric.[6]
- Sea Vampire F.21: six aircraft converted from F.3s with strengthened belly and arrester hook for trials of undercarriage-less landings on flexible decks.[72][6]
- Sea Vampire T.22: two-seat training version for the Royal Navy; 73 built by De Havilland.[6]
- FB.25: FB.5 variants; 25 exported to New Zealand.[6]
- F.30: single-seat fighter-bomber version for the RAAF. Powered by Rolls-Royce Nene turbojet; 80 built in Australia.[6]
- FB.31: Nene-engined, 29 built in Australia.[6]
- F.32: one Australian conversion with air conditioning.[6]
- T.33: two-seat training version. Powered by the Goblin turbojet; 36 were built in Australia.[6]
- T.34: two-seat training version for the Royal Australian Navy; five were built in Australia.[6]
- T.34A: Vampire T.34s fitted with ejection seats.[6]
- T.35: modified two-seat training version; 68 built in Australia.[6]
- T.35A: T.33 conversions to T.35 configuration.[6]
- FB.50: exported to Sweden as the J 28B; 310 built, 12 of which were eventually rebuilt to T.55 standard.[6]
- FB.51: export prototype (one conversion) to France.[6]
- FB.52: export version of Mk 6, 101 built; 36 exported to Norway and in use from 1949 to 1957.[6]
- FB.52A: single-seat fighter-bomber for the Italian Air Force; 80 built in Italy.[6]
- NF.54: export version of Vampire NF.10 for the Italian Air Force; 29 being built.[6]
- T.55: export version of the DH.115 trainer; 216 built and six converted from the T.11.[6]
- S.N.C.A.S.E. 'Vampire' FB.53: Four pre-series single-seat fighter-bombers for the Armee de l'Air; 250 built in France, as the Sud-Est SE 535 Mistral.[6]
- S.N.C.A.S.E. SE-532 Mistral: Initial production version of the Mk.53 for the Armée de l'Air; 97 built.[6]
- S.N.C.A.S.E. SE-535 Mistral: Development of the SE-532, 150 built for the Armée de l'Air.[6]
- Austria
- Australia
- Burma
- Canada
- Ceylon
- Chile
- Dominican Republic
- Egypt
- Finland
- France
- India
- Indonesia
- Iraq
- Ireland
- Italy
- Japan
- Jordan
- Katanga
- Lebanon
- Mexico
- New Zealand
- Norway
- Portugal
- Rhodesia
- Saudi Arabia
- South Africa
- Sweden
- Switzerland
- Syria
- United Kingdom
- Venezuela
- Zimbabwe
Surviving aircraft[edit]
Although today over eighty Vampires are still airworthy, only a small number are flying.
- One ex-Australian two-seat Mk 35W Vampire, S/N A79-617 was restored by Red Star Aviation of Hackettstown, New Jersey and then repatriated to Australia, where it is displayed in air shows. Two ex-RAAF Mk 35s (A79-637 and A79-665) are owned by the Historical Aircraft Restoration Society (HARS) at Illawarra Regional Airport, NSW, one of which is being restored to flying condition.
- One ex-Swiss DH-115 Mk 55 two-seat Vampire (U-1213) is airworthy and flying with Waterloo Warbirds.
New Zealand[edit]
- An ex-RNZAF T.11, on loan from RNZAF Museum, Christchurch was being restored at the New Zealand Fighter Pilots Museum.[73]
- Two other ex-Swiss vampires, a T.55 and an FB.52 are operated by the Norweigian Airforce Historical Squadron, and fly at many displays in Europe[74]
South Africa[edit]
- As of November 2015, serial numbers 276 and 277 are flown by the SA Air Force Museum and a third flyable Vampire is at Wonderboom Airport.
- Two DH-100 Mk.6(HB-RVH & HB-RVN) and two DH-115 Trainer (HB-RVF & HB-RVJ)[citation needed]
United Kingdom[edit]
- An ex-Swiss Vampire T.55 was brought to the UK and repainted in RAF camouflage, and is now operated by the Classic Air Force out of Coventry airport registered as G-HELV.[77] An airworthy Vampire T.11 is operated by the Vampire Preservation Group from North Weald in Essex, UK.[78]
United States[edit]
- Several ex-Swiss and ex-Australian Vampires operate as collectors' aircraft in the United States. Several other US-based Vampires are abandoned and in disrepair.[citation needed]
Aircraft on display[edit]
Examples of the de Havilland Vampire on display include:
- Australia
- RAAF Museum Point Cook Victoria. F.30.[79]
- Fighter World, Williamtown, NSW. A79-1 the first jet aircraft to be built in Australia.[citation needed]
- Fleet Air Arm Museum, New South Wales, Sea Vampire Mk T.22 XG766[80]
- Forbes, New South Wales. Monument next to Lake Forbes, ex-RAAF A79-109.[citation needed]
- Tamworth, Australia, Hands of Fame Park.[citation needed]
- Temora Aviation Museum, New South Wales, ex-RAAF A79-617 (Flying condition)[citation needed]
- Wagga Wagga, New South Wales, ex-RAAF A79-612 on pylon in Bolton Park next to the Sturt Highway[citation needed]
- Wingham, New South Wales ex-RAAF A79-593 on pylon in Central Park.[citation needed]
- Braybrook, Victoria, Central West Plaza shopping centre.[citation needed]
- Gnangara Road, Landsdale, Perth, Western Australia - "Snoopy" on a pylon next to a machinery yard.[citation needed]
- RAAF Townsville Aviation Heritage Centre (A79-656 and A79-804) DH.115 Vampire T.35[81]
- Austria
- Austrian Airforce Museum Zeltweg/Styria (Zeltweg Air Base) (Vampire Two Seat Trainer).[citation needed]
- Belgium
- Royal Museum of the Armed Forces and Military History (Vampire T.11)[citation needed]
- Canada
- Aero Space Museum, Calgary, Alberta (Vampire F.3)[82]
- Alberta Aviation Museum (Vampire T.35 (1964))[83]
- Canada Aviation and Space Museum (Vampire Mk 3).[84]
- Canadian Warplane Heritage Museum.[85]
- Canadian Museum of Flight.[86]
- Comox Air Force Museum (Vampire Mk 3).[87]
- Reynolds-Alberta Museum.[citation needed]
- Chile
- Museo Nacional Aeronáutico y del Espacio, two examples, one is being refurbished for display during 2014.[citation needed]
- One example exhibited inside Cerro Moreno, Antofagasta AFB.[citation needed]
- One example as gate guardian of Diego Aracena AFB of Iquique.[citation needed]
- An example placed in a restaurant of Antofagasta city in northern Chile.[citation needed]
- A Vampire was previously placed on a pole in the intersection of Gran Avenida and Américo Vespucio in Santiago, Chile but was destroyed due to a bombing attack in the 1980s, remains are in the open at Los Cerrillos Museo Aeronáutico.[citation needed]
- Czech Republic
- Letecke Muzeum Kbely.[citation needed]
- Finland
- Aviation Museum of Central Finland (three examples of Vampire Mk 52 and two examples of Mk 55 in storage).[citation needed]
- Finnish Aviation Museum (one Vampire Mk.52 and one Vampire T.55 trainer)[88]
- Germany
- India
- Indian Air Force Museum, Palam, New Delhi.[citation needed]
- Naval Aviation Museum Goa.[citation needed]
- Air Force Technical College, Bangalore.[citation needed]
- Indonesia
- Indonesian Air Force Dirgantara Mandala Museum, Adisutjipto Air Force Base, Yogyakarta.[citation needed]
- Ireland
- Collins Barracks (Dublin) as part of the National Museum of Ireland.[citation needed]
- Israel
- Italy
- Volandia (DH-100 FB.6).[90]
- Italian Air Force Museum (DH-113 NF Mk.54).[91]
- Japan
- Japan Air Self-Defense Force Hamamatsu Air Base Publication Center in Hamamatsu, Japan (Vampire T.55) 63-5571 (Formerly G-5-14).[92]
- Lebanon
- Lebanese Air Force Museum at Rayak Air Base in Rayak. A de Havilland Vampire T.55 is on display.[93]
- Malta
- Malta Aviation Museum, Ta' Qali in Malta. (Vampire T.11).[citation needed]
- México
- Mexican Military Aviation Museum in Mexico. (Vampire Mk.I).[citation needed]
- Mexican Army and Air Force Museum in Jalisco. (Vampire Mk.I).[citation needed]
- New Zealand
- Museum of Transport and Technology in Auckland, New Zealand (Vampire FB.9).[94]
- RNZAF Ohakea (Vampire FB.9) gate guard.[95]
- Royal New Zealand Air Force Museum.[96]
- Southward Car Museum.[citation needed]
- Ashburton Aviation Museum (Vampire T.11).[citation needed]
- Poland
- Polish Aviation Museum, Kraków, Swiss-built Mk.6.[citation needed]
- Saudi Arabia
- South Africa
- SAAF 205 FB.52 South African Air Force Museum, AFB Port Elizabeth, Static display.[citation needed]
- SAAF 208 FB.52 South African Air Force Museum, AFB Ysterplaat, Cape Town, Static display.[97]
- SAAF 229 FB.52 South African Air Force Museum, AFB Swartkop, Pretoria, Static Display.[98]
- SAAF 277 TMk55 South African Air Force Museum, AFB Swartkop, Pretoria, Airworthy.[99]
- United Kingdom
- F.1 VF301 on display at the Midland Air Museum, Coventry, England.[100]
- FB.5 WA346 under restoration at the Royal Air Force Museum Cosford, England.[citation needed]
- T.11 XD382 on static display at East Midlands Aeropark.[citation needed]
- T.11 XD447 on static display at East Midlands Aeropark.[citation needed]
- T.11 XD593 on display at the Newark Air Museum, England.[101]
- T.11 XD626 on display at the Midland Air Museum, Coventry, England.[100]
- T.11 XE855 on display at the Midland Air Museum, Coventry, England.[100]
- T.11 XE935 on display at the South Yorkshire Aircraft Museum, Doncaster, England.[citation needed]
- T.11 XH278 On display at Yorkshire Air Museum, Elvington, Yorkshire.[102]
- T.11 XH313 on display at the Tangmere Military Aviation Museum, England[103]
- T.11 XJ772 on display at the de Havilland Aircraft Heritage Centre, Hertfordshire, England[104]
- T.11 XK590 on display at the Wellesbourne Wartime Museum, Warwickshire, England.[105]
- T.11 XK624 on display at the Norfolk and Suffolk Aviation Museum, Flixton, England.[106]
- T.11 WZ515 on display at the Solway Aviation Museum, Carlisle, England.[107]
- T.11 WZ518 on display at the North East Aircraft Museum, Sunderland, England.[108]
- T.11 WZ590 on display at the Imperial War Museum Duxford, England.[109]
- T.11 on display at Headquarters No. 2247 (Hawarden) Squadron Air Training Corps, Hawarden, Flintshire, Wales.[citation needed]
- T.11 XK623 on display at Caernarfon Airworld Museum, Gwynedd, Wales.[110]
- T.22 XA109 on display at Montrose Air Station Heritage Centre, Angus, Scotland.[111]
- United States
- Pima Air & Space Museum, adjacent to Davis-Monthan AFB in Tucson, Arizona.[112]
- Evergreen Aviation Museum in McMinnville, Oregon.[citation needed]
- Planes of Fame Air Museum in Valle-Williams Arizona.[citation needed]
- An ex-Swiss example is displayed at the Quonset Air Museum, North Kingstown, RI, USA, and is owned and flown by the Red Star Aviation Museum.[citation needed]
- Venezuela
- FB.52 (3C35) and T.11 (IE35) at the Aeronautics Museum of Maracay, Venezuela.[113]
Specifications (Vampire FB.6)[edit]
Data from The Illustrated Encyclopedia of Aircraft,[114] The De Havilland Vampire Mk. 5 & 9[115]
General characteristics
- Crew: 1
- Length: 30 ft 9 in (9.37 m)
- Wingspan: 38 ft (11.58 m)
- Height: 8 ft 10 in (2.69 m)
- Wing area: 262 ft² (24.34 m²)
- Empty weight: 7,283 lb (3,304 kg)
- Max. takeoff weight: 12,390 lb [116] (5,620 kg)
- Powerplant: 1 × de Havilland Goblin 3 centrifugal turbojet, 3,350 lbf (14.90 kN)
- Maximum speed: 548 mph (882 km/h)
- Range: 1,220 mi (1,960 km)
- Service ceiling: 42,800 ft (13,045 m)
- Rate of climb: 4,800 ft/min[116] (24.4 m/s)
- Guns: 4 × 20 mm (0.79 in) Hispano Mk.V cannon with 600 rounds total (150 rounds per gun).
- Rockets: 8 × 3-inch "60 lb" rockets
- Bombs: 2 × 500 lb (225 kg) bombs or two drop-tanks
Notable appearances in media[edit]
See also[edit]
- Related development
- Aircraft of comparable role, configuration and era
- Related lists
- ^ On 6 November 1945, a Ryan FR Fireball, designed to utilize its piston engine during takeoff and landing, had a piston engine failure on final approach. The pilot started the jet engine, performing the first jet-powered carrier landing, albeit unintentionally, although the Fireball was not a high performance jet fighter like the Vampire.[18]
- ^ Quote: "The Vampire had been conceived during the war as a high-altitude fighter..."[33]
- ^ Gunston 1981, p. 52.
- ^ Mason 1965, pp. 10, 12.
- ^ Gunston 2006, p. 62.
- ^ a b Buttler 2000, p. 201.
- ^ a b Buttler 2004, p. 201.
- ^ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al am an "De Havilland DH100 Vampire." BAE Systems, Retrieved: 18 May 2017.
- ^ Buttler 2004 p. 203.
- ^ Gunston 1981, p. 49.
- ^ a b c d e f g h i j k l m n o p q Mason 1965, p. 3.
- ^ Gunston 1981, p. 50.
- ^ a b Jackson 1987, p. 484.
- ^ Jackson 1987, pp. 496—501.
- ^ Harvey, Heyworth & Jackson 2006, p. 109.
- ^ Harker 1976, p. 79.
- ^ a b c d Gunston 1991, p. 173.
- ^ Gunston 1992, p. 454.
- ^ Brown 1985, pp. 32–34.
- ^ "First Jet Landing", Naval Aviation News, United States Navy: 6, March 1946
- ^ a b Cooper 2008, pp. 197-204.
- ^ Brown 1976, pp. 126–7.
- ^ a b c d e Mason 1965, p. 7.
- ^ Brown 1976, pp. 132–6.
- ^ Marriott 1985,[page needed]
- ^ Jackson 1987, p. 424.
- ^ "How The Vampires Crossed", Flight, LIV (2065): 105, 22 July 1948
- ^ Dorr 1998, p. 119.
- ^ Wood, William 'Bill' (1997), Only Birds and Fools Fly, UK, retrieved 6 October 2009
- ^ a b c d e f g h Mason 1965, p. 10.
- ^ Smith, Maurice (27 November 1947), "'Flight' Pilots a Jet", Flight, LII (2031): 610
- ^ a b c "Aero Engines 1954", Flight, p. 450, 9 April 1954
- ^ a b c d e f g h i Mason 1965, p. 8.
- ^ Mason 1965, pp. 8, 10.
- ^ Watkins 1996, p. 58.
- ^ Mason 1965, pp. 3, 12.
- ^ Mason 1965, pp. 3-4.
- ^ a b c d Mason 1965, p. 4.
- ^ a b c Mason 1965, p. 5.
- ^ a b c Jackson 1987, p. 499.
- ^ Mason 1965, p. 6.
- ^ Mason 1965, pp. 6-7.
- ^ Jackson 1987, pp. 429-430.
- ^ Mason 1965, pp. 7-8.
- ^ Watkins 2013, p. 1926.
- ^ "RAAF Museum: RAAF Aircraft Series 2 A79 DHA Vampire". airforce.gov.au. Retrieved 28 January 2017.
- ^ Milberry 1984, p. 212.
- ^ Milberry 1984, pp. 212, 215.
- ^ Nicolle & Cattaneo 1997, p. 2.
- ^ Jackson 1987, p. 432.
- ^ Nicolle & Cattaneo 1997, pp. 2–3.
- ^ Nicolle & Cattaneo 1997, p. 3.
- ^ Nicolle & Cattaneo 1997, pp. 3–4.
- ^ Birtles 1986, p. 37.
- ^ Birtles 1986, p. 59.
- ^ Nicolle & Cattaneo 1997, p. 6.
- ^ Nicolle & Cattaneo 1997, pp. 6–8.
- ^ Nicolle & Cattaneo 1997, pp. 8, 10.
- ^ "Attributed Israeli Air Combat Victories". Retrieved 7 July 2016.
- ^ Nicolle & Cattaneo 1997, pp. 10–11.
- ^ "Vampires for France". The Times (51284). London. 20 January 1949. p. 4.
- ^ a b c Jackson 1987, p. 428.
- ^ (Retd), Sqn Ldr Ian S Loughran. "Four Sorties over Goa". Retrieved 7 July 2016.
- ^ Pakistani Air-to-Air Victories, Air Combat Information Group, 2003, retrieved 10 June 2009
- ^ (Retd), Air Marshal Trilochan Singh PVSM AVSM VrC VM. "Tank Busting In The Chamb". Retrieved 7 July 2016.
- ^ "Vampires to be built in Switzerland". The Times (51303). London. 11 February 1949. p. 2.
- ^ Jackson 1987, p. 485.
- ^ "Archived copy". Archived from the original on May 14, 2015. Retrieved May 25, 2015.
- ^ "Archived copy" (PDF). Archived from the original (PDF) on 25 May 2015. Retrieved 25 May 2015.
- ^ Thomas 2005, pp. 30, 32.
- ^ Thomas 2005, pp. 32—5.
- ^ Thomas 2005, pp. 36—7.
- ^ Thomas 2005, pp. 39.
- ^ Brown 1976, p. 130.
- ^ Brodie, Ian (27 February 2006). "de Havilland FB5 Vampire". Archived from the original on 14 October 2008. Retrieved 23 October 2008.
- ^ "Norwegian Airforce Historical Squadron". Historicalsquadron.no. 2015-09-10. Retrieved 2016-07-07.
- ^ "Warbird Alley: deHavilland Vampire". Retrieved 7 July 2016.
- ^ "Team Vampire Sweden". Archived from the original on 25 December 2008. Retrieved 6 March 2009.
- ^ "de Havilland Vampire G-HELV". classicairforce.com. Archived from the original on 2015-04-02.
- ^ "Vampire Preservation Group - Home Page". Vampirepreservation.org.uk. Retrieved 2016-07-07.
- ^ "de Havilland Vampire F Mk 30 A79-375". RAAF Museum Point Cook. Retrieved 5 February 2017.
- ^ "Fleet Air Arm Museum". Royal Australian Navy. Retrieved 5 February 2017.
- ^ "Townsville Royal Australian Air Force Museum - Townsville QLD - Australia". www.aviationmuseum.eu. Retrieved 9 November 2016.
- ^ "de Havilland DH 100 Vampire F Mk. III". Archived from the original on 16 December 2012. Retrieved 21 May 2014.
- ^ "De Havilland Australia Vampire T.35 (1964)". albertaaviationmuseum.com.
- ^ "De Havilland D.H.100 Vampire 3 - Canada Aviation and Space Museum". techno-science.ca.
- ^ "de Havilland DH.100 Vampire FB.6". Canadian Warplane Heritage Museum.
- ^ "de Havilland Vampire". canadianflight.org.
- ^ "DH-100 Vampire". comoxairforcemuseum.ca.
- ^ "Suomen ilmailumuseo - Aircraft". Retrieved 25 January 2013.
- ^ "Archived copy". Archived from the original on 7 August 2012. Retrieved 17 February 2013.
- ^ "Volandia: Parco e museo del volo". Retrieved 16 November 2015.
- ^ "Italian Air Force Museum". Archived from the original on 24 February 2014. Retrieved 2014-05-22.
- ^ JASDF - Where Are They Now? J-HangarSpace Retrieved 26 September 2016.
- ^ "Lebanon Air Force Museum - Rayak AFB - Lebanon". Aviationmuseum.eu. 1 January 2010. Retrieved 7 July 2016.
- ^ "MOTAT Aircraft Collection: De Havilland DH100 Vampire". Retrieved 22 June 2014.
- ^ "Ohakea gate guardian returns". Stuff.
- ^ "Air Force Museaum of New Zealand: De Havilland D.H.100 Vampire F.B. Mk.5". Archived from the original on 2014-03-06. Retrieved 2014-06-22.
- ^ John Austin-Williams (ed.). "de Havilland DH.100 Vampire c/n EP42917 SAAF 208". The de Havilland Aircraft Association of South Africa.
- ^ John Austin-Williams (ed.). "de Havilland DH.100 Vampire c/n V0581 SAAF 229". The de Havilland Aircraft Association of South Africa.
- ^ John Austin-Williams (ed.). "de Havilland DH.115 Vampire c/n 15498 ZU-DFH / SAAF 277". The de Havilland Aircraft Association of South Africa.
- ^ a b c "Midland Air Museum - Explore our Exhibits - Aircraft Listing". midlandairmuseum.co.uk.
- ^ "Aircraft List". Newark Air Museum. Retrieved 12 June 2015.
- ^ "De Havilland Vampire DH115 T11". Yorkshire Air Museum. Retrieved 12 June 2015.
- ^ "de Havilland Vampire T11". tangmere-museum.org.uk. 13 May 2015.
- ^ "Aircraft – de Havilland Aircraft Museum". dehavillandmuseum.co.uk. 16 September 2014.
- ^ "Wellesbourne Wartime Museum". Aeroflight. Retrieved 12 June 2015.
- ^ "Our Aircraft". Norfolk and Suffolk Aviation Museum. Retrieved 12 June 2015.
- ^ "Solway Aviation Museum aircraft list". Retrieved 2014-09-18.
- ^ "DH Vampire T.11 - WZ518". Retrieved 7 July 2016.
- ^ Hazard, Ruth (15 March 2012). "Team at IWM Duxford unveil restored RAF de Havilland Vampire WZ590 training jet". Retrieved 9 March 2016.
- ^ Watkins, D. (2014). "The History of the De Havilland Vampire". Retrieved 12 June 2016.
- ^ "Displays". Archived from the original on 21 April 2014. Retrieved April 20, 2014.
- ^ Super User. "Vampire". pimaair.org.
- ^ "Museo Aeronáutico de Maracay". Flickr.
- ^ Illustrated Encyclopedia of Aircraft 1985, p. 1380.
- ^ Mason 1965, p. 12.
- ^ a b Jackson 1987, p. 431.
- Bain, Gordon (1992). De Havilland: A Pictorial Tribute. London: AirLife. ISBN 978-1-85648-243-1.
- Birtles, Philip (1986). De Havilland Vampire, Venom and Sea Vixen. London: Ian Allen. ISBN 978-0-7110-1566-1.
- Buttler, Tony (2000). British Secret Projects: Jet Fighters Since 1950. Leicester, UK: Midland. ISBN 978-1-85780-095-1..
- Buttler, Tony (2004). British Secret Projects: Fighters & Bombers 1935–1950. Hinckley, UK: Midland. ISBN 978-1-85780-179-8.
- Cooper, Geoffrey G. J. (2008). Farnborough and the Fleet Air Arm. Ian Allen. ISBN 978-1-85780-306-8.
- Gunston, Bill (1981). Fighters of the Fifties. Cambridge, UK: Patrick Stephens. ISBN 978-0-85059-463-8.
- Gunston, Bill (1991). Plane Speaking. Cambridge: Patrick Stephens. ISBN 978-1-85260-166-9.
- Gunston, Bill (1992). Vampire Fighters Lead Victory Day Fly-by. The Chronicle of Aviation. et al. Liberty, MO: JL. ISBN 978-1-872031-30-9.
- Gunston, Bill (2006). World Encyclopedia of Aero Engines: From the Pioneers to the Present Day. London: Sutton. ISBN 978-0-7509-4479-3.
- Harrison, W. A. (2000). De Havilland Vampire. Warpaint. Buckinghamshire, UK: Hall Park Books. OCLC 65202533.
- Harker, R.W. (1976). Rolls-Royce From the Wings: Military Aviation, 1925–71. Oxford: Oxford Illustrated Press. ISBN 978-0-902280-38-0.
- Jackson, R. (2006). Men Of Power, The Lives Of Rolls-Royce Chief Test Pilots. Barnsley: Pen and Sword. ISBN 978-1-84415-427-2.
- Illustrated Encyclopedia of Aircraft. Part Work 1982–1985. London: Orbis. 1985. OCLC 774502902.
- Jackson, A. J. (1987). De Havilland Aircraft since 1909 (3rd ed.). London: Putnam. ISBN 978-0-85177-802-0.
- Mason, Francis K. (1965). The De Havilland Vampire Mk. 5 & 9. Aircraft in Profile. Leatherhead, UK: Profile Publications. OCLC 45318860.
- Marriott, Leo (1985). Royal Navy Aircraft Carriers 1945–1990. London: Ian Allen. ISBN 978-0-7110-1561-6.
- Milberry, Lawrence "Larry" (1984). Sixty Years: The RCAF and Air Command 1924–1984. Toronto: Canav Books. ISBN 978-0-07-549484-3.
- Watkins, David (1996). de Havilland Vampire: The Complete History. Thrupp UK: Budding Books. ISBN 978-1-84015-023-0.
- Watkins, David (2013). The History of the de Havilland Vampire. Stroud, UK: Fonthill Media. ISBN 978-1-78155-266-7.
- Brown, Eric (1976). "Vampire on a Trampoline". Air Enthusiast Quarterly. Bromley, UK: Fine Scroll (2): 126–136. ISSN 0143-5450.
- Brown, Eric (January 1985). "Dawn of the Carrier Jet". Air International. 28 (1): 31–37. ISSN 0306-5634.
- Dorr, Robert F. (1998). "Lockheed P-80 Shooting Star, Variant Briefing". Wings of Fame: The Journal of Classic Combat Aircraft. London: AIRTime. 11. ISBN 978-1-86184-017-2.
- Nicolle, David; Cattaneo, Gianni (May–June 1997). "'A Delight to Fly': DH Vampires in Egyptian Service". Air Enthusiast. Stamford, UK: Key Publishing (69): 2–11. ISSN 0143-5450.|
- Thomas, Andrew (September–October 2005). "'Booms' Over the 'Bush': De Havilland Vampires in Rhodesian Service". Air Enthusiast. Stamford, UK: Key Publishing (119): 30–39. ISSN 0143-5450.
External links[edit]
|Wikimedia Commons has media related to De Havilland Vampire.
|Vampire engine start at AFB Swartkop
|In cockpit flight view of South African Air Force Museum Vampire T 55 flown by Col. Rama Iyer
- Vampire Preservation Group's website
- Autobiography of Bill Wood, who was part of the team that crossed the Atlantic by jet for the first time.
- Temora Aviation Museum at Temora, New South Wales, Australia
- Çengelhan Rahmi M. Koç Museum, Ankara, Turkey. An ex-Swiss Air Force FB.6, repainted in RAF colours
- Restored RNoAF Vampire FB.52 flying
- "The de Havilland Vampire I (D.H.100)" a 1945 Flight article
- de Havilland Vampire a 1946 Flight advertisement for the Vampire
- 'Flight' Pilots a Jet - a 1947 Flight article on a first flight in a jet powered aircraft


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Drawing from 20 years of experience serving more than 4,500 companies, the Asure People Success Platform is a suitable option for small to midsize businesses, as well as enterprise corporations.
Asure People Success includes modules that span the entire employee lifecycle. From recruiting and onboarding to payroll and performance management, Asure helps companies more effectively manage their talent from hire to retire. Asure also owns and maintains its own codebase, so the software is easily customizable to fit any company's specifications.
Flynnm from FG Professional Staffing Group
Specialty: Staffing Agency
Employees number: 11-50 employees
November 2016
November 2016
The Asure People Success Platform HR Software is so easy to use, and it has a lot of features & functionality to fit our needs.
1. Ease of Use.
2. Features.
3. Functionality.
1. Cost.
2. Limited support.
Download and try it out to see for yourself.
Keng-Wei from HIE Holdings, Inc.
Specialty: Manufacturing
Employees number: 51-200 employees
October 2016
October 2016
Was a little tough in the beginning, migrating from different platform was a challenge. But once everything is setup, using was simple and easy.
It's very easy to understand and use friendly.
1. Cost...the price is on the high range.
2. Implementation was a little challenge.
Do the DEMO and trial first.

subset: commoncrawl


text:
New level? No problem
Chris Carter, 1B/LF, Athletics (Triple-A Sacramento)
Monday's stats: 3-for-5, 3 HR (3), 7 RBIs
Carter hadn't gone deep for six games since moving up to Triple-A, but he more than made up for it Monday, as he crossed the 300 total-bases mark for the second straight season. He's arguably the most dangerous slugger in the minor leagues right now, and a dark horse candidate for 2010 Rookie of the Year honors.
More good news for Royals fans
Mike Montgomery, LHP, Royals (High-A Wilmington)
Monday's stats: 6 2/3 IP, 1 H, 0 R, 0 BB, 12 K
It seems like almost every night some young Royals arm is having a good night, and on Monday it was Montgomery's turn in a big way, as Montgomery retired 20 of the 22 batters he faced, 12 via the whiff. He's a scout's dream at 6-foot-5 with lots of athleticism, a fastball that gets up to 94 mph, and a quality breaking ball. With his performance of late, Montgomery could be on the fast track and begin next year at Double-A as a 20-year-old.
For news on Kirk Nieuwenhuis, Cleveland Santeliz, Kyle Lobstein, Dillon Baird plus daily stats updates on the top prospects, you must be logged in to ESPN Insider.
Not really a sleeper anymore
Kirk Nieuwenhuis, OF, Mets (Double-A Binghamton)
Monday's stats: 3-for-5, 3B, 2 K
One of the hottest bats in the Florida State League during the month of August, batting .345/.406/.647 (average/on-base/slugging), Nieuwenhuis took step one in proving that it wasn't a fluke, with three hits in his Eastern League debut. All of the tools are certainly there, and to give him a sleeper tag is an insult ... this one is legit.
Mastering his domain
Cleveland Santeliz, RHP, White Sox (Double-A Birmingham)
Monday's stats: 1 IP, 0 H, 0 R, 0 BB, 1 K
Santeliz's 0.85 ERA in 36 games for the Barons certainly catches your eye, as does a fastball that gets into the mid-90s. The only problem is he rarely throws it for strikes: He issued 27 walks over 35 innings in the first half of the season. Since then, things are starting to click, as the 23-year-old Venezuelan has issued just four walks during the month of August while moving into the closer role and going 8-for-9 in save opportunities. The stuff has certainly always been there, and if he can stay in the strike zone, it could be his ticket to the big leagues as early as next year.
Making up for lost time
Kyle Lobstein, RHP, Rays (Short-season Hudson Valley)
Monday's stats: 6 IP, 3 H, 2 R, 2 BB, 9 K
A second-round pick last year, Lobstein signed for a $1.5 million bonus at the deadline, but because he signed so late, he was unable to make his pro debut until this year. With outstanding mechanics and plus command of three solid offerings, Lobstein has been adding himself to the long list of impressive Rays pitching prospects of late, striking out 27 over just 18 innings in his past three outings.
Sleeper Alert!
Dillon Baird, 1B, Angels (Short-season Orem)
Monday's stats: 4-for-6, HR (5), R, 2 RBI
If you like numbers, than Baird is your guy. He put up a 1.220 OPS at the University of Arizona this year, but a lack of tools dropped him to the 11th round in June. The Pioneer League is a wonderful place to put up some big numbers, but so far Baird is certainly keeping up his end of the bargain, batting .386/.456/.571 in his first 50 pro games.


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Today, I was having sex with my girlfriend. Mid-thrust she says "I love you, Jeremy." Then in rapid succession, she fires off 2 other names. None of the names were mine. FML
BeginnerYou have looked through 5 pages of the website. That's a start.
Up and coming moderatorIt's nice of you to help us sort out the submissions, using FML's moderate feature.
I moderated this!In "Moderate the FMLs", you voted Yes on a story that was subsequently published. Well done!
MobilityYou are connected to FML via the mobile site or an app. How modern.
The rules are the rulesReading the comment rules is a really good idea. This badge is sponsored by Alan, our moderator.
Work is a 4-letter wordVoting on an FML in the "Work" category on a Monday morning between 8 and 9 a.m. How ironic.
Checking you outYou checked out the profile page belonging to one of the last people to have a look at your profile.
Keen reader – Level: student ninjaYou have voted for 15% of the entire collection of FMLs to date.
Keen reader – Level: master ninjaYou have voted for 50% of the entire collection of FMLs to date.
Who's the fairest of them all?This is now the third time you've changed your profile pic.
I agree, my mouse works.200 "I agree" votes is a good start.
It's in the can!Hey, you uploaded your photo, and you're cute as a kitten!
100 kick-ass comments100 of your comments are neither buried or moderated. Popular is your middle name!
The MixerYou like to live life randomly, and we salute you.
50 quality commentsClicking to reply to a comment is a worthy thing to do. To do so without getting buried afterwards is even worthier.
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JudgmentalYou have voted "You deserved it" over 100 times.
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A new thumbYou've used your thumb on 1000 comments.90%
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One more and it's business timeYou've received 68 Hugs on your profile. Kinky.4%
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Today, I was sitting on the chair-lift on a ski trip. There was a shift in gears and the metal in the seat began to vibrate. My dad, sister, and step-mom were all on the lift with me, not feeling a thing. It's terribly awkward to converse with your family while you involuntarily orgasm. FML
Today, I walked into my room, only to find my 15-year-old brother violating my old teddy bear. FML
Today, I was sitting in the park with my new dog; I got her from the pound last week. We were enjoying the sun when I noticed that every time a black person walked past, she'd bark like crazy. Great, my dog is a racist. FML
Today, I was pulled over. The cop stated that he "couldn't see" me because I had "blended in with the dark car background", and that it looked like no one was driving. I was literally pulled over for being black. FML


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You are suspecting that you righteous might be hypersensitivity reaction to your cat but at hand is no way that Fluffy is going to be tender out of your dwelling. What to do? Dealing next to a cat allergy can be skilled next to a miniature industriousness.
Finding out you are allergic to your cat can be intuition founder. There are a potpourri of symptoms that can transpire specified as sneezing, restless wet eyes, fluid nose, fistula infection, headache, and a adult of else soft to medium symptoms that if you are certain enough you can imagined brainwave a number of assuagement from and increasingly sustenance Fluffy. But there are likewise situations that are exacting and even natural life threatening which vehicle you will have to brainstorm your cat a new married. Lets accept your cat hypersensitivity reaction is one you can have your home near. So what to do?
Let's first have a look at whatever of the some other symptoms that can be associated to a cat allergic reaction. The schedule is time-consuming - besides the symptoms once mentions other than symptoms consider eye infections, redness, swelling, itching, send out rhinal drip, hives, rashes, itchy skin, blocked or poping ears, hoarseness, and expiration. There may besides be conciseness of breath, wheezing, reoccurring bronchitis which increases during tasks specified as grooming or cleaning the animal group box.
They may too burgeon once vacuuming or dusting which stirs up the scale. And frequently unnoted is that the allergic reaction is in actual fact not with the cat but next to the perfumes in use in cat products such as as the animal group. The cat hypersensitivity reaction is caused buy allergens usually the secretion create by your cat. So it's not the effective cat curls that causes the allergy but to some extent a supermolecule that is in the exfoliation and the diminutive particles are easy rapt in the region of.
So how do you concord next to a cat allergy? There are respective property you can try. HEPA filters are a excellent pop to enter a new phase. HEPA filters settled in all legroom of your burrow as healthy as a vacuity beside a HEPA filter will for sure sustain trim down the allergens.
Having your cat altered or unsexed can lend a hand your cat hypersensitivity reaction because it reduces the sebum level that is create. Replace carpets with carpet can form a big inconsistency because carpet traps not solitary cat exfoliation but particulate matter mites, and a host of other than allergy causing holding.
Bathe your cat customarily and covering your pillows and pad beside stiffly casings that can assistance. We put in fractional of our life span unerect so it makes undergo to too livelihood the cat out of the chamber. And of education you can too have the hypersensitivity reaction shots that are planned to modify you.
But wait! There are both intuitive remedies for handling beside a cat allergy and several are impressively rough-and-ready. Seek out the minister to of a therapist or do more than a few research online. You can insight individual products that possibly will be gainful.
First of all it is a well renowned reality that allergies as well as your cat hypersensitivity reaction are a upshot of an immune association that is misfiring, so location your condition grouping and doing organic belongings to sustain carry your natural object into harmonize can as well be unbelievably encouraging.
Don't fail to acknowledge the sincere fixes once you are treatment next to a cat hypersensitivity reaction. Do it apt and Fluffy will devote the lie down of her days near you in a time of luxury!


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Question about Samsung SGH-D500 Cellular Phone
I lost my PUK code of my sim card can i have a code to unlock it
Posted by mich03 on
i need a puk code for 6555 nokia at&T
i do not know what has happend but on my phone it said Enter PUK but what the hell is a puk.
my phone is a sony ericson, walkman.
i need to open my cell C number puk code
sim puk code
Recover puk sim
I lost my sim card and my home screen unlock code for my pantech p 9090
There isnt a specific puk code for a certain phone, it is personal to the sim card, it comes on the card which you get the sim card in, it is an 8 digit number.
if you cant find this then call your network provider customer care.
hope this helps
Posted on May 07, 2009
SOURCE: I have freestanding Series 8 dishwasher. Lately during the filling cycle water hammer is occurring. How can this be resolved
a 6ya expert can help you resolve that issue over the phone in a minute or two.
best thing about this new service is that you are never placed on hold and get to talk to real repairmen in the US.
the service is completely free and covers almost anything you can think of (from cars to computers, handyman, and even drones).
click here to download the app (for users in the US for now) and get all the help you need.
Posted on Jan 02, 2017
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text:
Birmingham canals boost after towpath improvements
Data shows an average 37 per cent increase in the number of people using towpaths for leisure purposes and commuting
Canals in Birmingham are now more popular than ever thanks to a £14 million project to improve 54km of towpath in and around the city centre.
The Canal & River Trust, working in partnership with Birmingham City Council, has been busy over the last two years carrying out major improvements to towpaths along the Birmingham Main Line, Birmingham & Fazeley, Grand Union, Worcester & Birmingham, Tame Valley and the North Stratford canals, in order to improve routes for walkers, cyclists and boaters on some of the nation's most historic waterways.
Data collected from a series of counters located along the towpath show that on average there has been a 37 per cent increase in the number of people using canal towpaths for commuting and for general leisure activities. On the Worcester & Birmingham Canal at Selly Oak the increase has been as much as 52 per cent. The data also shows that the canals are being used more throughout the day outside of the normal peak commuting times and that they are being used more during the winter months.
John Harris, from the Canal & River Trust, said: "It's fantastic news that the towpaths are being used more by local people and boaters, sharing the space for cycling, walking and jogging, as it makes all this improvement work worthwhile. In the long term, this can only be a good thing for the health and well-being of the people who live and work in Birmingham."
The council, through its Birmingham Cycle Revolution initiative, and the Canal & River Trust are now encouraging even more people to get out and explore their local canal and have published a series of downloadable maps, highlighting places within easy reach of the towpath.
Councillor Stewart Stacey, Birmingham City Council Cabinet member for Transport and Roads, said: "The canal network is a great space where people can enjoy cycling in a safe environment – whether they are cycling as a leisure activity or commuting to and from work.
"But, it's not just about improving the health and wellbeing of individuals, cycling is good for everyone in Birmingham because it helps us to tackle important challenges such as congestion on our roads and the quality of the air that we all breathe."
The towpath improvement works have been funded by the Department for Transport's City Cycle Ambition Grant scheme awarded to Birmingham City Council and the Greater Birmingham and Solihull Local Enterprise Partnership to get more people cycling in the city by improving infrastructure, providing free bikes and running free cycling activities.
For more information on the work of the Canal & River Trust and how you can 'Share the Space' whilst out on the towpath visit www.canalrivertrust.org.uk. For more about Birmingham Cycle Revolution and to download the canal maps visit www.birmingham.gov.uk/bcr.
For further media requests please contact: Sarah Rudy, National Press Officer on 01908 302 584 / 07788 691 219 or email email@example.com
Notes to editors:
To watch a video featuring feedback from towpath uses about the improvements visit http://goo.gl/E37EkO
|Count per year
|2013 (before improvement)
|2015 (after improvement)
|% change from 2013 – 2015
|Worcester & Birmingham Canal
|Birmingham & Fazeley Canal
|St Vincent Street, Main Line Canal
|Ladywood Middleway, Main Line Canal
Better Towpaths for Everyone is a national policy for sharing towpaths.
Our towpath code is a common sense guide to sharing the towpath and what to expect of others.
- Share the space – towpaths are popular places to be enjoyed by everyone. Please be mindful of others, keep dogs under control, and clean up after them.
- Drop your pace – pedestrians have priority on our towpaths so be ready to slow down; if you're in a hurry, consider using an alternative route for your journey.
- It's a special place – our waterways are a living heritage with boats, working locks and low bridges so please give way to waterway users and be extra careful where visibility is limited.
The Canal & River Trust is the guardian of 2,000 miles of historic waterways across England and Wales, caring for the nation's third largest collection of listed structures, as well as museums, archives, and hundreds of important wildlife sites.
We believe that living waterways transform places and enrich lives and our role is to make sure there is always a place on your doorstep where you can escape the pressures of everyday life, stretch your legs and simply feel closer to nature.
www.canalrivertrust.org.uk @CanalRiverTrust @crtcomms
Birmingham Cycle Revolution (BCR) is a Birmingham City Council initiative. The objective of BCR is to make cycling an everyday way to travel in Birmingham over the next 20 years. We want 5 per cent of all trips in the city to be made by bike by 2023 and to double this again to 10 per cent by 2033. This will help to make our city healthier, greener, safer and less congested.
For more information on BCR, progress updates or how you can get involved please contact the Birmingham Cycle Revolution team by email at firstname.lastname@example.com, tweet us @BCRbirmingham or like Birmingham Cycle Revolution on Facebook.


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Several civil- and immigrant-rights organizations sued Arizona Gov. Jan Brewer on Thursday, challenging an executive order that denies driver's licenses to some young people who recently received immigration relief and work permits under a new Obama administration program.
"This lawsuit is important because it's basically about the rights of young people to go about their daily lives and ability to be able to support their families," said Shiu-Ming Cheer, co-author of the lawsuit and immigration attorney with the National Immigration Law Center.
Brewer's office did not respond to a request for comment.
The lawsuit argues that the Republican governor's state policy is unconstitutional
©2012 Los Angeles Times
Visit the Los Angeles Times at www.latimes.com
Distributed by MCT Information Services
Topics: t000002488,t000002458,t000190288,g000065566,g000362661,g000066164 and challenges it on two legal fronts.
First, the lawsuit argues that only the federal government has the authority to determine who is in the country illegally.
Second, the complaint alleges that the state mandate violates the equal protection clause of the 14th Amendment to the Constitution because it specifically denies driver's licenses to this particular group of work permit recipients, while others with work permits are eligible for the benefit.
Brewer issued the executive order in August in response to Obama's Deferred Action for Childhood Arrivals program, which protects some young people who are in the country illegally from deportation. It also authorizes them to live and work in the United States for two years.
In other states, deferred deportation has allowed thousands of young people to apply for driver's licenses.
Brewer's order states that Obama's executive order does not grant the youths "any lawful or authorized status and does not entitle them to any additional public benefit."
The governor's order was a blow to Alejandra Lopez, who applied for the program soon after it took effect and went to the driver's licensing office a day after she received her work permit this fall. She was turned away.
Her lack of a driver's license has become a major obstacle. Recently, she couldn't make it to a work interview in Tempe because she couldn't drive. If her 2-year-old son falls ill and needs to be driven to the doctor, she has to call her husband at work. She had hoped to move out of her mother's home and rent an apartment, but the manager there wouldn't show her a unit because she did not have an Arizona identification document.
Lopez, 19, has become increasingly dependent on her husband, who is a U.S. citizen. She tries to take the bus, but they're scarce in her neighborhood of Peoria, so she often walks.
"Honestly, I believe that I'm like everyone else. It's just tearing me apart ... I just want an equal chance like everybody else," Lopez said.
Lopez is one of five plaintiffs in the lawsuit a
The American Civil Liberties Union, Mexican American Legal Defense and Educational Fund and National Immigration Law Center filed the la


text:
Our reservations team is at your disposal to best meet your request.
If you have any special dietary requirements please let us know and we will always try to accommodate.
Feel free to contact us on 01271 323311, email@example.com or by filling out the online form below. We endeavour to get back to you as soon as we can.


text:
It's hard keeping up with all of the social media info that's out there. If you're a small business owner trying to get a handle on social media, here are some resources to help you make sense of it all.
- Nine Social Media Pointers: These are all good tips, with hints for each tip. While I agree with all the points, #5 is worth remembering, especially as you get started: "Success takes time and consistent effort."
- iContact recently released survey results about small business owners love/hate relationship with social media. Facebook and LinkedIn received the most likes, but a quarter of small business owners hate social media.
- Using social media for business involves more than sending out tweets or posting your updates to Facebook. Should you friend your employees on Facebook? Can an employee take your followers to a competitor? This HR Survival Guide gives you a few things to think about. You can then use these tips for developing your own social media policy.It's hard keeping up with all of the social media info that's out there. If you're a small business owner trying to get a handle on social media, h
- Can Home Depot actually teach you anything about social media? Yes, they can. They have five social media lessons for business – and all are worth learning.
- Of course, you'll also want to learn from the mistakes of others. Social media has now been around long enough that you can avoid making these 10 mistakes and 5 mistakes.
- Is it worthwhile to make time for social media even when you have a business to run? One lawyer thinks so – and he tells his story about how he's using social media to gain new clients.
- Finally, this last link is the one that I think is most important for small business owners using social media: be selective about your networks and don't try to do it all!
7 Steps to Online Marketing Success
Get this free resource today to help you get the best results from your online marketing efforts.


text:
Appleby backing director awards
in Business
Leading offshore law firm Appleby has announced it will sponsor the Director of the Year Awards again.
The awards, which were established last year and are organised by the Institute of Directors (IoD), were developed to highlight outstanding corporate leadership and draw attention to the contribution of significant figures who promote society and economic prosperity in the Isle of Man.
Appleby, which employs more than 70 people in the island including lawyers and other professional specialists, sponsored the inaugural awards.
Nominations are open to IoD members and non-members from the public, private and third sectors and the results will be announced at an awards ceremony taking place at The Sefton Hotel, Douglas, on 19 May.
The winner will be eligible to enter the National IoD Awards against competition from around the British Isles.
Faye Moffett, managing partner at Appleby's Isle of Man office, said: 'Local business leaders make important contributions to Manx society every day and these awards are an important way of recognising their hard work and dedication.
'We are delighted to sponsor the awards again and continue our excellent relationship with the IoD. We believe it is crucial to celebrate, support and nurture talent in the Island business community.'
IoD Isle of Man chairman Clive Parrish said: 'It is great to see these awards going into their second year, once again highlighting the immense expertise and dedication of local directors. We're delighted to again be working with Appleby and would like to thank the firm for its ongoing support.'
Nomination forms are available from Claire Veale at the IoD by contacting email@example.com


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Wednesday's Cat: "Vibes Cat"The Animal Rescue Site
Vibraphonist Tim Collins has an unlikely composing companion! Check out Wednesday's Cat of the Day as he takes advantage of his owner's good vibrations.
Proper ARS animalrescuesite_belowcontent
The Animal Rescue Site is a place where people can help provide food and care to millions of animals in need, both in the U.S. and around the world. In addition to sharing personal rescue stories, shopping for the cause, and signing petitions, visitors can take just a moment each day to click on a purple button to help animals. Visit The Animal Rescue Site and click today - it's free!


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Things that make
guests customers look, sound, and be treated as… wait for it – stupid.
1. "Give me a Ketel and Vodka – on the rocks" Translation: I'm 27. I work at Staples Copy Center. I live in my parent's basement, have recently graduated from The Chubb Institute of Technology, and would not be where I am today without municipal assistance and a refillable prescription of Clonazepam. PSA: think before you speak and before you order.
2. "Martini… but, make it strong" – Yup. Really. Two patrons in recent months have uttered this exact phrase. You can read about the exchanges here and here.


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The Littleton Family YMCA has a lap pool that provides programing for all ages. From swim lessons to aquatics based fitness classes everyone can dive into better health at the Y.
Swim Lesson
The YMCA has been teaching people to swim for over 100 years. Today, we offer swim lessons from 6-month old thru adults, group and private lesson options available.
Swim Team
The Littleton Y's swim team, Leopard Sharks, is for kids ages 6 and up.
Adult Stroke Development
This program is designed for adults 18+ who would like to learn how to swim. Join fellow adults and learn the fundamentals of stroke development.
Gym n Swim
Have a blast spending half of the session with gym time fun and the other half learning how to swim! Monday and Tuesday morning options available.
Private Swim Lessons
The Littleton Y now offers 5 lesson punch cards. The offer gives you half off your 5th lesson! Join us today and learn to swim! 5 lessons: Members $130 / Non Members $216


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Sol Vacation Packages
For a real insiders view of Madrid, spread your wings and discover nearby neighborhoods like Chueca, Gran Via, and Madrid.
Coming from here, it's just less than 1 mile (1.6 kilometers) to one of the city's most photographed sights, Prado Museum.
To gain a deeper understanding of Madrid, head to one of its many cultural destinations. Spend a quiet afternoon admiring the exhibits at Crystal Palace, the Museum of Natural Sciences and the Reina Sofia Museum. Book in for a lively show at the Royal Theatre, the Teatro de la Zarzuela and Joy Madrid. There are some excellent galleries to enjoy nearby including the Museo Municipal de Arte Contemporaneo, Annta Gallery and the Antonio Machon Gallery.
If the sun is shining, follow the locals and appreciate the local natural destinations. Enjoy some of the pleasant urban spaces such as the El Retiro Park and the Royal Botanical Garden.
Some of Madrid's best-loved attractions are in the Sol area, such as the Puerta del Sol, Plaza Mayor and the Plaza de Espana. If you're a history buff, Madrid's past comes vividly back to life at the Gate of Toledo. Those with a passion for religious history will love the San Isidro Church.
To play golf in a new setting, tee off at the Green Canal Golf.
Hunt down a bargain, stock up on groceries or just enjoy the atmosphere at nearby shopping hotspots such as El Rastro, the Mercado de San Miguel and the San Anton Market.
Finding somewhere suitable to stay within Sol couldn't be easier. For a good night's sleep it's hard to go past the Hotel Atlantico Madrid, the Regina, and the Hotel Liabeny.


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Pets hold a true place in ones heart. They are the wagging tails that greet you after a long day and the purring paws that stay with you all night. An Ash Holder is a celebration of the bonds that strengthen us. It symbolizes the power of life which draws friends and family closer. Pendant is a vessel that can hold a precious memento. Necklace comes with a gift box and card with prayer and verse from scripture. "Inspirational Blessings" jewelry; carrying messages of peace and comfort. Memorial Jewelry.
Home All Necklaces Inspirational Blessings 14K Yellow Gold Plated Sterling Silver Pet Heart Ash Holder Necklace


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Funniest Athletes of all TimeBman23
The Contenders: Page 2
21 Eli Manning Elisha Nelson "Eli" Manning, is an American football quarterback for the New York Giants of the National Football League.
22 Yogi Berra
Yogi is the funniest... He's so underrated on this list. "I would like to thank all the people here who made this day necessary"
23 Rickey Henderson
#1 Rickey
#1 Rickey
#2 Michael Strahan
24 Peja Stojakovic
25 Javale McGee
26 Shawn Johnson
27 Dwight Howard Dwight David Howard is an American professional basketball player for the Houston Rockets of the National Basketball Association.
I don't really understand exactly why he is in last place. He was pretty damn funny at the slam dunk contestV 1 Comment
28 Alex Ovechkin
This guy is actually funny unlike the other people on this list who try to be.
29 Stephen Curry
30 Venus Williams
31 Ricky Hatton
Such a down to earth, funny guy! -
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List StatsUpdated 20 Jul 2017
400 votes
46 listings
7 years, 362 days old
46 listings
7 years, 362 days old
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63' Ferretti Altura 590 Motor Yacht 2006 Yacht for Sale
Yacht Broker Name:
Juan Morillo
Broker Phone Number:
Ferretti Altura 590 Information:
- 63 Ferretti 2006 Altura 590
- Vessel Name: Larissa
- Vessel Length: 63 feet
- Vessel Builder: Ferretti
- Vessel Model: Altura 590
- Vessel Year: 2006
- Vessel Type: Motor Yacht
- Vessel Price: $ Contact for Price
- Vessel Location: Palermo, Italy
- For additional details please scroll down
Get More Info:
63 Ferretti Altura 590 2006 Details:
Ferretti Altura 690 is a 2006 yacht. It features a spacious outdoor deck and living areas. Inside: living room with teak flooring, leather sofa, dining table, fully equipped kitchen, 3 cabins (2 double bedroom and 1 twin) with en suite bathroom, 1 crew cabin with two beds. The boat is super-equipped: air conditioning, water maker, bow and stern thruster, searchlight, GPS, washing machine, dishwasher, autopilot, radar, VHF, electric winches, stabilizers, tender lift.
Other interesting yachts for sale


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Treatment Options for those Struggling with Alcoholism
Alcoholism is a serious disease affecting 6.8 percent of Americans. Alcohol addiction occurs when the body becomes chemically dependent upon the substance, and a person may also have an emotional dependence as well.
Alcoholism is a complex disorder that is treatable, but has no known cure. An alcoholic has to learn to abstain from the addicting substance. An addiction typically develops due to a combination of psychological, emotional, social, genetic, and biological factors.
For many people, both the emotional or psychological and biological underlying factors must be addressed in order to fully recover from the addiction. There are a variety of treatment options available for those struggling with alcoholism, some of which are used concurrently for some people.
Alcoholism is not a disease that can be cured by taking medication. However, there is some medication approved for use in treating alcoholism.
Most people take medication to ease the symptoms of withdrawal during the detox phase of treatment, especially any tremors, seizures, or delirium tremens. Some people are given disulfiram (Antabuse), which produces an adverse physical reaction when alcohol is consumed.
Another medication used is Naltrexone, which blocks the euphoria caused by alcohol, which can reduce the compulsion to drink. Another drug, acamprosate, helps to combat the cravings. Some people in the recovery community do not support the use of drugs to help treat alcoholism.
Psychological Counseling
An important element of treatment for alcoholism is going to therapy. Many people begin to drink to numb emotional distress, either due to trauma or stress.
They may also have a psychological condition, such as depression or anxiety, which they choose to self-medicate by using alcohol. Unless these underlying or co-occurring conditions are addressed, then it will be difficult to treat the alcoholism.
There are many different types of psychological counseling, but the one most often used for treating alcoholism is cognitive behavioral therapy. Psychological counseling can be done through outpatient therapy sessions, but many people find intensive treatment more successful.
Rehab Facilities
The best type of treatment for alcoholism is dedicated treatment facilities that offer an intensive and comprehensive treatment. Many facilities offer inpatient and outpatient options, as well as detox.
The treatment programs will include a variety of services, including individual and group psychotherapy and education about coping mechanisms, stress reduction techniques, overcoming cravings, and more. Additionally, they often include complementary alternative therapeutic activities such as yoga, meditation and exercise.
Many facilities offer a person a continuum of care that begins with inpatient detox and intensive treatment solutions followed by outpatient and aftercare services.
Support Groups
Support groups such as Alcoholics Anonymous and SMART Recovery offer those struggling with alcoholism another treatment option. Although support groups are beneficial, especially during early recovery, they do not provide the psychological support that counseling and rehab facilities offer.
They provide a support network of people who understand what the person is going through and can offer advice and a caring ear, which many find beneficial. Many people find support groups helpful after they have completed a stay in a rehab facility.
Combination of Treatment
Although each of these treatment options can be used individually, many people find that they use more than one in their treatment program. Medications might be used initially to help a person detox from alcohol and reduce cravings.
An intensive treatment program in a dedicated facility will include psychotherapy and support groups, followed by aftercare and a continuation of psychotherapy and support group attendance. Many people will also live in sober living facilities after treatment to provide additional support with the transition back to their life.
It takes lifelong maintenance and sobriety to overcome alcohol addiction. Studies have shown that those who undergo intensive treatment followed by aftercare, sober living and attend